PN 29010074
V4.1
Commander P2
Advanced Autopilot Systems
&
P2VS
Installation & Operation Manual
ComNav Commander P2 & P2VS Installation & Operation
Welcome
Congratulations on your purchase of a ComNav Marine P Series Commander Advanced
Autopilot System!
Developed using ComNav’s many years of experience in autopilot design, the Commander
P2 & P2VS autopilots provide superior performance and advanced features, when compared
to other products in their class.
At ComNav, we are proud of our prominence as a leader in the design and manufacture of
marine autopilot systems. Our dedication to performance and reliability will ensure your
satisfaction with your new autopilot.
ComNav Marine Ltd.
#15 – 13511 Crestwood Place
Richmond, B.C. V6V 2G1
Canada
Tel: 604-207-1600 • Fax: 604-207-8008
Web: www.ComNav.com • E-mail: Sales@ComNav.com • Service@ComNav.com
Warranty Notice
Prior to the installation and/or operation of the equipment, please take a moment to read and
accept the conditions of the warranties as detailed in the Warranty Information section of
this manual.
W
AARRNNIINNG
W
G
This Autopilot is only an aid to navigation. Whenever underway, your
vessel must always be under the control of a qualified and alert person
who regularly and consistently ensures that the course and position of
the vessel is correct and that the operating area is safe. You must
always be in a position to resume manual control if the need to do so
arises.
The performance of the Autopilot can be affected by many factors,
including equipment failure, environmental conditions, and improper
handling or use.
The Autopilot does not reduce your responsibility for the control of the
boat when underway. Additionally, the Autopilot should never be used
in areas where it is considered unsafe due to obstacles, other marine
traffic, poor weather or sea conditions, or any other condition that could
create a dangerous situation or where it may be unlawful.
Never place Magnetic material or equipment near magnetic or fluxgate
compasses connected to the autopilot system.
Do not use WIND mode when wind conditions are strong or gusting
over 25 knots. This may cause the vessel rudder to become
overpowered and the vessel could broach or create other dangerous
situations. Prior to commencing the gybe manoeuvre, you must ensure
that the boom is properly centered and controlled. Take all necessary
precautions to ensure that the boom does not strike any persons or
objects since it may result in serious injury or damage.
Document PN 29010074 V4.1 - 1 -
ComNav Commander P2 & P2VS Installation & Operation
General Notice
This document, ComNav part number 29010074 Version 4 Revision 1, is the approved
Installation and Operation Manual for use with the ComNav Commander P2 and Commander
P2VS Advanced Autopilot Systems.
Where versions of this manual exist in other languages, the English language version shall
be considered authoritative.
Special Note
This manual applies ONLY to Commander P2 systems running firmware version numbers 4.0
and later, and Commander P2VS systems with version 1.0 or later.
For Commander P2 systems with earlier firmware versions (which have numerous
differences from firmware version 4.0), please refer to version 3.1 of this manual.
.
Document PN 29010074 V4.1 - 2 -
ComNav Commander P2 & P2VS Installation & Operation
Document History
Revision Date By Description
1R1 27 April 2005 DC First Release
2R0 04 January 2006 DC Updated for new software release
2R1 29 August 2006 DC & DTO
2R2 07 September 2006 DTO
3R0 27 September 2007 DTO
3R1 14 December 2007 DTO
• corrected SPU ⇔ NEMA 0183 Connection Diagram to show
correct order of NAV 1 & 2 input pins
• corrected SPU ⇔ PC Connection Diagrams to show use of
NAV #1 input pins instead of NAV #2
• added Document History table (this table)
• revised Control Head Connection description text, and
associated Wiring Connections Diagram, to include the new
alternative colour-coding of the cable
• brand name change
• added info on Vector GPS compasses
• updated compass installation & setup procedures
• updated General Specifications
• revised external Jog Control connection information
• updated information on SPU connectors & wiring
• Head menu figures are now easier-to-read “screen shots”
• Firmware Upgrade info now in separate kit
• Warranty statement is now in a separate document
• added Compass Safe Distance information, Table 19
• re-organized “modes & menus” information for easier use
• moved all “using the Head” information into one area
• added Wind Vane with NX2 Instrument/Server wiring info,
Figure 45 & Figure 46
• deleted one MPN for fuse F1, Table 10
• updated Error Messages lists, Appendix 3
• updated dimensions, Appendix 7
08 January 2009 DTO
4R0 26 January 2011 JLU
4R1 28 July 2011 FW
• edited & re-organized numerous sections, to improve
readability & clarity
• added information on new & changed features & functions in
the P2 firmware version 4.00
• added information on the P2VS version 1.00
• restored the Standard Autopilot Warranty statement
• added information on new compass setup procedure
• added Large vessel configuration
• Revised Figure 35, Figure 43, Figure 62, Figure 124 & Figure
125 to “J9 OUT-A” above “J9 OUT-B”
Document PN 29010074 V4.1 - 3 -
ComNav Commander P2 & P2VS Installation & Operation
About this Manual
This manual provides essential information for the safe and reliable operation of the
Commander P2 and Commander P2VS Autopilot Systems.
Note: all references to “Commander P2”, “P2”, “P Series” or “autopilot” in this
manual should be taken as applying to either model, unless specified otherwise.
You are urged to read this manual in its entirety before you use your autopilot for the first
time, and to keep it handy until you become thoroughly familiar with the operation of your
autopilot.
Typefaces, Common Phrases & Terms
Throughout this manual, you will see a number of different typefaces used, and several
commonly-used words & phrases with very specific meanings, to describe concepts & actions
that are fundamental to the operation of the autopilot. Please take a moment to become
familiar with the following:
•
System Component
Specific system components are capitalized.
Example: the Control Head
•
Modes of Operation
Specific “modes of operation” are placed in bold uppercase lettering.
Example: POWER STEER mode.
•
LCD Display
Text that appears in the LCD display is in quotation marks.
Example: “Waypoint Arrival”
•
Button
Control Head buttons & the knob are in bold small-caps lettering.
Example: the TT
•
Press or momentary press
Press and release the indicated button
•
Double-press
Press and release the indicated button twice in rapid succession.
Although this sounds a little complicated, it is actually very easy to do. If you use a
personal computer, you will find that this is similar to a “double-click” of the mouse
buttons.
•
Press and hold
Press and hold the indicated button for approximately 1 second.
•
Press and maintain
UURRN
N
button
Press and hold the indicated button for as long as required to achieve a desired
result.
Document PN 29010074 V4.1 - 4 -
ComNav Commander P2 & P2VS Installation & Operation
Manual Format
This manual has been formatted to be printed on both sides of the pages of the manual, and
on standard North American Letter-size paper (8.5” x 11”).
If you have obtained this manual as a soft-copy, please note that it is in Adobe® Portable
Document Format (“pdf”), and so may be viewed & printed with Adobe Reader®, or
compatible pdf-format viewers.
When printing this manual with Reader, you should select “duplex printing” (or the equivalent
term used by your printer’s software driver), in order to print it double-sided on the paper. If
your printer does not have built-in duplexing capability, you can still print this manual
double-sided by following the instructions that came with your printer for doing “hand
duplexing”.
You should also select the Auto-Rotate and Centre option in the Print Dialog box, de-select
the Choose Paper Source by PDF page size option, and set Page Scaling to None (Reader’s
default setting is Shrink to Printable Area, which is printer-dependant, and usually ~97% – but
no such shrinking is needed for this manual).
Document PN 29010074 V4.1 - 5 -
ComNav Commander P2 & P2VS Installation & Operation Table of Contents, Lists of Figures & Tables
Table of Contents
Welcome ___________________________________________________________________________ 1
Warranty Notice ......................................................................................................................................................... 1
Document History ....................................................................................................................................................... 3
About this Manual....................................................................................................................................................... 4
Table of Contents ___________________________________________________________________ 6
List of Figures ........................................................................................................................................................... 13
List of Tables ............................................................................................................................................................ 15
How Autopilots Work _______________________________________________________________ 18
Manual Steering ....................................................................................................................................................... 18
An Autopilot System ................................................................................................................................................. 19
Autopilot Operation................................................................................................................................................... 20
Maintaining a Heading: AUTO Mode .................................................................................................................... 20
Changing Heading ............................................................................................................................................ 21
Wind and Current Effects ................................................................................................................................. 22
Following a Track: NAV Mode .............................................................................................................................. 22
Following a Track: AUTO/ALC Mode ................................................................................................................... 23
Power Steer: “Drive by Wire” ................................................................................................................................ 23
More Information (for the Technically Inquisitive) ................................................................................................. 23
System Overview ___________________________________________________________________ 26
Control Head ............................................................................................................................................................ 27
Signal Processor Unit ............................................................................................................................................... 28
Compasses .............................................................................................................................................................. 29
Vector G2 and G2B GPS Compasses.................................................................................................................. 29
Navigator G2 GPS Compasses Display ............................................................................................................... 30
Fluxgate Compasses............................................................................................................................................ 31
Heading Rate Stabilizer ........................................................................................................................................ 32
Magnetic Compass Sensor .................................................................................................................................. 33
Magnetic Compasses ........................................................................................................................................... 33
45° Compass Transducer ..................................................................................................................................... 34
Tri-Axis Rate Gyro Compass ................................................................................................................................ 34
Other Compasses ................................................................................................................................................ 34
Rudder Follower Units & Wind Sensors ................................................................................................................... 35
Standard Rotary Rudder Follower Unit & Rudder Linkage ................................................................................... 35
Heavy Duty Rotary Rudder Follower Unit ............................................................................................................. 35
Linear Rudder Follower Unit ................................................................................................................................. 36
Twin-Fin Wind Transducer ................................................................................................................................... 36
Auxiliary Controllers ................................................................................................................................................. 36
CR-203 Remote ................................................................................................................................................... 37
TS-203 Remote .................................................................................................................................................... 38
Other Controls & Indicators ...................................................................................................................................... 39
NFU Jog Steering Control .................................................................................................................................... 39
Rudder Angle Indicator (RAI) ............................................................................................................................... 39
Control Head Mounting & Cover Kits........................................................................................................................ 40
Rudder Drives and Interfaces ................................................................................................................................... 41
CT7 Thruster Interface ......................................................................................................................................... 41
Other Drive Boxes ................................................................................................................................................ 42
Pumps & Drives ................................................................................................................................................... 43
Document PN 29010074 V4.1 - 6 -
ComNav Commander P2 & P2VS Installation & Operation Table of Contents, Lists of Figures & Tables
Other Equipment ...................................................................................................................................................... 43
Installation ________________________________________________________________________ 46
Basic Requirements ................................................................................................................................................. 46
Steering System ................................................................................................................................................... 46
Power Supply ....................................................................................................................................................... 46
Special Tools........................................................................................................................................................ 46
Fasteners ............................................................................................................................................................. 46
Control Head ............................................................................................................................................................ 47
Electrical Connection ....................................................................................................................................... 47
Signal Processor Unit ............................................................................................................................................... 47
Electrical Connection ....................................................................................................................................... 47
Compasses .............................................................................................................................................................. 48
Compass Deviation .............................................................................................................................................. 48
Common Installation Considerations .................................................................................................................... 48
Magnetic Compass and Sensor ........................................................................................................................... 50
Electrical Connection ....................................................................................................................................... 50
Fluxgate Compass ............................................................................................................................................... 51
Electrical Connection ....................................................................................................................................... 51
Heading Rate Stabilizer ....................................................................................................................................... 52
Electrical Connection ....................................................................................................................................... 52
45° Compass Transducer .................................................................................................................................... 52
Electrical Connection ....................................................................................................................................... 52
Tri-Axis Rate Gyro Compass................................................................................................................................ 52
Electrical Connection ....................................................................................................................................... 53
Rudder Follower Unit ............................................................................................................................................... 54
Rotary Rudder Follower Unit ................................................................................................................................ 54
Electrical Connection ....................................................................................................................................... 55
Heavy Duty Rotary Rudder Follower Unit ............................................................................................................ 55
Linear Rudder Follower Unit ................................................................................................................................ 56
Electrical Connection ....................................................................................................................................... 58
Other Equipment ...................................................................................................................................................... 59
Wiring the System .................................................................................................................................................... 60
Signal Processor Unit ........................................................................................................................................... 60
Connectors on the SPU.................................................................................................................................... 60
Wire Sizes ........................................................................................................................................................ 61
Power Supply ....................................................................................................................................................... 62
Power Supply Extension .................................................................................................................................. 63
Drive Box Power Supply................................................................................................................................... 63
Input & Output Connections ................................................................................................................................. 64
Control Head .................................................................................................................................................... 64
Auxiliary Controller(s) ....................................................................................................................................... 64
NFU Jog Steering Controls .............................................................................................................................. 65
Compasses ...................................................................................................................................................... 66
Wind Transducer .............................................................................................................................................. 68
Rudder Follower Unit........................................................................................................................................ 70
Rudder Angle Indicators ................................................................................................................................... 70
Drive Outputs ....................................................................................................................................................... 71
Reversing DC Motor Hydraulic Systems .......................................................................................................... 71
Linear Actuators or Mechanical Rotary Drives ................................................................................................. 71
Shunt-Field Reversing Motors .......................................................................................................................... 71
Document PN 29010074 V4.1 - 7 -
ComNav Commander P2 & P2VS Installation & Operation Table of Contents, Lists of Figures & Tables
Standard Four-Way Solenoid-Activated Hydraulic Valves ................................................................................ 72
Two-Speed Solenoid Valves ............................................................................................................................ 73
A.C. Solenoids .................................................................................................................................................. 74
Proportional Solenoid Valves ........................................................................................................................... 74
Azimuth Drives, Surface Piercing Drives and Jet Drives .................................................................................. 75
External Alarm Output .......................................................................................................................................... 76
Speed Mode & Timing Outputs ............................................................................................................................ 78
Navigation Data .................................................................................................................................................... 79
Signal Names ................................................................................................................................................... 80
RS-422 Electrical Interface ............................................................................................................................... 80
Typical RS-422 Signals ................................................................................................................................ 81
RS-232 Electrical Signals ................................................................................................................................. 82
Status LEDs ..................................................................................................................................................... 82
Other Connections ............................................................................................................................................... 82
Thruster Interface ............................................................................................................................................. 82
ComNav Network ............................................................................................................................................. 82
Final Steps & Post-Installation Checks ..................................................................................................................... 83
Electrical Checks .................................................................................................................................................. 83
Completing the Wiring .......................................................................................................................................... 83
Setting Up _________________________________________________________________________ 86
Dockside Setup Menu .......................................................................................................................................... 86
Reset ................................................................................................................................................................ 87
Vessel Type...................................................................................................................................................... 87
Compass Setup ................................................................................................................................................ 88
Drive Setup....................................................................................................................................................... 88
Exit ................................................................................................................................................................... 88
Alarm O/P (Alarm Output) ................................................................................................................................ 88
Thrust Type ...................................................................................................................................................... 88
Thrust MIN........................................................................................................................................................ 88
Thrust MAX ...................................................................................................................................................... 88
Language ......................................................................................................................................................... 88
Configure Sys. (Configure System) .................................................................................................................. 89
Setup Procedures..................................................................................................................................................... 90
Vessel Type ......................................................................................................................................................... 90
Drive Setup .......................................................................................................................................................... 91
Compass Setup – Dockside ................................................................................................................................. 93
Analog Compass .............................................................................................................................................. 93
Digital Compass ............................................................................................................................................... 94
NAV 1 Port ....................................................................................................................................................... 94
NAV1 or NAV2 Port for general NMEA Compass ............................................................................................ 94
Bandwidth of an NMEA Compass Connection ............................................................................................. 95
Compass Setup – On the Water .......................................................................................................................... 98
Compensation for Magnetic Deviation .............................................................................................................. 98
Magnetic Compass Sensor .......................................................................................................................... 98
Heading Rate Stabilizer ................................................................................................................................ 99
ComNav Fluxgate Compass and other fluxgate compasses ...................................................................... 100
45° Compass .............................................................................................................................................. 100
Tri-Axis Rate Gyro Compass ...................................................................................................................... 100
Other NMEA Compasses ........................................................................................................................... 100
Calibrating for Compass Offset ...................................................................................................................... 101
Document PN 29010074 V4.1 - 8 -
ComNav Commander P2 & P2VS Installation & Operation Table of Contents, Lists of Figures & Tables
All Compass Types .................................................................................................................................... 101
Magnetic Sensor ........................................................................................................................................ 102
Compass Setup – Final Steps ............................................................................................................................ 102
Sea Trials ............................................................................................................................................................... 103
Sea Trial Procedure ........................................................................................................................................... 103
Adjust Rudder Gain & Counter Rudder for Hi Speed ..................................................................................... 103
Adjust Turn Rate for Hi Speed ................................................................................................................... 105
Adjust Seastate for Hi Speed ..................................................................................................................... 105
Adjust Rudder Gain, Counter Rudder, Turn Rate and Seastate for Lo Speed ........................................... 105
Adjust Speed Trip Point .............................................................................................................................. 105
Adjusting for Rougher Sea Conditions ........................................................................................................... 106
Basic Operations __________________________________________________________________ 110
The Control Head’s LCD Screen & Buttons ........................................................................................................... 110
Operating the System ............................................................................................................................................ 112
Operating Modes – Overview ............................................................................................................................. 112
Mode Menus ...................................................................................................................................................... 112
Rudder Angle Indicator (RAI) ............................................................................................................................. 114
Alarm Clear ........................................................................................................................................................ 114
Power On ........................................................................................................................................................... 115
Power Off ........................................................................................................................................................... 115
STANDBY Mode .................................................................................................................................................... 116
Standby Menu .................................................................................................................................................... 117
Station Lock ................................................................................................................................................... 117
Default Turn ................................................................................................................................................... 117
Compass Source ............................................................................................................................................ 117
Compass Cal (Compass Calibration) ............................................................................................................. 118
NMEA Hdg Type (NMEA Heading Type) ....................................................................................................... 118
Backlight Level ............................................................................................................................................... 118
Contrast (monochrome Head only) ................................................................................................................ 118
Graphics (monochrome Head) or Display (colour Head) ............................................................................... 119
Watch Alarm ................................................................................................................................................... 120
Fishzag Time .................................................................................................................................................. 120
Battery ............................................................................................................................................................ 120
POWER STEER Mode ........................................................................................................................................... 121
Power Steer Menu ............................................................................................................................................. 122
P.Str Limits (Power Steer Rudder Limits) ....................................................................................................... 122
Auto/Nav Limits .............................................................................................................................................. 122
RAI Offset ....................................................................................................................................................... 122
AUTO Mode ........................................................................................................................................................... 123
Notes on AUTO Mode .................................................................................................................................... 123
Auto Menu .......................................................................................................................................................... 124
Rudder Gain ................................................................................................................................................... 124
Hi & Lo Speed Rudder Gain ....................................................................................................................... 125
Counter Rudder .............................................................................................................................................. 125
Hi & Lo Speed Counter Rudder .................................................................................................................. 125
Seastate ......................................................................................................................................................... 126
Turn Rate ....................................................................................................................................................... 126
Parameter Set ................................................................................................................................................ 126
Speed Trip Pt (Speed Trip Point) ................................................................................................................... 127
Speed Source ................................................................................................................................................ 127
Document PN 29010074 V4.1 - 9 -
ComNav Commander P2 & P2VS Installation & Operation Table of Contents, Lists of Figures & Tables
ALC (Automatic Leeway Correction) .............................................................................................................. 127
Thruster Assist ............................................................................................................................................... 127
Thruster Gain ................................................................................................................................................. 127
Helm Delay ..................................................................................................................................................... 128
NAV Mode .............................................................................................................................................................. 129
NAV Highway Display ........................................................................................................................................ 130
Notes on NAV Mode........................................................................................................................................... 130
Understanding NAV Mode .................................................................................................................................. 131
Checking the Navigation Data ........................................................................................................................ 131
Correction Methods ........................................................................................................................................ 132
CTS – Steering a Direct Bearing ................................................................................................................ 133
XTE – Steering Quickly Back to a Track .................................................................................................... 134
Both – Steering Smoothly Back to a Track ................................................................................................. 136
An example of NAV Mode in Operation ...................................................................................................... 137
Nav Menu ........................................................................................................................................................... 138
Nav Source..................................................................................................................................................... 138
XTE Limit (Cross-Track Error Limit) ............................................................................................................... 138
Waypoint Arrival ............................................................................................................................................. 138
Correction ....................................................................................................................................................... 139
XTE Sense (Cross-Track Error Sense) .......................................................................................................... 139
Max Correction ............................................................................................................................................... 139
Dodge Turns .......................................................................................................................................................... 140
Dodge Centre ..................................................................................................................................................... 141
Jog Steering Turns ................................................................................................................................................. 142
Commander P2VS Operations ............................................................................................................................... 143
Cautions ............................................................................................................................................................. 143
P2-Equivalent Operation .................................................................................................................................... 145
Advanced Operations ______________________________________________________________ 149
WORK Mode .......................................................................................................................................................... 149
Automatic WORK Mode ..................................................................................................................................... 149
Manual WORK Mode ......................................................................................................................................... 150
Work Menu ......................................................................................................................................................... 151
Rudder Bias.................................................................................................................................................... 151
Autotrim .......................................................................................................................................................... 151
Work Trip Pt. (Work Trip Point) ...................................................................................................................... 151
Rudder Scale (Rudder Scale Factor) ............................................................................................................. 151
Work Mode State ............................................................................................................................................ 151
WIND Mode ............................................................................................................................................................ 152
Changing Wind Angle ..................................................................................................................................... 153
Tack & Gybe Inhibit ........................................................................................................................................ 153
Low Wind Speeds .......................................................................................................................................... 153
WIND-Points Mode............................................................................................................................................. 154
Changing Point of Sail .................................................................................................................................... 154
Tack & Gybe Inhibit ........................................................................................................................................ 154
Boundaries of the Points of Sail ..................................................................................................................... 156
Tacking ............................................................................................................................................................... 157
Gybing ................................................................................................................................................................ 159
Wind Menu ......................................................................................................................................................... 161
Wind Source ................................................................................................................................................... 161
Wind Shift (Wind Shift Alarm) ......................................................................................................................... 162
Document PN 29010074 V4.1 - 10 -
ComNav Commander P2 & P2VS Installation & Operation Table of Contents, Lists of Figures & Tables
Wind Shift Delay ............................................................................................................................................. 162
Preset Tack Angle .......................................................................................................................................... 162
Close Haul Def (Close Haul Definition) .......................................................................................................... 162
Close Reach Def (Close Reach Definition) .................................................................................................... 162
Beam Reach Def (Beam Reach Definition) .................................................................................................... 162
Broad Reach Def (Broad Reach Definition) .................................................................................................... 162
Gybe Hold Point (Gybe Hold Point Definition) ................................................................................................ 162
Special Turns ......................................................................................................................................................... 163
U-Turn ................................................................................................................................................................ 164
Circle Turn ......................................................................................................................................................... 165
M.O.B. – Man Over-Board ................................................................................................................................. 166
Fishzag .............................................................................................................................................................. 167
Pretack (Preset-Tack) ........................................................................................................................................ 168
Multiple Control Heads & Auxiliary Controllers ....................................................................................................... 169
Station Lock/Unlock ........................................................................................................................................... 169
Watch Alarm & External Alarm ............................................................................................................................... 170
Configuring the Watch Alarm ............................................................................................................................. 170
Configuring the External Alarm .......................................................................................................................... 170
Using the Watch Alarm ...................................................................................................................................... 171
Changing the Password ..................................................................................................................................... 172
Entering the Password ....................................................................................................................................... 173
Care & Maintenance _______________________________________________________________ 177
Cleaning and Appearance ...................................................................................................................................... 177
Periodic Checks ..................................................................................................................................................... 177
Electrical & Mechanical Checks ......................................................................................................................... 177
Hydraulic Checks ............................................................................................................................................... 177
Manual Steering Operation ............................................................................................................................ 177
Air Trapped in the Hydraulic System .............................................................................................................. 177
Fuse Replacement ................................................................................................................................................. 178
Appendix 1 _______________________________________________________________________ 181
Interfacing to a PC ................................................................................................................................................. 181
PC COM Ports ................................................................................................................................................... 181
DE9 Connection ............................................................................................................................................. 182
DB25 Connection ........................................................................................................................................... 182
D Connector Pinouts ...................................................................................................................................... 183
Appendix 2 _______________________________________________________________________ 185
NMEA 0183 Sentences Accepted and Transmitted by the Autopilot...................................................................... 185
Sentences Accepted .......................................................................................................................................... 185
Sentence & Data Priority ................................................................................................................................ 186
Sentences Transmitted ...................................................................................................................................... 188
Heading & Status ........................................................................................................................................... 188
Heading Output .......................................................................................................................................... 188
Status Output ............................................................................................................................................. 189
Configuration Save & Restore ............................................................................................................................ 190
Appendix 3 _______________________________________________________________________ 195
Error Messages ...................................................................................................................................................... 195
Critical Errors ..................................................................................................................................................... 195
Severe Errors ..................................................................................................................................................... 196
Warnings ............................................................................................................................................................ 197
Document PN 29010074 V4.1 - 11 -
ComNav Commander P2 & P2VS Installation & Operation Table of Contents, Lists of Figures & Tables
Appendix 4 _______________________________________________________________________ 199
Auxiliary Head / Remote Power On ........................................................................................................................ 199
Appendix 5 _______________________________________________________________________ 201
Diagnostic LEDs ..................................................................................................................................................... 201
Appendix 6 _______________________________________________________________________ 203
Upgrading Firmware ............................................................................................................................................... 203
Transferring the System Configuration & Parameters ........................................................................................ 203
Appendix 7 _______________________________________________________________________ 205
General Specifications ........................................................................................................................................... 205
Compass Safe Distances ....................................................................................................................................... 206
Warranty Information ______________________________________________________________ 207
Index ____________________________________________________________________________ 213
Settings & Notes __________________________________________________________________ 219
Default & User Settings .......................................................................................................................................... 219
Notes ...................................................................................................................................................................... 222
Document PN 29010074 V4.1 - 12 -
ComNav Commander P2 & P2VS Installation & Operation Table of Contents, Lists of Figures & Tables
List of Figures
Figure 1 – Basic Autopilot System .................................................................................................................................... 19
Figure 2 – Heading Change in AUTO Mode ..................................................................................................................... 21
Figure 3 – Commander P2 System Block Diagram ........................................................................................................... 26
Figure 4 – Control Heads .................................................................................................................................................. 27
Figure 5 – The Commander P2 SPU (with Wiring Cover Removed) ................................................................................. 28
Figure 6 – Vector G2 GPS Compass ................................................................................................................................ 29
Figure 7 – Navigator G2 Display Head .............................................................................................................................. 30
Figure 8 – Navigator G2 Distribution Unit .......................................................................................................................... 30
Figure 9 – Fluxgate Compass ........................................................................................................................................... 31
Figure 10 – Heading Rate Stabilizer ................................................................................................................................. 32
Figure 11 – Magnetic Compass Sensor ............................................................................................................................ 33
Figure 12 – Externally Gimballed Magnetic Compass with Binnacle ................................................................................. 33
Figure 13 – 45° Compass Transducer .............................................................................................................................. 34
Figure 14 – Tri-Axis Rate Gyro Compass ........................................................................................................................... 34
Figure 15 – Standard Rotary RFU ..................................................................................................................................... 35
Figure 16 – Heavy Duty Rotary RFU ................................................................................................................................. 35
Figure 17 – Linear RFU ..................................................................................................................................................... 36
Figure 18 – Twin-Fin Wind Transducer ............................................................................................................................. 36
Figure 19 – CR-203 Handheld Remote ............................................................................................................................. 37
Figure 20 – TS-203 Fixed Remote .................................................................................................................................... 38
Figure 21 – NFU Jog Steering Control .............................................................................................................................. 39
Figure 22 – External Rudder Angle Indicator (76 mm Model) ........................................................................................... 39
Figure 23 – Control Head Mounts & Cover ....................................................................................................................... 40
Figure 24 – CT7 Interface ................................................................................................................................................. 41
Figure 25 – Drive Boxes to meet all needs ....................................................................................................................... 42
Figure 26 – Hydraulic Pump & Solenoid Value ................................................................................................................. 43
Figure 27 – Cable Drives .................................................................................................................................................. 43
Figure 28 – Fluxgate Compass Mounting ......................................................................................................................... 51
Figure 29 – RFU Linkage Geometry ................................................................................................................................. 55
Figure 30 – Typical Arrangement of Linear RFU on an Outboard’s Steering Cylinder ...................................................... 56
Figure 31 – Band Clamp and Plastic Brackets .................................................................................................................. 57
Figure 32 – Installed Arrangement of Brackets ................................................................................................................. 57
Figure 33 – Fasteners, Stainless Bracket Arrangement .................................................................................................... 58
Figure 34 – Removal of the SPU Wiring Cover ................................................................................................................. 60
Figure 35 – SPU Connector Wiring Label ......................................................................................................................... 60
Figure 36 – Typical Power Connection to SPU ................................................................................................................. 62
Figure 37 – Reducing Supply Voltage Losses .................................................................................................................. 63
Figure 38 – Typical Battery Connection to Drive Boxes .................................................................................................... 63
Figure 39 – Wiring Connections for Control Head, Handheld Remotes, and Fixed Remotes ........................................... 64
Figure 40 – Wiring Connections for Jog Controls .............................................................................................................. 65
Figure 41 – Wiring Connections for Magnetic Sensor, Fluxgate Compass or HRS........................................................... 66
Figure 42 – Wiring Connections for 45° Compass Transducer ......................................................................................... 67
Figure 43 – Wiring Connections for Tri-Axis Rate Gyro Compass ...................................................................................... 67
Figure 44 – Wiring Connections for Twin-Fin Wind Transducer ........................................................................................ 68
Figure 45 – Wind Transducer with NX2 Wind Data Instrument ......................................................................................... 69
Figure 46 – Wind Transducer with Classic Nexus or NX2 Network Server ....................................................................... 69
Figure 47 – Wiring Connections for RFUs ......................................................................................................................... 70
Figure 48 – Wiring Connections for Rudder Angle Indicators ........................................................................................... 70
Figure 49 – Wiring Connections for Reversing DC Motors ................................................................................................ 71
Figure 50 – Wiring Connections for Linear Actuators or Mechanical Rotary Drives .......................................................... 71
Figure 51 – Wiring Connections for Shunt Field Reversing Motors ................................................................................... 72
Figure 52 – Wiring Connections for Standard Four-Way Solenoid Valves ........................................................................ 72
Document PN 29010074 V4.1 - 13 -
ComNav Commander P2 & P2VS Installation & Operation Table of Contents, Lists of Figures & Tables
Figure 53 – Wiring Connections for Constant Running Electric Pump. ............................................................................. 73
Figure 54 – Wiring Connections for Two-Speed Solenoid Valves ..................................................................................... 73
Figure 55 – Wiring Connections for A.C. Solenoids .......................................................................................................... 74
Figure 56 – Wiring Connections for Proportional Solenoid Valves .................................................................................... 74
Figure 57 – Wiring Connections for Isolation Amplifiers .................................................................................................... 75
Figure 58 – External Alarm, using SW'D B- Output ........................................................................................................... 76
Figure 59 – External Alarm, using SW'D B+ Output .......................................................................................................... 76
Figure 60 – External Alarm, SW'D B- Output with Power Fail Option ................................................................................ 77
Figure 61 – External Alarm, SW'D B+ Output with Power Fail Option ............................................................................... 77
Figure 62 – Typical NMEA 0183 Connections ................................................................................................................... 79
Figure 63 – Typical RS-422 Signals .................................................................................................................................. 81
Figure 64 – Entering Dockside Setup ................................................................................................................................ 86
Figure 65 – Dockside Setup menu .................................................................................................................................... 87
Figure 66 – Set Vessel type .............................................................................................................................................. 90
Figure 67 – Set Compass Type in Compass Configuration menu ..................................................................................... 93
Figure 68 – Using the Control Head ................................................................................................................................ 110
Figure 69 – A Typical Menu ............................................................................................................................................ 113
Figure 70 – Power On Sequence .................................................................................................................................... 115
Figure 71 – Power Off Sequence .................................................................................................................................... 115
Figure 72 – Typical STANDBY Mode Screen .................................................................................................................. 116
Figure 73 – Standby Menu .............................................................................................................................................. 117
Figure 74 – Monochrome LCD: Normal & Reversed Display .......................................................................................... 119
Figure 75 – Colour LCD: B & C Colour Schemes ............................................................................................................ 119
Figure 76 – Typical POWER STEER Mode Screen ........................................................................................................ 121
Figure 77 – Power Steer Menu ....................................................................................................................................... 122
Figure 78 – Typical AUTO Mode Screen ......................................................................................................................... 123
Figure 79 – Auto Menu .................................................................................................................................................... 124
Figure 80 – Guidelines for setting Rudder Gain .............................................................................................................. 125
Figure 81 – Guidelines for setting Counter Rudder ......................................................................................................... 125
Figure 82 – Hi (AUTO) and Lo Speed Indicators (to left of the Rudder Angle Indicator) ................................................ 126
Figure 83 – Typical AUTO Mode Screen ......................................................................................................................... 127
Figure 84 – Typical NAV Mode Screen (Normal Display) ................................................................................................ 129
Figure 85 – Typical NAV Mode Highway Screen ............................................................................................................ 130
Figure 86 – Steering with Correction set to CTS ............................................................................................................. 133
Figure 87 – Steering with Correction set to XTE ............................................................................................................. 134
Figure 88 – Response of Boat to a Large Cross-Track Error .......................................................................................... 135
Figure 89 – Steering with Correction set to Both ............................................................................................................. 136
Figure 90 – Nav Menu ..................................................................................................................................................... 138
Figure 91 – A Dodge in Progress (in AUTO Mode) ......................................................................................................... 140
Figure 92 – Boat Track During a Dodge Manoeuvre in AUTO Mode .............................................................................. 140
Figure 93 – Holding at a Heading Part-way Through a Dodge Turn ............................................................................... 141
Figure 94 – Typical Jog Control Activated Screen .......................................................................................................... 142
Figure 95 – Typical WORK Mode Screen (Engaged) ...................................................................................................... 149
Figure 96 – WORK Mode Menu ...................................................................................................................................... 151
Figure 97 – Typical WIND Mode Screen (Normal Display) ............................................................................................. 152
Figure 98 – Typical WIND-Points Mode Screen .............................................................................................................. 154
Figure 99 – Commanded Wind Angle of 90° ................................................................................................................... 155
Figure 100 – Outline Arrow shows the Commanded Point of Sail ................................................................................... 155
Figure 101 – Points of Sail .............................................................................................................................................. 156
Figure 102 – Starting a Tack in WIND (left) and WIND-Points (right) Modes .................................................................. 157
Figure 103 – Wind Angle Limits to Start a Tack .............................................................................................................. 157
Figure 104 – Wind Angle Limits for Tacking .................................................................................................................... 158
Figure 105 – Starting a Gybe in WIND (left) and WIND-Points (right) Modes ................................................................. 159
Figure 106 – Wind Angle Limits to Start a Gybe ............................................................................................................. 159
Document PN 29010074 V4.1 - 14 -
ComNav Commander P2 & P2VS Installation & Operation Table of Contents, Lists of Figures & Tables
Figure 107 – Wind Angle Limits for Gybing ..................................................................................................................... 160
Figure 108 – Wind Menu ................................................................................................................................................. 161
Figure 109 – Typical Special Turn Query ........................................................................................................................ 163
Figure 110 – U-Turn Query ............................................................................................................................................. 164
Figure 111 – U-Turn Boat Path ....................................................................................................................................... 164
Figure 112 – Circle Turn Query ....................................................................................................................................... 165
Figure 113 – Circle Turn Boat Path ................................................................................................................................. 165
Figure 114 – M.O.B. Turn Query ..................................................................................................................................... 166
Figure 115 – M.O.B. Turn Boat Path ............................................................................................................................... 166
Figure 116 – Fishzag Turn Query ................................................................................................................................... 167
Figure 117 – Fishzag Turn .............................................................................................................................................. 167
Figure 118 – PreTack Turn Query ................................................................................................................................... 168
Figure 119 – Station Lock Icon on In-Command (left) and Repeater Auxiliary Control Head (right) ............................... 169
Figure 120 – External Alarm Configuration ..................................................................................................................... 170
Figure 121 – External Alarm Type Configuration ............................................................................................................ 171
Figure 122 – New Password Pop-Up Window ................................................................................................................ 172
Figure 123 – Password Query Pop-Up Window .............................................................................................................. 173
Figure 124 – Connection to a PC with a DE9-S Connector ............................................................................................. 182
Figure 125 – Connection to a PC with a DB25-S Connector ........................................................................................... 182
Figure 126 – DE9 & DB25 Pin Numbering ...................................................................................................................... 183
Figure 127 – JP12 & JP13 in Factory Default Position (left) and After Moving Shunts (right) ......................................... 199
List of Tables
Table 1 – SPU Connector Ratings .................................................................................................................................... 61
Table 2 – Recommended Minimum Wire Gauges............................................................................................................. 61
Table 3 – Speed Mode & Timing Outputs ......................................................................................................................... 78
Table 4 – NMEA Signal Translation Guide ........................................................................................................................ 80
Table 5 – Vessel types ...................................................................................................................................................... 88
Table 6 – Compass types ................................................................................................................................................. 97
Table 7 – NAV Mode Correction Methods ....................................................................................................................... 132
Table 8 – Boundaries Between Points of Sail ................................................................................................................. 156
Table 9 – Wind Source Selection .................................................................................................................................... 161
Table 10 – Fuse Replacement Guide .............................................................................................................................. 178
Table 11 – NMEA 0183 Sentences Accepted by the Commander P2 ............................................................................ 185
Table 12 - NMEA Sentence Priority ................................................................................................................................ 187
Table 13 – Configuration Save & Restore Sentences ..................................................................................................... 193
Table 14 – Critical Error Messages ................................................................................................................................. 195
Table 15 – Severe Error Messages ................................................................................................................................. 196
Table 16 – Warning Messages........................................................................................................................................ 197
Table 17 – Diagnostic LEDs ............................................................................................................................................ 201
Table 18 – General Specifications .................................................................................................................................. 205
Table 19 – Compass Safe Distances .............................................................................................................................. 206
Table 20 – Default & User Settings ................................................................................................................................. 221
Document PN 29010074 V4.1 - 15 -
ComNav Commander P2 & P2VS Installation & Operation
Introduction
Document PN 29010074 V4.1 - 16 -
ComNav Commander P2 & P2VS Installation & Operation
Document PN 29010074 V4.1 - 17 -
ComNav Commander P2 & P2VS Installation & Operation How Autopilots Work
How Autopilots Work
The purpose of this introductory section is to describe briefly what an autopilot does, and
some of the things you should expect when using an autopilot with your boat.
Manual Steering
Every boat has unique design dynamics, which depend on its shape and dimensions, and on
current speed, loading, and sea conditions. The net result is that every boat (or rather, every
unique boat design) “steers” in a unique way.
To understand what an autopilot does when it is steering your boat, it is helpful to think for a
moment about steering the boat by hand.
•
When you are holding the boat on some Heading, you know, from instinct &
experience, how much rudder to apply, and how fast to apply it, to keep the boat
on-course. Corrections are usually just a small, quick movement of the helm to one
side, then back to the dead-ahead position.
•
You won’t always try to correct when the boat rolls or accelerates off a wave,
especially in heavy seas – because when the boat rolls back the other direction, it will
usually come right back on-course.
Instead, your experience lets you allow the boat to yaw those necessary degrees on
either side of the Heading, to reduce the fight.
•
To turn the boat to a new Heading, instinct & experience again tell you how much
rudder to use, and how fast, to get the boat turning at your normal rate of turn.
If the boat is not turning as rapidly as you want (for example, with a cross-wind or
cross-current holding back the bow), you increase the amount of rudder a bit.
On the other hand, if the boat is turning too fast, you reduce the applied rudder a bit.
You then gradually reduce the applied rudder, as the boat approaches the desired
Heading.
You might even put the helm over opposite for a moment, to stop the boat swing
more quickly – in order to come to the desired Heading without overshoot.
The single most basic purpose of an autopilot is to do the same as you would … let the boat
“work with the seas”, yet still maintain as straight a Track as possible in the current sea
conditions, on the desired Heading or Course.
The P Series Autopilot Systems use the latest generation of ComNav’s carefully-designed,
well-proven steering control algorithms1, which are based on our many years of designing &
manufacturing autopilots.
There are a number of parameters used in the steering algorithms, collectively referred to as
“the Steering Parameters”. The Commander P2 & P2VS have been tested on a wide variety
of boats, of different types and sizes. The default settings for the Steering Parameters are
average values derived from that testing, and provide a good starting place for most boats.
During Sea Trials, and later on normal operation, you may want to adjust some of those
values, so that they better match your boat’s unique design dynamics.
1
… however, the information in this section can be applied in general to any ComNav autopilot, and is
not necessarily specific to the P Series.
Document PN 29010074 V4.1 - 18 -
ComNav Commander P2 & P2VS Installation & Operation How Autopilots Work
An Autopilot System
This is a block diagram of the major components of an autopilot system:
CONTROL HEAD
DISPLAYS STATUS AND HEADING
INFORMATION FROM THE SPU, AND
ALLOWS THE OPERATOR TO INPUT
STEERING COMMANDS & OPERATING
PARAMETERS
COMPASS
READS THE VESSEL'S
ACTUAL HEADING AND
SENDS IT TO THE SPU
NAVIGATION DEVICES
[OPTIONAL]
SUPPLY NAVIGATION
INFOMRATION TO THE SPU
IN NMEA 0183 FORMAT
PROCESSOR (SPU)
CALCULATES THE RUDDER
POSITION NEEDED TO STEER
THE VESSEL ON THE DESIRED
HEADING, AND CONTROLS THE
STEERING SYSTEM
ACCORDINGLY
STEERING SYSTEM (ACTUATOR)
[HYDRAULIC RAM OR ELECTRIC MOTOR
WHICH IS MECHANICALLY CONNECTED
TO THE RUDDER]
MOVES THE RUDDER IN RESPONSE TO
CONTROL SIGNALS FROM THE SPU
Figure 1 – Basic Autopilot System
RUDDER FOLLOWER UNIT (RFU)
[MECHANICALLY CONNECTED TO RUDDER]
MEASURES RUDDER POSITION AND SENDS
IT TO THE SPU
The Compass indicates the direction in which the boat is pointed – often referred to as the
“actual Heading”. Depending on the type of boat & installed equipment, the Compass may
be a magnetic compass, an electronic fluxgate compass, a gyroscopic compass, or a GPS
Compass.
A reliable Compass is absolutely vital to an autopilot – because, without it,
the autopilot has no way of knowing which way the boat is headed.
The actual Heading is fed electronically from the Compass to the Processor (SPU) – which is
the “brains” of the autopilot. The SPU contains the microcontroller(s) & other electronic
hardware, and the sophisticated control software necessary to steer the boat on any desired
Heading.
The Control Head, normally located in the wheelhouse, is the interface between the boat’s
operator (that’s you …) and the autopilot. The Control Head displays information about what
the autopilot is doing, and it has various controls (buttons &/or knobs) that allow you to give
commands to the autopilot.
The final part of the picture is the Steering System. In order for the autopilot to steer the
boat, there must be a steering system capable of moving the rudder independently of the
ship’s helm. This might be a hydraulic ram that is connected to the rudder post or tiller
quadrant, or an electric motor connected to the steering cables.
But no matter what type of steering system the boat uses, electronic signals from the SPU tell
the system to move the rudder, when needed – how far and in which direction.
Your autopilot may also have a Rudder Follower Unit (also called a Rudder Feedback Unit, or
just “RFU”), a device that tells the SPU what position the rudder is in at any given time.
Document PN 29010074 V4.1 - 19 -
ComNav Commander P2 & P2VS Installation & Operation How Autopilots Work
Autopilot Operation
Maintaining a Heading: AUTO Mode
Following a Track or Course you want to be on is simple, with a ComNav Autopilot:
•
Put the autopilot into AUTO mode.
•
Tell the autopilot the Heading you want to follow2, using the Control Head.
•
The autopilot then moves the rudder from side to side as required, to put & keep the
boat on that Heading … just like you would if you were steering by hand.
But as you might expect, inside the autopilot it’s a bit more complicated than that!
Here’s how it works:
The steering control algorithms running in the firmware on the SPU’s microcomputer are
constantly comparing – many times per second – the boat’s actual Heading (as indicated by
the Compass) to the desired Heading you have given it.
If there is a difference, the algorithms then calculate how much to move the rudder, to bring
the boat back onto the desired Heading. The amount of corrective rudder movement is
based on:
•
How much the Headings differ.
•
How long there has been a difference, & by how much.
•
How rapidly the difference is changing.
Here’s an example which illustrates how the autopilot maintains a Heading in AUTO mode.
Let’s say the boat is a few degrees off-course to Port:
•
The SPU will signal the steering system to move the rudder to Starboard, by a few
degrees.
How many degrees the rudder moves depends on the type of boat, and its dynamics
(which you have specified & tested when you set up the autopilot).
Note: on a Commander P2, or P2VS with an RFU, the SPU verifies that the
rudder has moved, by reading its position from the RFU. On a P2VS without
an RFU, the SPU estimates the rudder position by computing it, based on
various factors determined during setup.
•
The boat begins to turn to Starboard.
•
As the boat turns, the difference between the desired and actual Heading gets
smaller, and as it does, the SPU then starts to ‘back off” the rudder – i.e., move it
back to centre – so that the boat does not overshoot the desired Heading.
•
If the boat isn’t coming back on-course very quickly, the SPU’s algorithms will not
back the rudder off right away, and might even move the rudder a bit farther to
Starboard for a while.
•
On the other hand, if the boat is coming back too quickly, the rudder will be moved
quickly back to dead-ahead – or maybe even a bit to Port for a few seconds.
•
Eventually, the actual Heading will match the desired Heading.
•
If (when!) the boat falls off-course again, the same sequence will be repeated.
In summary, if you look back at page 18, you can see that this is all very much like steering
by hand. But it’s all happening many times per second, much more precisely & rapidly than a
human can manage – and without coffee breaks or naps, either!
2
ComNav Autopilots have an important safety feature: when you first enter AUTO mode, the autopilot will use the boat’s
current Heading as the desired Heading, so there’s not a turn right away … until you order one, with the Control Head.
Document PN 29010074 V4.1 - 20 -
ComNav Commander P2 & P2VS Installation & Operation How Autopilots Work
Changing Heading
That’s easy, too!
Let’s say, for example, that the autopilot is steering your boat Southwest, and you now wish
to change direction to Southeast (see Figure 2, below).
To initiate the turn in AUTO mode, you would turn the knob on the Control Head to set the
desired Heading (as shown on the Control Head’s display screen) to 135° … Southeast.
After that, the autopilot behaves much the same as when maintaining a Heading – but with
an initially large “Heading error” (90° to Starboard, in this example) that must be dealt with:
•
When the SPU moves the Rudder to Port, it will probably be by quite a bit, maybe
even all the way to the stops – but not so much that the boat turns too rapidly.
•
Eventually, the actual Heading will match the desired Heading … and the boat will
then be going Southeast.
•
The SPU will keep steering the boat on the 135° “new” Heading – i.e., maintaining
that Heading, as described previously – until you select some other Heading.
N
The Autopilot is steering the boat
on a Heading of 225° (SW)
The Operator selects the new
desired Heading of 135° (SE)
Typical response is for the
boat to "over-shoot"
the new heading slightly,
then straighten out
Figure 2 – Heading Change in AUTO Mode
The Autopilot responds to the
change in desired Heading
by moving the rudder to Port,
and the boat begins to turn
As the actual Heading
approaches the new desired
Heading, the Autopilot starts
to move the rudder back
to the dead-centre position
The Autopilot is now steering
the boat on the new
Heading of 135° (SE)
Document PN 29010074 V4.1 - 21 -
ComNav Commander P2 & P2VS Installation & Operation How Autopilots Work
Wind and Current Effects
If your boat encounters a crosswind, and/or a tidal current, at some angle to the desired
Heading, it will be pushed away – in the direction of the wind or current. And so, the autopilot
will be constantly making Heading corrections with the rudder, as it tries to maintain your
desired Heading.
As that condition persists, the SPU will gradually begin to maintain the rudder a few degrees
to Port or Starboard of the centred position, to counter the effect of wind and/or current. This
feature, known as
despite the wind or current.
Automatic Rudder Trim
, will keep your boat pointed in the right direction,
However, one side-effect of Auto-Trim is that your boat may not follow the
will maintain your desired Heading, but the Track will “slip” sideways in the direction of the
crosswind and/or current. This potential problem can be solved by using another mode that
ComNav Autopilots provide:
Following a Track: NAV Mode
So far, we have seen how an autopilot operates in
be selected on the Control Head each time you wish to change direction. This is handy for
short trips or when you know the direct course to your objective.
But for longer trips, which often involve a number of “legs” at different headings, it would be
useful to be able to have your autopilot steer your boat along all the legs, in sequence.
ComNav autopilots allow you to do just that, with
The autopilot must be connected to an external source of navigation information (commands
& data) – such as a chart plotter, or a Navigation program running on a PC. A source of
position data is required, too; it may be built into the external Navigation System, or it may be
another device or system: a GPS receiver (such as a ComNav Vector GPS Compass), a
LORAN C receiver, etc.3
ComNav Autopilots implement the industry-standard NMEA 0183 protocol for reception &
transmission of navigation information. Almost all modern Navigation System equipment
complies with NMEA 0183, so interfacing to a ComNav autopilot is relatively simple.
A long passage will consist of a series of
Earth’s surface (hopefully on the water!) defined by their Latitude & Longitude. These
waypoints define the
your destination. You enter them into the external Navigation System when creating the
route.
route
Track
you want – it
NAV
mode, described next.
AUTO
NAV
waypoints
mode: a new
mode.
, which are specific locations on the
desired Heading
must
which you want the boat to travel on, from your staring position to
That system determines the current location of the boat (from the source of position data),
and then calculates the course that must be steered in order to reach the next waypoint.
When the Autopilot is switched into
NAV
mode, it begins to look for some specific navigation
information from the Navigation System: the course to steer to the next waypoint, and the
Cross-Track Error (which is the distance from the boat to the desired Track from the last
waypoint to the next one). Using these two pieces of information, the autopilot steers the
boat on the shortest possible Track to the next waypoint.
Crosswinds and/or currents are compensated for automatically each time the Navigation
System updates the Cross-Track Error. This is why
slip” problem that can occur in
AUTO
mode, when a crosswind/current exists.
NAV
mode is the answer to the “track
When a waypoint is reached, the Navigation System sends the SPU the next set of
navigation information – for the next waypoint – and the SPU then turns the boat to head to
that next waypoint.
3
… all such external devices are in general referred to in this manual using the generic term Navigation System.
Document PN 29010074 V4.1 - 22 -
ComNav Commander P2 & P2VS Installation & Operation How Autopilots Work
Following a Track: AUTO/ALC Mode
Some ComNav autopilots (including the P Series), provide another way to keep your boat on
a specific
Track
: Automatic Leeway Correction.
This feature can be turned on in
ALC
is similar to
the boat is following the desired Track.
Unlike
Longitude data in
external Navigation System, nor to have any waypoints set in the system. The
calculates the Cross-Track Error on its own, using the
time when
NAV
NAV
mode, in that it uses NMEA 0183 Latitude & Longitude data to sense if
mode, however, a ComNav autopilot with the
AUTO/ALC
AUTO/ALC
mode is first engaged.
Power Steer: “Drive by Wire”
Most ComNav autopilots have a
control the rudder directly. In effect, the autopilot acts as a sort of “electronic steering wheel”,
allowing the operator to steer the boat manually, in a similar way as when using a standard
manual steering wheel or tiller – but instead steering the boat with the autopilot’s Control
Head, or any remote controls it is equipped with.
Steering, when using the autopilot in this mode, is done with two buttons and/or a knob on
the Control Head. One button, and/or a clockwise turn of the knob, will move the rudder to
Starboard, causing the boat to turn that way; the other button, and/or a counter-clockwise
turn of the knob, will move the rudder to Port so that the boat turns that way.
Using the buttons/knob, the rudder can be placed in any desired position where it will remain.
This feature is useful when docking or manoeuvring, because the person steering the boat
can take their hands off the controls between rudder movements.
AUTO
mode.
ALC
feature only needs Latitude &
mode. It does not need Cross-Track Error data from the
ALC
feature
POWER STEER
desired Heading
mode, which provides a way for the user to
active at the point in
More Information (for the Technically Inquisitive)
Mathematically, the autopilot’s steering algorithms are based on a control method known as a
“PID Loop” … a mnemonic for a “Proportional, Integral, Derivative” error-correction technique.
The amount of rudder movement to correct for any Heading error (or to make a turn), is
continuously re-computed, in a processing loop, as a value that is:
•
Proportional to the error (or how much more of the turn is still to be done).
•
An Integral of the error/turn … how big for how long.
•
A Derivative of the error/turn … how fast it is changing.
Many references can be found on PID Loops, on the Internet & elsewhere, if you want to
know more! And ComNav occasionally holds training seminars – check with your Dealer.
Document PN 29010074 V4.1 - 23 -
ComNav Commander P2 & P2VS Installation & Operation
System Overview
Document PN 29010074 V4.1 - 24 -
ComNav Commander P2 & P2VS Installation & Operation
Document PN 29010074 V4.1 - 25 -
ComNav Commander P2 & P2VS Installation & Operation System Overview
System Overview
This chapter gives a brief description of the major elements of the Commander P2 Advanced
Autopilot System, their functions, and their relationships to each other.
Below is a block diagram of a typical example of the Commander P2 system, showing the
interconnections between the elements of the system:
•
The Signal Processor Unit (SPU)
•
The Main Control Head
•
A Compass or other Heading Sensor
•
Solenoid(s), Reversing Motor, or Cable Drive, which move the Rudder
•
The Rudder Follower Unit (optional on a P2VS)
•
Optional Auxiliary Control Head(s) & Remote Controls
•
Various optional accessories & external equipment
•
Other Navigation equipment
Figure 3 – Commander P2 System Block Diagram
Document PN 29010074 V4.1 - 26 -
ComNav Commander P2 & P2VS Installation & Operation System Overview
Control Head
PN 20110002
PN 20110003
PN 20110010
PN 20110011
PN 30110007
PN 30110008
PN 30110020
PN 30110021
(P2 Second Station Kit, monochrome)
(P2 Second Station Kit, colour)
(P2VS Second Station Kit, monochrome)
(P2VS Second Station Kit, colour)
(P2 Head only, monochrome)
(P2 Head only, colour)
(P2VS Head only, monochrome)
(P2VS Head only, colour)
The P Series Control Head connects directly to the Signal Processor Unit (SPU), via a
nine-conductor cable that plugs into a waterproof connector on the rear of the Head. This
cable is wired onto a plug (supplied with the Kits), which in turn is plugged into the
C
ONTROL HEAD
,
AUX1
or
AUX2
receptacles on the SPU.
Two versions of the Control Heads are available. The monochrome versions have a
silver-backed monochrome LCD display. The colour versions incorporate a state-of-the-art,
sunlight-viewable QVGA TFT colour LCD display.
The Second Station Kits include the Head, cable & SPU connector, bezel & bracket mounting
kits, and a cover.
The P2 & P2VS Heads are identical, except for firmware, the labels on the LCD window
overlay and the case colour (grey or black, respectively).
Figure 4 – Control Heads
Document PN 29010074 V4.1 - 27 -
ComNav Commander P2 & P2VS Installation & Operation System Overview
Signal Processor Unit
PN 20110006
PN 20110009
(P2)
(P2VS)
The Signal Processor Unit (SPU), as its name suggests, accepts a number of signals from
the other components of the autopilot system, and processes them as necessary to control
the movement of the boat’s rudder so as to maintain a given Heading. As well as steering
the boat, the sophisticated software within the SPU continually checks all aspects of the
autopilot’s performance, and will advise the user via the Control Head if any problems are
encountered.
The SPU is the central hub for all wiring in the system, with 13 connectors for all power and
input/output signals. A Wiring Cover protects the connectors when the system is in use – but
is easily removable for installing cables & wiring.
It also contains a diagnostic section, containing several status & activity LEDs, some
testpoints for service use, some adjustment controls and the system’s two fuses. The
diagnostic section has a clear cover, which allows easy viewing of the LEDs, and inspection
of the status of the fuses.
The P2 & P2VS SPUs are identical, except for firmware (they can only be distinguished by
the part number on the serial number label – and in operation).
Figure 5 – The Commander P2 SPU (with Wiring Cover Removed)
Document PN 29010074 V4.1 - 28 -
ComNav Commander P2 & P2VS Installation & Operation System Overview
Compasses
The Compass is a critical component in the proper operation of the Commander P2 Autopilot
System.
Operator can only be as accurate as the Compass.
The Commander P2 system is capable of using a variety of different compasses. These are
discussed below. Various combinations of these compasses are often desirable.
Vector G2 and G2B GPS Compasses
The autopilot system’s ability to steer the boat to a given Heading desired by the
PN 11210001
PN 11210004
The ComNav Vector GPS Compasses are state-of-the-art devices which can provide
accurate 2D Heading & Position data to autopilots, sonar, chartplotters, AIS transponders,
and other NMEA 0183 devices.
Built-in DGPS processing capability provides sub-meter Position accuracy. DGPS source
options in the G2 & G2B include standard SBAS systems (WAAS, EGNOS, MSAS, GAGAN,
etc.), and external RTCM SC-104; the G2B can also use terrestrial DGPS Radiobeacon
signals (IEC 61108-4), via an internal Beacon receiver module.
The Vector features fast start up times, Heading & Position updates at up to 20 Hz, and will
work correctly at sustained turn rates up to 90° per second.
The Vector comes with a choice of mounting styles: a flat-surface base, or a pole-mount
base. The entire unit is fully waterproof. The Vector provides dual, independently
configurable, NMEA 0183 data outputs, each available at both the NMEA 0183 Standard’s
output voltages, and at PC-friendly “COM port” voltages.
or
11210002
or
11210005
(G2, 15 or 30 metre cable)
(G2B, 15 or 30 metre cable)
Figure 6 – Vector G2 GPS Compass
One feature of the Vector is especially useful in marine applications: Heading is determined
by mathematical computation, directly from the RF signals from the GPS satellites, rather
than sensing the Earth’s magnetic field – and thus there are no local magnetic deviation
effects from metal objects, electrical devices & wiring, and so on. As well, Heading is
available at high Latitudes.
The Vector contains a solid-state Gyro sensor, which is used to provide short-term Heading
data in situations where GPS signal reception is subject to transient interference and/or
blockage. The Vector also measures the boat’s pitch (or roll, depending on which way the
unit is mounted), and the data is available for use by other equipment on board.
The Vector is connected to the Commander P2 at one of the SPU’s two NMEA Input ports.
The standard cable lengths are 15 metres (50’) or 30 metres (100’); custom lengths are also
available.
Note: no GPS Compass is suitable as the Heading sensor in a Commander P2VS
system, when a Rudder Follower Unit is not used.
Document PN 29010074 V4.1 - 29 -
ComNav Commander P2 & P2VS Installation & Operation System Overview
Navigator G2 GPS Compasses Display
PN 20130003
PN 10120001
PN 10120002
(monochrome) or
or
10120003
or
10120004
(system with Vector G2 &15 or 30 m cable, monochrome)
(system with Vector G2 &15 or 30 m cable, colour)
20130004
(colour)
The ComNav Navigator G2 GPS Compass Display is an optional control & status display unit
for Vector G2 & G2B GPS Compasses.
The Navigator G2 option consists of a Display Head that is identical in shape, size & overall
appearance to the Commander P2’s Control Head, and a Distribution Unit that provides a
convenient way to connect the Vector G2/G2B to the P2 and to power. The Display Head is
available with a monochrome or colour LCD display; it uses the same mounting methods, and
cover, as the P2’s Control Head.
The Display Head provides graphical and textual information about the boat’s position,
heading, speed and turn rate. The Head also can display several menus, which are used to
control the configuration and operation of the Vector G2/G2B. Up to two Heads can be used
at once.
Figure 7 – Navigator G2 Display Head
The Distribution Unit connects the Display Head(s) to a Vector G2/G2B, and has a
convenient set of terminal strips for connecting power to the Vector, the signals to & from it,
and the signals to the Commander P2’s SPU. It also has a connector for the cable to a PC’s
COM port.
Figure 8 – Navigator G2 Distribution Unit
Document PN 29010074 V4.1 - 30 -
ComNav Commander P2 & P2VS Installation & Operation System Overview
Fluxgate Compasses
PN 20320003
PN 20320008
– standard version (with plug:
– with Heeling Coil (with plug:
PN 20320007)
PN 20320004)
Specifically designed for use with ComNav 14xx, SP-xx, 5001 & P Series autopilots, these
ComNav Fluxgate Compasses directly sense the Earth’s magnetic field; they output the
traditional “analog compass” signals (“Sine & Cosine” signals). These compasses are
sealed, waterproof units, and may be mounted on a deck, shelf, or bulkhead.
They are supplied with an attached 12 metre (40’) cable, which is wired directly into the
Commander P2’s SPU.
The heeling coil version provides better performance when the boat is either rolling or heeled.
•
When the system has a Heading Rate Stabilizer (see next page)4, the “with plug”
versions are used instead.
Figure 9 – Fluxgate Compass
4
If the “plug” versions are used without an HRS, an adapter cable (PN 31110024) is required, to allow direct connection
to the SPU.
Document PN 29010074 V4.1 - 31 -
ComNav Commander P2 & P2VS Installation & Operation System Overview
Heading Rate Stabilizer
PN 20320009
Perhaps the single greatest factor affecting Autopilot performance is the quality of the
compass heading information it receives.
•
Compass error due to pitch and roll, high turn rates and high-speed turns are
common to both fluxgate and magnetic compasses.
•
Northerly turning error is another phenomenon that affects both types of compasses,
particularly at higher latitudes; it is caused by the increase in the vertical component
of the Earth’s magnetic field lines, as the boat gets closer to the North or South
magnetic pole.
•
The sideways acceleration of a boat in a high speed turn will also affect the accuracy
of compasses.
ComNav’s Heading Rate Stabilizer minimizes the effects of these factors.
Figure 10 – Heading Rate Stabilizer
The Heading Rate Stabilizer measures the horizontal component of the rate of change in the
boat’s heading, and adjusts the compass reading to minimize the effects of pitch and roll, fast
turn rates and northerly turning error.
The heading output provided to the Autopilot is dramatically improved in terms of dynamic
responsiveness and stability, enabling the Autopilot to perform more accurately and
efficiently, in all Latitudes.
The ComNav Heading Rate Stabilizer is designed to be used in combination with ComNav’s
Fluxgate Compasses – either the Standard or the Heeling Coil model (PNs 20320003/8
connect directly to the HRS, PNs 20320004/7 require adapter PN 31110050).
It is supplied with an attached 12 metre (40’) cable, which is wired directly into the
Commander P2’s SPU5.
Note: a ComNav Fluxgate Compass with an HRS is the only recommended Heading
sensor for use in a Commander P2VS system, when a Rudder Follower Unit is
not used.
5
There is also a “plug” model of the HRS, PN 20320005, which can be wired to the SPU with an adapter (PN 31110024).
Document PN 29010074 V4.1 - 32 -
ComNav Commander P2 & P2VS Installation & Operation System Overview
Magnetic Compass Sensor
PN 20320002
The ComNav Magnetic Compass Sensor detects the position of the compass card of an
externally gimballed magnetic compass. The sealed unit can be attached to the bottom of
any of ComNav’s Magnetic Compasses, or the bottom or top of many other brands of
externally gimballed magnetic compasses. It is wired directly to the SPU, with the attached
7.6 metre (25’) cable.
Figure 11 – Magnetic Compass Sensor
Magnetic Compasses
ComNav offers several high-quality externally gimballed Magnetic Compasses, of either
13 cm (5”) or 15 cm (6”) diameter, which are directly compatible with the ComNav Magnetic
Compass Sensor. These compasses are available in either bracket mount or binnacle
mount. Compensating spheres and arms are also available. Consult your ComNav Dealer
for part numbers.
Figure 12 – Externally Gimballed Magnetic Compass with Binnacle
The advantage of using a Magnetic Compass with a Magnetic Compass Sensor attached to it
is that the Autopilot is sensing the position of the magnets on the compass card rather than
sensing the earth’s magnetic field directly.
Since the card of the compass has physical inertia, it does not react immediately to the
changes in the magnetic field it is immersed in, but only to those changes which persist long
enough to overcome the resistance of the compass card to movement. This means that the
compass is a more stable heading reference than a Fluxgate Compass. The Magnetic
Compass will largely ignore changes in the magnetic field in the plane of the compass card
caused by boat motion, whereas a Fluxgate Compass may react to such changes.
Document PN 29010074 V4.1 - 33 -
ComNav Commander P2 & P2VS Installation & Operation System Overview
This is particularly important in high latitudes, (such as Alaska, Labrador or the North Sea),
where the horizontal component of the earth’s magnetic field (which is the portion that the
compass is trying to detect) is very small relative to the magnetic field of the boat.
The disadvantage of the Magnetic Compass is that in very rough weather with the boat going
to windward, it is possible for the boat motion to upset or “tumble” the compass card,
disabling the Autopilot.
Because of the relative insensitivity of the Magnetic Compass to both the earth’s and the
boat’s vertical magnetic fields, it is recommended for use at latitudes higher than 50° (North
or South), and for use on steel boats when optional quadrantal spheres are included.
45° Compass Transducer
PN 20640006
The ComNav 45° Compass Transducer6 contains a fluid-damped fluxgate sensor and works
at heeling angles up to 45°. This compass puts out a proprietary digital Sine/Cosine signal.
It is wired directly to the SPU.
Figure 13 – 45° Compass Transducer
Tri-Axis Rate Gyro Compass
PN 11510001 (NMEA 0183 interface)
The ComNav Tri-Axis Rate Gyro Compass is a solid-state compass with NMEA 0183 or
NMEA 2000 interface. Its integrated three-axis accelerometer and three-axis rate gyro ensure
2° of accuracy in rough sea conditions when the vessel is pitching and rolling up to 30°.
Figure 14 – Tri-Axis Rate Gyro Compass
Other Compasses
ComNav recommends the use of ComNav’s own compasses for the best performance of the
Commander P2 Advanced Autopilot System – but you certainly may decide to use either a
6
Note: the 45° Compass Transducer was discontinued early in 2008. There is no direct replacement available for it.
However, the Commander P2 will continue to support it. A 35° Compass Transducer (PN 20640007) is still available;
however, it does not always work properly with the P2 – depending on the vessel – and so such use is not recommended
or supported. It is wired the same as the 45° Transducer.
Document PN 29010074 V4.1 - 34 -
ComNav Commander P2 & P2VS Installation & Operation System Overview
fluxgate compass or a magnetic compass from another manufacturer. See your ComNav
Dealer for information on interfacing these compasses with the Commander P2 system.
Rudder Follower Units & Wind Sensors
Standard Rotary Rudder Follower Unit & Rudder Linkage
PN 20330008
(Follower Unit) &
20330007
(Linkage)
ComNav Commander P2 system kits come with a ComNav Medium Duty Rotary Rudder
Follower Unit.
Note: P2VS kits do not include an RFU – although one may optionally be used.
The Rudder Follower Unit is used to transmit (i.e., “feed back”) the position of the boat’s
rudder to the SPU. It is mechanically coupled to whichever part of the steering system the
autopilot controls. Normally, this is the boat’s rudder; however, it can be mounted to the
servo ram rather than the rudder, if the boat has two-stage steering (where the autopilot
drives a control or servo ram).
Figure 15 – Standard Rotary RFU
Heavy Duty Rotary Rudder Follower Unit
PN 20330012
A Heavy Duty Rotary Rudder Follower Unit is available for special applications. Check with
your ComNav Dealer to determine whether this product is suitable for your boat. Separate
installation instructions are provided with this RFU.
Figure 16 – Heavy Duty Rotary RFU
Document PN 29010074 V4.1 - 35 -
ComNav Commander P2 & P2VS Installation & Operation System Overview
Linear Rudder Follower Unit
PN 20330002
Installations on boats with outboard motors may use a ComNav Linear RFU. It is
mechanically coupled to the motor’s steering cylinder.
Figure 17 – Linear RFU
Twin-Fin Wind Transducer
PN 20640020
For use with sailboats, ComNav’s Twin-Fin Wind Transducer provides accurate wind speed
and wind angle data to the Commander P2 SPU. This allows the boat to steer to a specific
angle relative to the wind. An easy, snap-in attachment for mast mounting is included.
Figure 18 – Twin-Fin Wind Transducer
The Twin-Fin Transducer can be “shared”: it can be wired simultaneously to a
Commander P2 SPU and either a ComNav NX2 Wind Data Instrument (PN 20620050),
or a full Nexus Classic or NX2 Network System (various PNs); see page 68 for details.
Auxiliary Controllers
Up to two Auxiliary Controllers may be added to the standard Commander P2 system. These
may be any combination of Commander Control Heads (colour and/or monochrome),
CR-203 Handheld Remotes, and TS-203 Fixed Remotes.
Document PN 29010074 V4.1 - 36 -
ComNav Commander P2 & P2VS Installation & Operation System Overview
CR-203 Remote
PN 20310026
PN 20310028
– 12m (40’) cable
– 18m (60’) cable
The CR-203 Handheld Remote is specifically designed to operate with P Series autopilots.
The CR-203 Remote is similar in operation to the P Series Control Head. It provides
selection of
Port/Starboard buttons, a Tiller lever (for control of the rudder’s position in
STANDBY, TILLER, AUTO
, and
NAV
modes, a Dodge/Turn switch &
TILLER
mode),
and a monochrome-graphics LCD showing the boat’s heading & other information. The
attached 12 (or 18) metre strain-relieved cable plugs directly into either of the SPU’s
A
UX
Head inputs.
The CR-203 is designed to be used while held in one hand, anywhere on the boat within the
reach of the cable – even outside, since the enclosure is fully waterproof. When not in use, it
may be hung up on the boat’s dashboard or other convenient place, using “hook” slots on the
back side.
Figure 19 – CR-203 Handheld Remote
Document PN 29010074 V4.1 - 37 -
ComNav Commander P2 & P2VS Installation & Operation System Overview
TS-203 Remote
PN 20310025
PN 20310030
PN 30310011
– 12m (40’) cable
– 18m (60’) cable
– Ball Knob Kit
The TS-203 Fixed Remote is a heavy duty Full-Follow-Up (FFU) Lever control which allows
the operator to control the tiller steering and autopilot functions from any work station, flying
bridge or remote location on the boat.
The TS-203 is designed to be mounted anywhere convenient, inside or outside (it is fully
waterproof), and positioned horizontally, vertically or ay any angle desired. The attached 12
(or 18) metre strain-relieved cable plugs directly into either of the SPU’s
A
UX
Head inputs; the
cable can be routed to exit the TS-203’s case from the back side, or from the top edge.
Figure 20 – TS-203 Fixed Remote
The optional Ball Knob Kit is a replacement for the TS-203’s standard tapered-handle Tiller
lever. It is intended to be used where a “ball handle” is preferred, or in installations where
there is limited space in which to mount the TS-203.
The kit’s ball & shaft are the same as used on ComNav’s NFU Jog Steering Control (see next
page). The total ball-shaft length is 12 cm (5”), as compared to the TS-203’s standard
handle-shaft length of 18 cm (7”).
Document PN 29010074 V4.1 - 38 -
ComNav Commander P2 & P2VS Installation & Operation System Overview
Other Controls & Indicators
NFU Jog Steering Control
PN 20310002
PN 20310003
(one set of switches)
(two sets of switches)
ComNav’s NFU (Non-Follow-Up) Jog Steering Control is a permanently mounted, watertight,
electrical switch specifically designed for marine use. The spring-centered lever can be
moved to Port or Starboard as desired to provide non-follow-up (time dependent) electrical
control of the boat’s steering system.
Figure 21 – NFU Jog Steering Control
Rudder Angle Indicator (RAI)
PN 20360023
(metal backshell)
The ComNav RAI is a backlit 76 mm (3”) diameter gauge that displays the actual position of
the boat’s rudder. The RAI is flush mounted, with a corrosion-resistant metal backshell7, and
a water-resistant front face; it accepts a lighting voltage supply of 12 or 24 VDC.
An optional Bezel Kit (PN 30360004), a Watertight Case (PN 20360016) and a Wheelhouse
Case (PN 20360017) are available.
Figure 22 – External Rudder Angle Indicator (76 mm Model)
7
Note: the plastic-backshell model RAI (PN 20360014), which was discontinued in 2008, is otherwise identical to the
metal-backshell model, and so can also be used with the Commander P2.
Document PN 29010074 V4.1 - 39 -
ComNav Commander P2 & P2VS Installation & Operation System Overview
Control Head Mounting & Cover Kits
PN 30110003
PN 30110004
PN 30110006
PN 30110019
PN 30110022
PN 30110023
– Flush Mount Bezel, P2
– Surface Mount Bezel, P2
– Bracket
– Cover
– Flush Mount Bezel, P2VS
– Surface Mount Bezel, P2VS
The Control Head (when shipped as part of a complete Commander P2 system) is a “core”
module, and comes with accessory kits for three methods of mounting it: a snap-on bezel for
flush mounting, a snap-on bezel for surface mounting, and a two-piece bracket for bracket
mounting. All required hardware is included with each kit (except for two fasteners needed to
fasten the bracket to the desired mounting surface).
A cover for the Head is also supplied (for use with the surface & bracket mounts); it slips on
easily, to provide protection against the elements, UV rays, and so on.
The bezel/bracket kits, the cover, and the Head ↔ SPU cable & connector, are also included
with the Second Station Kits.
Figure 23 – Control Head Mounts & Cover
Document PN 29010074 V4.1 - 40 -
ComNav Commander P2 & P2VS Installation & Operation System Overview
Rudder Drives and Interfaces
CT7 Thruster Interface
PN 20350008
The optional CT7 Interface is highly recommended when the Commander P2 Autopilot
System8 is being used on a boat equipped with Bow and/or Stern Thrusters, or when the boat
is equipped with Azimuth Drives (as known as Z-Drives) of various types.
The CT7 is specifically designed to be directly compatible with, and complementary to,
P Series systems, in features, operation, and appearance. It connects directly to the SPU,
with a dedicated cable that carries power and all control/data signals.
The CT7 can operate a number of different solenoid valves, including on/off and proportional
types.
It has standard-voltage outputs, current-loop outputs and optically-isolated analog outputs.
The CT7 also contains circuitry for interfacing an Electric Wheel to the P2 system, and a
Rudder Simulator which is used when the CT7 is interfaced to Azimuth Drives.
The P2’s SPU has built-in setup & operational firmware support for the CT7; the firmware
activates automatically when a CT7 is plugged into the SPU (at the
connector).
See the CT7 Installation & Operation Manual for full details, and setup & operating
instructions.
J7 - T
HRUSTER INTERFACE
Figure 24 – CT7 Interface
8
The CT7 is not recommended for use with a P2VS system.
Document PN 29010074 V4.1 - 41 -
ComNav Commander P2 & P2VS Installation & Operation System Overview
Other Drive Boxes
The Commander P2 system is capable of directly operating steering systems utilizing
reversing DC motors or single speed solenoids.
ComNav also manufactures a complete line of Drive Boxes that will interface the steering
outputs from the P2 system to almost any type of steering system.
Contact your ComNav Dealer for information and specific part numbers.
Figure 25 – Drive Boxes to meet all needs
Document PN 29010074 V4.1 - 42 -
ComNav Commander P2 & P2VS Installation & Operation System Overview
Pumps & Drives
ComNav offers several types of electric-motor Hydraulic Pumps, matching Solenoid Values &
related equipment, as well as a number of high-quality Cable Drives and accessories.
Each drive comes with its own Installation Manual.
Please contact your ComNav Dealer for information and details.
Figure 26 – Hydraulic Pump & Solenoid Value
Figure 27 – Cable Drives
Other Equipment
Besides the optional equipment described above, there is a wide choice of other equipment
available for use with the P Series autopilot systems.
Contact your ComNav Dealer for information and details.
Document PN 29010074 V4.1 - 43 -
ComNav Commander P2 & P2VS Installation & Operation
Installation
Document PN 29010074 V4.1 - 44 -
ComNav Commander P2 & P2VS Installation & Operation
Document PN 29010074 V4.1 - 45 -
ComNav Commander P2 & P2VS Installation & Operation Installation
Installation
This chapter describes all the steps you must follow while doing the physical installation of
the P Series Autopilot System on your boat.
Each of the standard components of a P Series system is described – both physical mounting
& electrical wiring – and then some final checks are given. Commonly-used accessories are
also described. Many components come with their own specific instructions, and you should
pay attention to those, as well.
Basic Requirements
Please refer to the
installation.
Extreme caution is advised when using tools powered by alternating current (AC)
from main AC supply circuits, regardless of whether the supply circuits are “indoor”,
“outdoor”, “marine” or “industrial” rated. Water, especially sea water, is an excellent
conductor of electricity, and can complete a path to AC Ground through a person’s
body, causing injury or death, if a tool malfunctions or short-circuits.
If AC tools are used, they must be plugged into a circuit that is adequately protected
against Ground Faults & safety hazards, in accordance with local electrical codes.
Steering System
To obtain the best performance from your autopilot system, your boat’s steering system must
be in good working order. The hydraulic system should be bled, and should be operating
with minimal play.
When installing a Reversing Motor Pump, a Constant Running Pump, or an Engine Driven
Pump, it is recommended that you install shutoff valves on all hydraulic lines between the
Pump and the steering system.
Power Supply
Warranty Information
section of this manual before proceeding with
Hazard warning!
CAUTION!
Battery powered tools are
STRONGLY
recommended
For reliable operation of your Autopilot, your boat’s power supply system must have an
adequately-breakered, or fused, DC (direct current) power supply at a nominal voltage of
either 12 or 24 volts. If the circuits are fused, a power switch should also be provided.
Ensure that adequate wire sizes are used to handle the expected maximum currents.
Special Tools
A slot screwdriver with a tip size of ~2.5 mm (0.1”) is required, for tightening the small screws
of the wire clamps in the plugs which mate with the SPU’s pin-receptacle connectors.
Fasteners
In general, fasteners are not supplied with the system – since different surfaces need various
types of fasteners.
But, no matter which types are best suited to your boat, ComNav strongly recommends that
you use non-corroding hardware to secure all equipment in the system.
Document PN 29010074 V4.1 - 46 -
ComNav Commander P2 & P2VS Installation & Operation Installation
Control Head
The P Series Control Head is normally mounted in the boat’s wheelhouse. It can also be
mounted in more exposed locations, such as on a flying bridge, since it is fully splash-proof
(but note that it is not submersible).
Each Head is supplied (when ordered as part of P Series System Kits) with three mounting
kits: one for bracket mounting, one for surface mounting, and one for flush-mounting. The
flush-mount is meant to be used when the Head is installed inside the boat; the bracket &
surface mounts can be used inside or outside.
Each kit is packaged in a separate bag. Complete instructions, including drilling/cutting
templates for each type of mounting, are contained within the bag for each kit.
There is a fourth bag (PN 30110005) containing a number of screws, washers, and nuts. The
fasteners in this bag are to be used with either the surface mount kit or the flush-mount kit.
They are not used for bracket-mount installations.
A slide-on, friction-fit cover is also supplied, for use with either the bracket or surface mounts.
Despite that, the Control Head should not be located where it is exposed to prolonged direct
sunlight.
The Control Head comes with a 7.6 metre (25’) detachable cable. The cable has a 9-pin
circular connector on one end, flying leads on the other end, and a loose plug that the leads
will be wired into after the cable is routed; the plug mates with a matching connector on the
SPU. The cable and Head-end connector are fully waterproof.
Electrical Connection
Route the Control Head Cable to where the SPU will be located. Avoid running the cable
parallel to antenna cables, AC power, or DC wires/cables carrying heavy current. Excess
Control head Cable can be coiled up, or the cable can be trimmed to a suitable length.
See
Control Head
Signal Processor Unit
The SPU should be mounted in a clean and dry location inside the boat, and away from heat,
moisture, and water of any kind. It should be somewhere central: between the Control Head,
the main electrical panel, and the rudder drive system. It need not be visible during normal
operation, but it should be located so that there is easy access to it during wiring &
maintenance operations. Typical locations are right next to the electrical panel, at (or under
or above) the Navigation station, or in a dry storage locker in or near the wheelhouse.
The SPU should be mounted far enough away from your boat’s magnetic compass(es) so as
to minimize any electrical/magnetic interference to it (them); a good rule-of-thumb is at least 1
metre (3’) – but see
have that much space.
The SPU can be mounted vertically on a bulkhead or horizontally on a deck or shelf.
•
If mounted vertically, it should be positioned so that all wires and cables will exit from
the bottom of the SPU (after running sideways, left &/or right as appropriate, from the
SPU connectors under the SPU’s wiring cover).
•
If mounted horizontally, all wires and cables should have a drip loop formed in them.
on page 64 for details on connecting the cable to the SPU.
Compass Safe Distances
on page 206 for specific values, if you do not
Each SPU is shipped with a package of four mounting feet and an instruction sheet that
includes dimensions for drilling holes to fasten the feet to the boat.
Electrical Connection
See
Wiring the System
Document PN 29010074 V4.1 - 47 -
on page 60 for SPU wiring details.
ComNav Commander P2 & P2VS Installation & Operation Installation
Compasses
P Series autopilot systems are usually supplied as a complete System Kit, with one of several
types of available compasses; the compass type chosen typically depends on the type and
intended use of the boat.
•
a Fluxgate Compass (optionally with a Heading Rate Stabilizer)
•
a Magnetic Compass Sensor, for use with the traditional type of externally-gimballed
magnetic compass, such as the ComNav 5” & 6” Binnacle Compasses
•
a Tri-Axis Rate Gyro Compass
•
a Vector G2 (or G2B) GPS Compass or other NMEA compass
Refer to the appropriate section below for specific installation instructions for your
Fluxgate/HRS or Magnetic Compass.
Note: if you have a Rate Gyro compass, a Vector G2/G2B or other NMEA compass,
please also refer to the Installation & Operation Manual that came with it.
Compass Deviation
When first installed, most Fluxgate & Magnetic Compasses will exhibit Deviation effects9.
Magnetic Deviation is the error between the compass reading and the boat’s actual Magnetic
heading. Deviation is a result of magnetic fields induced in the boat’s hull (especially on steel
boats) by various factors. It can also be caused by electromagnetic fields from objects such
as engines, davits, galley equipment and the like, from the boat’s electrical/electronic
systems & wiring, and even from ordinary electronic items such as PCs, cell phones,
CD/MP3 players & AM/FM radios.
If you have a ComNav Fluxgate Compass (with or without an HRS), or a 45° Compass
Transducer10, the Commander P2 can electronically compensate for the Hard-Iron portion of
the Deviation11. The compensation procedure is done during the Sea Trials.
If you have a magnetic compass, it will have to be manually compensated for Deviation. A
professional compass adjuster can (& should) do this job.
If you have a Tri-Axis Rate Gyro Compass, you can calibrate the compass during the Sea
Trials.
If you are using a fluxgate compass other than a ComNav Fluxgate Compass, or a magnetic
compass not supplied by ComNav, you should contact the dealer or manufacturer you
purchased it from, for instructions on how to install it, set it up, and compensate it.
Common Installation Considerations
Caution! Do not permanently install any compasses until Sea Trials are complete.
You may have to relocate the compasses, during the trials.
Avoid running the cable from any Fluxgate Compass, Heading Rate Stabilizer, Magnetic
Sensor or 45° Compass, parallel to antenna cables, AC power, or DC wires/cables carrying
heavy current.
Any excess cable or cables should be individually coiled up, in a suitable location near the
destination. ComNav recommends that compass/HRS/sensor cables NOT be shortened
(unless specifically stated otherwise, in the next sections).
9
The ComNav Heading Rate Stabilizer (by itself), and the Vector G2 & G2B GPS Compasses, are not affected by
Deviation.
10
System packages with the 45º Compass (PN 20640006) were discontinued early in 2008.
11
Soft-Iron effects must be dealt with by installing the compass far enough away from sources of Deviation.
Document PN 29010074 V4.1 - 48 -
ComNav Commander P2 & P2VS Installation & Operation Installation
If a cable is too short, suitable lengths of compatible cable (PN 60110012) to extend it – using
normal marine-grade splicing techniques – can be ordered from your ComNav Dealer; or, you
may special-order the compass/HRS/sensor with the length of cable that you need.
Document PN 29010074 V4.1 - 49 -
ComNav Commander P2 & P2VS Installation & Operation Installation
Magnetic Compass and Sensor
The ComNav Magnetic Sensor can be mounted to ComNav’s standard Magnetic
Compasses, and also to a wide variety of other brands of externally-gimballed compasses.
Caution! The Magnetic Sensor MUST NOT be attached to an internally
gimballed compass (that is, where the compass card is gimballed and the
bowl of the compass is not).
Doing so will result in large errors between the compass and the autopilot. This
is because the compass card does not remain parallel to the sensor when the
boat rolls or pitches.
Locate and mount the compass in a position that minimizes magnetic interference. The
compass should be at least 1 metre [about 3’] away from such equipment as radios, radars,
depth sounders, and engine instruments.
To reduce the possibility of the card ‘tumbling’ in rough weather, mount the compass as close
as practical to the center of pitch and roll. Mounting the compass far forward under a bunk or
similar location is a poor choice for rough weather performance.
Important! Always keep in mind that the compass is the single most vital part of an
autopilot system. Locating a Magnetic Compass properly, particularly on
steel-hulled boats, is essential to ensure proper operation of the autopilot.
ComNav strongly recommends that the services of a qualified compass adjuster
be used to select the best installation location, and to compensate the compass
properly for deviation, including that caused by heeling error.
Care must be taken not to place compensating magnets too close to the
compass, as this will cause the Compass Sensor, mounted underneath the
compass, to read incorrectly. To correct compass deviation on steel boats, or on
other boats with magnetic compensation problems (typically caused by
interference from adjacent ferrous masses such as an engine block or winches),
the use of a pair of compensating quadrantal spheres is recommended.
The Sensor can be mounted to the bottom of the compass using the brass screw supplied, or
it may be bonded directly to the compass bowl using a suitable adhesive. The Nylon Washer
should be placed between the Compass Sensor and the bottom of the compass bowl.
Check to see that the Senor’s brass screw does not touch anything when the compass bowl
gimbals – e.g., a reservoir for the compass’ damping fluid
With the Sensor mounted to the bottom of the bowl, the magnetic compass may be used as a
steering compass, if desired.
It is also possible to mount the Sensor above the compass. This reduces the possibility of
interference from the compensating magnets, but also reduces the visibility of the compass.
Optimum positioning of the sensor can only be accomplished once the Autopilot system has
been installed and powered up, during the Compass setup procedures (see page 93 in the
Setup Procedures
section of the manual).
Electrical Connection
Route the Magnetic Compass Sensor cable from the Compass to the location where the SPU
will be.
Ensure that there is sufficient slack in the cable to allow the compass bowl to tilt and rotate
freely in all directions.
See
Compasses
Document PN 29010074 V4.1 - 50 -
on page 66 for further details on connecting the cable to the SPU.
ComNav Commander P2 & P2VS Installation & Operation Installation
Fluxgate Compass
Important! Always keep in mind that the compass is the single most vital part of an
autopilot system. Locating a Fluxgate Compass properly, particularly on
steel-hulled boats, is essential to ensure proper operation of the autopilot.
For best performance, the Fluxgate Compass must be mounted parallel to, and as close as
possible to, the boat’s fore-aft centreline, and also as close as possible to the boat’s centre of
pitch and roll. This is typically low in the boat, at or about the waterline, and slightly aft of the
centre of the boat.
You must keep the compass as far away as possible – at least 2 metres (about 6’) – from
engines, electric motors, and other magnetic objects.
The compass must be mounted with the correct side up (that is, with the cable coming out of
the top of the unit). The arrow labelled
Holes are provided in the case to attach the Fluxgate Compass either to a bulkhead, or to a
horizontal shelf or deck.
BOW
should point forward.
UP
Figure 28 – Fluxgate Compass Mounting
Electrical Connection
Route the Fluxgate Compass cable to the location where the SPU will be.
See
Compasses
Document PN 29010074 V4.1 - 51 -
on page 66 for further details on connecting the cable to the SPU.
ComNav Commander P2 & P2VS Installation & Operation Installation
Heading Rate Stabilizer
Once a suitable location has been selected for the Fluxgate Compass, the optional HRS
should be mounted in close proximity. For best results, it should be located no closer than 40
cm (16”) to, and no farther than 2 m (6’) away from, the compass. And, similar to the
compass, it should be mounted as close as possible to the boat’s centre of pitch and roll
The Heading Rate Stabilizer
fore-aft & athwartships dimensions, when the boat is sitting level in the water. There is no
need to orient it in any specific direction, however.
The Rate Stabilizer is not adversely affected by proximity to ferrous metal, so there is no
minimum distance to the hull or superstructure, engine, radios, and so on.
The HRS case has mounting holes identical to those of the Fluxgate Compass.
Electrical Connection
In Commander P2 systems ordered with a ComNav Fluxgate Compass & the Heading Rate
Stabilizer option, the compass will be one of the plug-style versions (PN 20320007 for the
standard compass, or 20320004 with a heeling coil). Route that cable to the HRS.
Route the cable from the HRS to the location where the SPU will be.
See
Compasses
on page 66 for further details on connecting the Fluxgate Compass to the
HRS, and the HRS cable to the SPU.
45° Compass Transducer
Important! Always keep in mind that the compass is the single most vital part of an
autopilot system. Locating the 45° Compass Transducer properly, particularly on
steel-hulled boats, is essential to ensure proper operation of the autopilot.
Choose a location for the Compass Transducer12. For best performance, it should be
mounted parallel to, and as close as possible to, the boat’s fore-aft centreline, and also as
close as possible to the boat’s centre of pitch and roll. This is typically low in the boat, at or
about the waterline, and slightly aft of the centre of the boat.
must
be mounted horizontally – i.e., sitting flat in both the
You must keep the transducer as far away as possible – at least 2m (about 6’) – away from
engines, electric motors, and other magnetic objects.
Holes are provided in the case, to attach the transducer to a bulkhead. It must be mounted
with the correct side up (the label that says “Compass” must be on top), and the arrow should
point to the bow.
Electrical Connection
Route the Compass Transducer cable to the location where the SPU will be.
Excess cable should be coiled up. The cable may be shortened if desired, to avoid excess
coils.
See
Compasses
on page 66 for further details on connecting the cable to the SPU.
Tri-Axis Rate Gyro Compass
Choose a location for the Rate Gyro Compass. For accurate readings, the word “forward” on
the compass must be facing forward and parallel to the boat’s fore-aft centreline. The
compass should also close to level with the waterline for accurate pitch and roll readings.
You must keep the compass as far away as possible – at least 1 metre (about 3’) – from
engines, electric motors, and other magnetic objects.
12
This product was discontinued early in 2008, but is still supported on the P Series.
Document PN 29010074 V4.1 - 52 -
ComNav Commander P2 & P2VS Installation & Operation Installation
Please check your compass manual (PN 29030051) for detailed instructions.
Electrical Connection
See Compasses on page 67 for further details on connecting the cable to the SPU.
Document PN 29010074 V4.1 - 53 -
ComNav Commander P2 & P2VS Installation & Operation Installation
Rudder Follower Unit
Note: the Commander P2VS does not use a Rudder Follower Unit when operating
using its
include an RFU.
However, an RFU (any of the types – rotary, linear, etc.) may optionally be used,
if you wish to install the P2VS to operate in its “P2 Equivalent” mode (see page
145); if so, follow the instructions here to install the RFU.
The Rudder Follower Unit (RFU) is used to transmit (i.e., “feed back”) the position of the
rudder to the autopilot.
The RFU should be connected to whatever part of the steering system that the autopilot
controls. Normally, this will be the boat’s rudder. However, if the boat has a two-stage
steering system where the autopilot drives a control or servo ram, the RFU should be
mounted to the servo ram rather than to the rudder.
Typically, the RFU is mounted in the stern of the boat, close to the rudder post. A mounting
base may have to be fabricated to position the RFU properly. Mount the RFU in a location
where the possibility of damage from any equipment stowed in the area is minimized.
Note: if you are connecting the Commander P2 to a mechanical Cable Drive (for
boats that use cable steering instead of hydraulic steering), the RFU is built into
the Cable Drive. See the Cable Drive Installation Manual for details.
Virtual Rudder Feedback
feature, and so P2VS system kits do not
Rotary Rudder Follower Unit
Mount the Rudder Post Arm on the rudder post using a stainless steel band clamp (not
supplied). Bolt the ball joint to the hole in the Rudder Post Arm corresponding to the
diameter of the post in inches, making sure the ball is facing upwards.
Mount the RFU so that the RFU Arm is the same height as the Rudder Post Arm. The RFU
is centered when the arm is directly above the cable gland (see Figure 29).
The distance between the centerline of the Rudder Post and the RFU must not exceed
24 inches. Make sure that the ball joints on the Rudder Arm and RFU arm are facing
upwards as shown in Figure 3.
Snap the rod assembly onto the ball joints. Be sure to close the release clamps on each
socket. Refer to Figure 29, and adjust the length of the rod to get the correct geometry with
the rudder dead-ahead.
If the locking screw in the RFU arm has been loosened, or the arm has been removed from
the RFU, re-attach the arm and check the potentiometer center position.
When the rudder is dead-ahead, the electrical resistance between the wires of the black &
green wire pair, and the wires of the white & green wire pair, should be equal (approx. 600
ohms each).
Be careful to check the installation for any mechanical obstructions or binding of the linkage,
and correct it now, before it becomes a problem.
Document PN 29010074 V4.1 - 54 -
ComNav Commander P2 & P2VS Installation & Operation Installation
Figure 29 – RFU Linkage Geometry
Electrical Connection
The Rudder Follower Unit is normally supplied with approximately 15.5 metres (50’) of cable.
Run the cable from the RFU towards the SPU, ensuring that a hose or conduit protects it
wherever it passes through bulkheads, holds, or any other area where it could be damaged.
If the length of cable supplied is too short to reach all the way to the SPU, obtain a terminal
strip and sufficient additional cable from your ComNav Dealer. Mount the terminal strip in a
convenient DRY location where it will not be subjected to moisture of any kind.
See
Rudder Follower Unit
on page 70 for further details on connecting the cable to the
SPU.
Heavy Duty Rotary Rudder Follower Unit
The Heavy Duty Rotary RFU is also compatible with P Series systems. If you have
purchased one of these devices, follow the installation instructions supplied with the unit.
See
Rudder Follower Unit
SPU.
on page 70 for further details on connecting the cable to the
Document PN 29010074 V4.1 - 55 -
ComNav Commander P2 & P2VS Installation & Operation Installation
Linear Rudder Follower Unit
Installations on boats with outboard motors will typically use a Linear RFU.
1) If the Linear Rudder Follower is to be mounted with the sliding rod facing towards the port
side of the boat, turn the steering wheel so the motor is hard over to starboard.
If the Linear RFU is to be mounted with the sliding rod facing towards the starboard side
of the boat, turn the steering wheel so the motor is hard over to port.
2) Carefully measure the travel of the outboard motor’s steering cylinder. It must not
exceed 25.4 cm (10”). If it is more than that, corrosion resistant spacers will need to be
fabricated to go over the rod of the hydraulic cylinder to limit its travel (see Figure 30).
Caution! If the travel of the steering cylinder is more than 25.4 cm (10”), the Linear
RFU will be over-extended, causing it to be damaged or destroyed.
There is no warranty on the Linear RFU for damage due to
over-extension.
OUTBOARD
MOTOR
STEERING CYLINDER
OUTBOARD FEEDBACK
(SEE DIMENSIONS BELOW)
30 FOOT (9.1 METER)
CABLE TO AUTOPILOT
TWO PIECE
CLAMP
STAINLESS STEEL
BAND CLAMP
ADD SPACERS IF NECESSARY TO LIMIT
TRAVEL TO 10 INCHES / 254 MM (MAX.)
15.2 INCHES / 386 MM
OUTBOARD FEEDBACK
MATERIAL - STAINLESS STEEL & PLASTIC
Figure 30 – Typical Arrangement of Linear RFU on an Outboard’s Steering Cylinder
STAINLESS STEEL
BRACKET
SLIDING ROD
5 INCHES / 127MM
(0 - 10.5 INCHES / 0 - 267 MM)
Document PN 29010074 V4.1 - 56 -
ComNav Commander P2 & P2VS Installation & Operation Installation
3) The clamps and band should be positioned as far as possible towards the end of the
Linear RFU which has the cable that goes to the autopilot (see Figure 30). Loosely place
the stainless steel band clamp around the Linear RFU and the outboard’s steering
cylinder.
Place the larger plastic mount bracket on the RFU, curved face on the Follower. Place
the smaller plastic mount bracket on the steering cylinder, curved face on the cylinder
body. Loosely tighten the band clamp around the RFU, the cylinder and the brackets
(see Figure 31 and Figure 32).
STAINLESS STEEL
BAND CLAMP
TWO PIECE PLASTIC
MOUNT BRACKETS
Figure 31 – Band Clamp and Plastic Brackets
2.25
2.00
STAINLESS STEEL
BAND CLAMP
1.75
1.50
1.25
TWO PIECE
BRACKETS
OUTBOARD
FEEDBACK
STEERING CYLINDER
1.25 - 2.25 INCH. DIA.
Figure 32 – Installed Arrangement of Brackets
4) Remove the nut from the steering cylinder rod’s end (see Figure 33). Place the thick
nylon flat washer (1.57 mm / 0.062” thick), then the thinner nylon flat washer (0.81 mm /
0.032” thick) and lastly the stainless steel bracket, over the threaded end of the rod.
Place the stainless steel flat washer on the other side of bracket, and then replace the
cylinder rod’s nut. Do not tighten it yet – just thread it part-way, far enough to stay on.
5) Extend the sliding rod completely out of the Linear RFU. Push it back in slightly (about
3mm / 1/8”). Adjust the position of the Follower so that the end of the sliding rod is flush
with the stainless bracket. Place the nylon washer between the nut and the stainless
steel bracket. Place the stainless steel washer on the other side of bracket, and screw
the Nylock nut part-way onto the threaded rod at the end of the Linear RFU.
Document PN 29010074 V4.1 - 57 -
ComNav Commander P2 & P2VS Installation & Operation Installation
6) Carefully adjust the position of the Linear RFU so that it is parallel with the hydraulic
cylinder, in both horizontal and vertical planes.
7) Finally, tighten both nuts and the stainless steel band clamp securely.
NYLON FLATWASHER
7/16" x 3/4" x 0.062"
NYLON FLATWASHER
SLIDING ROD
NYLON FLATWASHER
1/4" x 5/8"
STAINLESS STEEL
BRACKET
SS FLATWASHER
7/16" x 3/4" x 0.032"
SS NYLOCK
1/4"
NUT 1/4-20
SS FLATWASHER
1/2" x 7/8" x 0.032"
REMOVED NUT
SUPPLIED WITH
CYLINDER
Figure 33 – Fasteners, Stainless Bracket Arrangement
Caution! To avoid the possibility of contaminants entering the Linear RFU, it is
advisable to do an occasional wipe-down of the sliding rod, while it is fully
extended, with a clean rag.
If you trailer your boat, it is especially important to do this on a regular basis. A
good time to clean the rod is during the on-shore preparation for every launch,
since that will take care of any “road grime” picked up during the trip to the
launching ramp.
Electrical Connection
The Linear RFU is normally supplied with approximately 9.5 metres (30’) of cable. Run the
cable from the Linear RFU towards the SPU, ensuring that a hose or conduit protects it
wherever it passes through bulkheads, holds, or any other area where it could be damaged.
If the length of cable supplied is too short to reach all the way to the SPU, obtain a terminal
strip and sufficient additional cable from your ComNav Dealer. Mount the terminal strip in a
convenient DRY location where it will not be subjected to moisture of any kind.
See
Rudder Follower Unit
SPU.
on page 70 for further details on connecting the cable to the
Document PN 29010074 V4.1 - 58 -
ComNav Commander P2 & P2VS Installation & Operation Installation
Other Equipment
You should install the remaining components of your P Series system according to the
installation instructions that come with that equipment:
•
Auxiliary Controllers
•
Jog Steering Controls
•
Rudder Angle Indicators
•
Wind Transducers
•
CT7 Thruster Interface or a Drive Box
•
Pumps & Drives
•
… and etcetera ...
Electrical wiring instructions for all these are a combination of the information in the manual
supplied with each piece of equipment, and specific information for the P Series Autopilot
which is given in the following sections of this chapter.
Document PN 29010074 V4.1 - 59 -
ComNav Commander P2 & P2VS Installation & Operation Installation
Wiring the System
Once everything is securely mounted, you can begin wiring the various components of the
system, one at a time.
ComNav strongly recommends that ABYC wiring standards, or the equivalent
for your locale, be followed.
Signal Processor Unit
Start by removing the Wiring Cover from the SPU. It is held in place by two knurled plastic
nuts (see Figure 34).
Set the cover & nuts aside – they will be re-installed once all the wiring of the SPU is
complete.
+
B
-
B
BATTERY
INPUT
J1
Connectors on the SPU
With the wiring cover off, all the SPU’s connectors are visible & accessible.
Each connector is a pin receptacle, with the pins sized according to how much current will be
carried – bigger pins for higher current. Each pin has a signal name, rather than a number, to
make it easier to match wires with pins (see connector label, below).
RUD.RET
RUD.SIG
M2 / STBD
M1 / PORT
SW'D B-
GND
CHASSIS
JOG
LEVER
J3
SW'D B+
GND
PWR
OUT
DRIVE
OUTPUTS
J2
PORT
STBD
Figure 34 – Removal of the SPU Wiring Cover
ComNav
HI SPD
1 PPS
AN OUT 2
WORK
DIO3
AN OUT 1
-
+
RAI
OUTPUT
J5
DIO2
DIO1
GND
GND
SIG
+5V
RUDDER
FOLLOWER
J4
GND
P SERIES SPU
CB
CA
WB
WA
V+
COS
REF
GD
EX2
EX1
SIN
THRUST
COMPASS
I'FACE
J7 J8
V+
MISC.
I/O
J6
SSM
SPM
BSM
BPM
GND
SS
SP
BS
BP
V+
2B
2A
1B
1A
CH
GD
A
B
NAV I/O
OUT
J9
Figure 35 – SPU Connector Wiring Label
IN
T
U
O
T
U
C
CC+
PS-
PS+
SH
ComNav
NETWORK
J10
CL
ON
DI
DO
V+
GD
FR
SS
CONTROL
HEAD
J11
CL
ON
DI
DO
V+
GD
FR
SS
V+V+
AUX 1
J12
CL
ON
DI
DO
V+
GD
FR
SS
V+
AUX 2
J13
Document PN 29010074 V4.1 - 60 -
ComNav Commander P2 & P2VS Installation & Operation Installation
Each pin receptacle mates with a matching plug; the wires from external equipment &
devices (battery, drive system, compasses, etc.) are inserted into those plugs. The plugs
allow quick installation & removal of system wiring, yet are fully secure, once the various
cables are strain-relieved.
The SPU is shipped with all the plugs normally required, pre-installed on the matching
receptacles (except the Control Head’s plug, which is supplied with it).
The plugs are “Euro style”; they have an internal U-shaped rising-cage wire clamp, driven by
a slot-head screw. To attach a wire, the clamp’s screw must be turned counter-clockwise
several turns (using the small slotted screwdriver mentioned on page 46 –
Special Tools
),
which drives the clamp downwards to open it up; then the wire can be fully inserted into that
clamp. The screw must then be turned clockwise until the wire is tightly held in the clamp.
Wire Sizes
It is important to use the correct size wires in each connector, in both the mechanical &
electrical sense!
Mechanically, due to the amount of vibration & impact shocks that can occur on a boat (from
propeller & engine vibration, hitting waves, etc.), the stripped end of wires must be securely
clamped in the plugs; using a too-small or too-large wire can cause poor clamping.
Electrically, due to the relatively high current requirements of an autopilot compared to many
other types of electronic equipment, it is vital to use the largest possible size of wire to
connect the various components. Undersized wiring will result in power losses which can
affect overall efficiency and performance.
At the same time, due to the corrosive affects of the marine environment on bare wire,
stripping too much or too little insulation from the ends of wires is poor practice. All the
connectors used on the SPU are marine grade, and use corrosion-resistant materials.
The acceptable wire size range, DC current rating, stripped wire depth and pin spacing for all
the SPU’s connectors are as follows:
Connector Name Wire Gauge Rated Current Wire Depth Pin Spacing
J1, J2 12 – 22 AWG 12 A 6 mm 7.62 mm
J3, J4 12 – 22 AWG 12 A 6 mm 5.08 mm
J5 – J13 14 – 22 AWG 8 A 6.5 mm 3.81 mm
Table 1 – SPU Connector Ratings
Below are the recommended minimum gauges for the connections to the various elements of
the system. All cables should use stranded wire, and have marine-grade insulation; only the
ones so indicated must be shielded. If in doubt, contact your ComNav Dealer for help.
Function / Use Wire Gauge
SPU Power Supply 2 x 12 AWG
12/24 VDC Solenoid Valve Steering System 3 x 18 AWG
Reversing Motor Steering System 2 x 14 AWG
Rudder Follower Unit 3 x 18 AWG (shielded)
GPS, Chartplotter, Navigation Computer 2 x 22 AWG (shielded)
Rudder Angle Indicator 2 x 22 AWG
Table 2 – Recommended Minimum Wire Gauges
Document PN 29010074 V4.1 - 61 -
ComNav Commander P2 & P2VS Installation & Operation Installation
Power Supply
The ComNav Commander P2 will operate on any voltage between about 11 VDC and
30 VDC. This allows operation with boat battery systems with nominal voltages of
12 to 24 VDC.
Caution! Do not power up the SPU until you have completed the installation, and
performed the steps outlined in “Post-Installation Checks”.
If you are following the ABYC wiring standard, the positive leg of a DC system will use Red
wires, while wiring for the negative leg (usually referred to as Ground) will be Yellow or Black.
Power to supply the autopilot should be taken directly from a breaker or distribution panel.
The autopilot should be wired into its own individual breaker or fuse. Using appropriately
sized wire or cable (see Table 2 on the previous page), wire the battery connections to the
connector plug and receptacle labelled
before inserting the plug into the receptacle.
Caution! The P Series SPU is NOT reverse-polarity protected.
If you connect the wrong voltage polarity at J1, you WILL damage the SPU and Head!
J1 - B
ATTERY INPUT
. Double-check the wiring polarity
This will void the Warranty!
The following diagram shows a typical power supply circuit:
Figure 36 – Typical Power Connection to SPU
Do not plug the power plug into the JI receptacle on the SPU until all the
electrical checks listed in Final Steps & Post-Installation Checks on page
83 have been passed.
Document PN 29010074 V4.1 - 62 -
ComNav Commander P2 & P2VS Installation & Operation Installation
Power Supply Extension
If the SPU is mounted a long distance from the ship’s breaker panel, it is recommended that
heavy gauge wire (#8 AWG or larger) be routed between the breaker panel and a suitable
terminal block, which is mounted in close proximity to the SPU. A short length of #12 AWG
wire can then be used between the terminal block and the SPU. This minimizes voltage drop
between the breaker panel and the SPU. The terminal block is needed, in this situation,
because the wire openings in the plug for J1 can accept a maximum wire size of 12 AWG, so
wire larger than that can not be directly connected to J1.
Figure 37 – Reducing Supply Voltage Losses
You may also want to use the same heavy-gauge extension wire technique for the Rudder
Drive output wiring, if the SPU is located a long ways from the Rudder solenoids, valves,
actuator, motor, etc. (see
Drive Outputs
on page 71).
Drive Box Power Supply
If your autopilot system utilizes one of ComNav’s CT Drive Boxes, it should be wired back to
the breaker or fuse separately from the rest of the autopilot system.
Do
NOT
ever “daisy-chain” power wiring!
The following diagram shows the proper method when using a CT Drive Box:
Figure 38 – Typical Battery Connection to Drive Boxes
Document PN 29010074 V4.1 - 63 -
ComNav Commander P2 & P2VS Installation & Operation Installation
Input & Output Connections
Control Head
Two types of control cable are used in manufacturing Commander P2 systems. The only
difference between them is the colour-coding of the wires. Wire the cable from the main
Control Head onto the nine-position plug-in connector according to the following diagram:
Figure 39 – Wiring Connections for Control Head, Handheld Remotes, and Fixed Remotes
Plug the nine-position plug connector into the SPU receptacle labelled
J11 - C
ONTROL HEAD
Auxiliary Controller(s)
All Control Heads, Handheld Remotes, and Fixed Remotes designed to work with the
Commander P2 utilize the same wiring diagram as the Main Control Head (see Figure 39,
above). The only difference is that these devices are plugged into the receptacles
1
or
J13 - A
Note: Auxiliary Head Power On/Off
UX
2
instead of
J11 - C
ONTROL HEAD
.
The Commander P2 SPU is shipped from the factory configured so that power
can only be turned on or off from the Main Control Head. The Main Control Head
is designated as the Head which is plugged into the SPU receptacle labelled
J11 - Control Head.
However, the system can also be configured so that it can be turned on or off by
any Control Head plugged into the receptacles J12 - Aux 1 or J13 - Aux 2 (note:
power cannot be turned on from CR-203 or TS-203 Remotes). If reconfiguration
is desired, follow the instructions for enabling Auxiliary Head / Remote Power On
(see page 199).
J12 - A
.
UX
Document PN 29010074 V4.1 - 64 -
ComNav Commander P2 & P2VS Installation & Operation Installation
NFU Jog Steering Controls
Any number of Non-Follow-Up (NFU) Jog Steering Controls can be connected to the
Commander P2 SPU. They are simply wired in parallel to each other. Connect them to the
terminal labelled
In order to use the Jog Controls connected in the above manner, the autopilot must be turned
on. While the Control’s lever is held activated, the autopilot will move the rudder either to
Port or Starboard. However, the autopilot will stop the rudder when it gets to the
(user-adjustable) rudder limits programmed into the autopilot; this is done to reduce stress on
the steering system.
J3 - JOG LEVER
Figure 40 – Wiring Connections for Jog Controls
as per the following diagram13:
13
This diagram assumes the Jog Control is mounted with the lever pointing up, and you want the boat to turn to Port
when you move the Control’s lever leftward. See the Control’s Instructions for how to wire other orientations.
Document PN 29010074 V4.1 - 65 -
ComNav Commander P2 & P2VS Installation & Operation Installation
Compasses
All the types of compasses, excepting NMEA 0183 compasses, are connected to the SPU
receptacle labelled
Note: see page 79 for how to connect NMEA compasses.
If you ordered your system with the Magnetic Sensor, and mounted it on the bottom of your
magnetic compass, wire the flying-lead end of the sensor cable as per the following diagram.
If you mounted the sensor of top of the compass, exchange the blue & yellow wires.
If you have a Standard or Heeling-coil ComNav Fluxgate Compass (PN 20320003 or
20320008), wire the flying-lead end of the compass’s cable into the eleven-position plug
which mates with the J8 receptacle, as per the following diagram.
If you ordered your Commander P2 system with the optional Heading Rate Stabilizer
(PN 20320009), the compass will be one with a plug-end cable: either PN 20320007
(Standard), or 20320004 (Heeling coil). Connect the compass cable’s plug into the “To
Compass” receptacle on the HRS.
Then wire the flying leads of the cable from the HRS as per the following diagram.
J8 – C
OMPASS
Figure 41 – Wiring Connections for Magnetic Sensor, Fluxgate Compass or HRS
Document PN 29010074 V4.1 - 66 -
ComNav Commander P2 & P2VS Installation & Operation Installation
If you have a 45° Compass Transducer, it is also connected to
J8,
as per the following
diagram.
Note: more than one wire (in the standard cables) will fit into the V+ and GD
(Ground) connections, so you can connect a 45° Compass and a Fluxgate
Compass (or HRS) at the same time. You may then select either as the
“Compass Source” (see page 117) at any time during operation.
Figure 42 – Wiring Connections for 45° Compass Transducer
If you have a Tri-Axis Rate Gyro Compass, it is connected through the J9 and J6 (for power
supply), as per the following diagram.
Note: you only need to connect signal wires to NMEA A and NMEA B during the
compass setup for calibration purposes. When the calibration is done, the signal
wires to NMEA A and NMEA B can be disconnected so that the NMEA port may
be used for other serial data connections. (Ensure that disconnected signal wires
must be properly isolated and taped to prevent electrical damage)
Figure 43 – Wiring Connections for Tri-Axis Rate Gyro Compass
Document PN 29010074 V4.1 - 67 -
ComNav Commander P2 & P2VS Installation & Operation Installation
Wind Transducer
If you are connecting a ComNav Twin-Fin Wind Transducer to the Commander P2 SPU, it
must also be connected to the eleven-position plug that fits into the
Wire as per the following diagram.
Note: more than one wire (in the standard cables) will fit into the V+ and GD
connections, so you can connect a Wind Transducer and a Fluxgate (or Magnetic
Compass) and/or a 45° Compass Transducer, all at the same time.
J8 – C
OMPASS
receptacle.
Figure 44 – Wiring Connections for Twin-Fin Wind Transducer
Document PN 29010074 V4.1 - 68 -
ComNav Commander P2 & P2VS Installation & Operation Installation
If your boat is equipped with a ComNav NX2 Wind Data Instrument (PN 20620050) or an
Classic Nexus or NX2 Network System (various PNs), you can use the Wind transducer with
both the Commander P2 and the Instrument or System, either individually or at the same
time, by wiring it up as shown in one of the following diagrams.
Figure 45 – Wind Transducer with NX2 Wind Data Instrument
Figure 46 – Wind Transducer with Classic Nexus or NX2 Network Server
Document PN 29010074 V4.1 - 69 -
ComNav Commander P2 & P2VS Installation & Operation Installation
Rudder Follower Unit
The RFU is connected to the four-position receptacle on the SPU labelled
J4 – R
UDDER FOLLOWER
Note: an RFU is optional on P2VS systems.
. Wire the RFU to the plug-in connector as per the following diagram.
Figure 47 – Wiring Connections for RFUs
Rudder Angle Indicators
The Commander P2 system will drive Rudder Angle Indicator (RAI) meters – such as those
supplied by ComNav (PN 20360014 or 20360023). Mounting instructions are included with
the meter. Wire the meter to the plug for the SPU receptacle labelled
you have more than one RAI, they should all be wired in series, as shown below (up to five,
500 µA RAI meters may be used):
J5 – RAI O
UTPUT
. If
Figure 48 – Wiring Connections for Rudder Angle Indicators
Document PN 29010074 V4.1 - 70 -
ComNav Commander P2 & P2VS Installation & Operation Installation
Drive Outputs
The Commander P2’s SPU is capable of directly driving a variety of steering systems.
Optional Drive Boxes are available for those systems not handled directly by the SPU.
Contact your ComNav Dealer for more information.
Almost all connections to the steering system are done at the
J2 – D
RIVE OUTPUTS
connector.
Reversing DC Motor Hydraulic Systems
The Commander P2 SPU can directly handle reversing DC motor hydraulic14 pumps drawing
up to approximately 20 amps. For larger current requirements, the ComNav CT2 Drive Box
should be used. To connect the pump motor directly to the SPU, use the following diagram.
Note that wire polarity is not important, since the SPU will automatically make the necessary
adjustments internally when the system is set up.
Figure 49 – Wiring Connections for Reversing DC Motors
Linear Actuators or Mechanical Rotary Drives
Some Linear Actuators incorporate a Bypass Valve. To operate properly, the Bypass Valve
should be activated by the SPU’s
incorporate a solenoid-activated clutch. The clutch solenoid should also be activated by the
SW’D B+
output. Refer to the following diagram:
SW’D B+
output. Similarly, most mechanical drives
Figure 50 – Wiring Connections for Linear Actuators or Mechanical Rotary Drives
Shunt-Field Reversing Motors
For shunt-field reversing motors, connect the shunt field coil positive terminal to
and the coil negative terminal to
SW’D GND
as per the following diagram:
14
Two very important steps when installing any hydraulic system are to bleed it of any air trapped in the fluid, and to
check for fluid leaks. This will be done later, during the Drive Setup procedure.
Document PN 29010074 V4.1 - 71 -
SW’D B+
ComNav Commander P2 & P2VS Installation & Operation Installation
Figure 51 – Wiring Connections for Shunt Field Reversing Motors
Standard Four-Way Solenoid-Activated Hydraulic Valves
Connection to 12 VDC or 24 VDC solenoids should be made as per the following diagram.
In this configuration, the autopilot supplies the positive voltage (
autopilot is in
POWER STEER, AUTO
, or
NAV
modes.
SW’D B+
mode, thus providing an extra measure of safety.
Figure 52 – Wiring Connections for Standard Four-Way Solenoid Valves
SW’D B+
) whenever the
is turned off in
STANDBY
Document PN 29010074 V4.1 - 72 -
ComNav Commander P2 & P2VS Installation & Operation Installation
The diagram above assumes that an engine driven pump is used for the hydraulic system. In
the case of an electrically powered constant running pump, use the following connection:
Figure 53 – Wiring Connections for Constant Running Electric Pump.
Two-Speed Solenoid Valves
ComNav’s CT5 Drive Box (PN 20350004) should be used to interface between the
Commander P2 SPU and two-speed solenoid systems. Connect the CT5 to the SPU as per
the instructions shipped with the CT5, and the following diagram:
Figure 54 – Wiring Connections for Two-Speed Solenoid Valves
Document PN 29010074 V4.1 - 73 -
ComNav Commander P2 & P2VS Installation & Operation Installation
A.C. Solenoids
ComNav’s CT4 Drive Box (PN 20350003) should be used to interface between the
Commander P2 SPU and A.C. solenoid systems. Connect the CT4 to the SPU as per the
instructions shipped with the CT4, and the following diagram:
Figure 55 – Wiring Connections for A.C. Solenoids
Proportional Solenoid Valves
ComNav’s CT6 Drive Box (PN 20350005) should be used to interface between the
Commander P2 SPU and proportional valves. The CT6 is custom configured to match the
requirements of the particular valve it is to be fitted to.
Note: ComNav’s Production Department requires information about the make and
model of the proportional valves, in order to configure the drive box correctly.
Instructions for connecting the CT6 to proportional valves are shipped with the CT6 unit.
Connect the CT6 and the SPU as per the following diagram:
Figure 56 – Wiring Connections for Proportional Solenoid Valves
Document PN 29010074 V4.1 - 74 -
ComNav Commander P2 & P2VS Installation & Operation Installation
Azimuth Drives, Surface Piercing Drives and Jet Drives
Newer models of these types of drives are often supplied with an electronic Autopilot
Interface, to which the Commander P2 SPU can be directly connected.
Older versions of these drives, however, may require the fitting of ComNav’s one or
two-channel Isolation Amplifier (PN 20350006 and 20350007, respectively). Instructions for
connecting the Isolation Amplifier to the steering system are shipped with the Amplifier.
Connection between the Isolation Amplifier and the SPU should be made as per the following
diagram.
Figure 57 – Wiring Connections for Isolation Amplifiers
The ComNav CT7 Thruster Interface (see page 41) can also be used with some of these
types of drives. See the CT7’s Installation & Operation Manual for wiring instructions.
Document PN 29010074 V4.1 - 75 -
ComNav Commander P2 & P2VS Installation & Operation Installation
External Alarm Output
An external alarm can be connected to the P Series SPU.
The autopilot can be configured to activate the external alarm whenever any alarm or error
message appears on the Control Head, or to activate the external alarm only if the Watch
Alarm is not answered. See the description of the
170 on how to choose those options.
One of two outputs can be used for the external alarm. Typically, you would choose to
connect the external alarm between Battery Positive (
(
SW’D B-
) outputs on J2, as in the following diagram:
Figure 58 – External Alarm, using SW'D B- Output
Watch Alarm
PWR OUT
& External Alarm on page
) and the Switched B-
Alternatively, you may choose to use the
Figure 59 – External Alarm, using SW'D B+ Output
SW’D B+
and
GND
outputs as shown here:
Note: when using the External Alarm configuration shown in Figure 58, there is a
small current which will be flowing constantly between the pins, even when the
alarm is OFF. This will not be a problem with many types of alarms; however,
with certain types of sensitive Piezo-electric audible alarms, the leak current can
cause a constant low-level tone from the Piezo device.
An Application Note is available which describes this potential problem in detail,
with suggested remedies.
If you are experiencing this problem, please ask your ComNav Dealer (or go to
ComNav’s web site) for Application Note 2007-01.
Document PN 29010074 V4.1 - 76 -
ComNav Commander P2 & P2VS Installation & Operation Installation
Some installations require separate monitoring for power failures. This can be accomplished
with the following circuit, which utilizes two relays. The coil voltage of the relays should
match the supply voltage for the autopilot. The Alarm Supply, which must be a separate,
dedicated supply from the autopilot supply, should match the voltage of the alarm.
This is the circuit for using Switched B- as the alarm output:
Figure 60 – External Alarm, SW'D B- Output with Power Fail Option
This is the alternative circuit, using Switched B+ as the alarm output:
Figure 61 – External Alarm, SW'D B+ Output with Power Fail Option
Document PN 29010074 V4.1 - 77 -
ComNav Commander P2 & P2VS Installation & Operation Installation
Speed Mode & Timing Outputs
The P Series SPU outputs two status signals on the
J6 – M
ISCELLANEOUS
receptacle is supplied with a 10-pin mating plug.
In addition, a one pulse per second timing signal is output16 on J6. It is about 5% accurate,
and is meant for general-purpose use – for example, some brands of Radar & other
navigation equipment require a “1 PPS” timing signal for proper operation.
These two status signals indicate:
•
If the system is operating with the Hi or Lo speed steering parameters in effect (see
page 126), in
•
If the system is operating in
AUTO
or
NAV
modes.
WORK
mode (see page 149).
The status signals are meant to be used to allow indication of those conditions on an external
alarm or indicator. Both conditions are indicated on the Control Head’s LCD display (see
Figure 82 & Figure 95) – but it is also sometimes useful to have them indicated with an
external alarm or lamp at locations other than where the Control Head is located.
These two outputs can also be used to control automatic deployment (& retrieval) of external
“stabilizer” equipment, to enhance the boat’s steering & stability when it is moving at a slow
speed, or when
WORK
mode is in effect. In both these situations, the boat is moving slowly,
and so there is not as much steerageway (i.e., less water flowing over the Rudder, so it does
not generate as much sideways force).
15
connector. The
All three outputs are logic-level open-drain outputs directly from the SPU’s microcontroller,
and must be used only within the following voltage/current limits:
•
Each output requires its own external pull-up resistor, which
must
be wired
only
to
the SPU’s logic power supply (5 VDC, created by a linear regulator on the SPU, and
available at the V+ pin of J6), and to the external alarm, lamp &/or control circuit.
The resistor value plus the impedance of the load must total
(to limit the current into the pin in the “0 V” state to
•
If needed, the SPU’s Ground reference for these signals is on the GND pin of J6.
less than 1.6 mA
no less
than 3K3 Ohms
).
Signal J6 Pin When at 0 V When Open-circuit
WORK MODE WORK Normal mode WORK mode engaged
SPEED MODE HI SPD Lo Speed Hi Speed
1PPS 1PPS (1 pulse per second, ~50% duty cycle)
Table 3 – Speed Mode & Timing Outputs
All outputs are ESD-protected – but you still must use them with care:
•
Do not use more than about 0.5 m of cable to connect them to the external
alarm/indicator or stabilizer-control circuit.
•
If you must connect to something farther away than that, use a suitable buffer or
isolator circuit – a transistor, a relay or (preferred) an opto-isolator block. With a
relay, be sure to wire a flyback-suppressor diode across the coil.
•
If shielded wire is used, connect the shield only at the SPU – to the GND pin of J6.
Note: unused pins on J6 are reserved for possible future use.
15
These status & timing signals are not provided on P2 firmware versions prior to v4r0. All the pins of J6 are unused, on
those prior versions (this connector was labelled J6- E
16
The timing output is not provided on the P2VS, and the 1PPS pin on J6 is reserved.
Document PN 29010074 V4.1 - 78 -
NGINE I’ FACE
on P Series SPUs manufactured before 2008).
ComNav Commander P2 & P2VS Installation & Operation Installation
Navigation Data
The Commander P2 has the ability to accept Navigation data & information formatted
according to the NMEA 0183 standard (version 3.00).
Many marine electronics devices (such as digital compasses, GPS receivers, chartplotters,
and electronic charting systems, to name a few) have outputs complying with NMEA 0183.
Two such devices can be connected directly to the Commander P2’s SPU, by wiring them
into the plug mated to the receptacle labelled
The SPU also has an NMEA output; it transmits the autopilot’s real-time Heading data and
status information, for use by devices such as a radar display, a chart plotter or a navigation
program on a PC.
J9 – NAV I/O
.
Refer to
by the system.
The diagram below shows typical wiring for the J9 connector.
For proper operation, the connected device(s) must fully comply with NMEA 0183 Standard
(version 3.00):
Appendix 2
•
RS-422 electrical levels
•
Baud rate: 4800
•
Serial data format: 8 data bits, no parity, 1 stop bit
•
Correct NMEA sentence structure
•
Checksums are optional, but must be valid if present
for more information on the NMEA 0183 sentences accepted and sent
Figure 62 – Typical NMEA 0183 Connections
If may also be possible to use RS-232 electrical levels, in some cases – such as when using
a PC (see page 181).
The
NAV2
port can optionally be run at 9600 Baud.
•
To do so, you need only set the other device to transmit at that rate. The SPU
automatically sets the rate for this port, by looking for “valid NMEA data” at all
possible Baud rates.
Document PN 29010074 V4.1 - 79 -
ComNav Commander P2 & P2VS Installation & Operation Installation
+
NMEA
+
-
NMEA
-
Signal Names
The names of the NMEA data signals, and of the paired wires carrying them (see below), are
specified in NMEA 0183: `A´ & `B´.
The SPU’s wiring label uses those names, on the
J9 – NAV I/O
connector (see Figure 35).
However, sometimes other equipment will use different names:
NMEA Name
`A´ signal
`B´ signal
J9 Connector
Label
IN 1A
or
I
N
2A
O
UT
A
IN 1B
or
IN 2B
O
UT
B
Table 4 – NMEA Signal Translation Guide
Positive voltage with respect
(aka Active or Space or ON17)
Positive voltage with respect
(aka Idle or Mark or OFF)
Function
to `B´ is a logical 0
to `A´ is a logical 1
Alternative
Names
or
SIG
or
S
POS
or
or
RTN
or
R
NEG
or
IGNAL
+
ETURN
-
RS-422 Electrical Interface
The RS-422 electrical interface specified in the NMEA 0183 Standard uses a pair of balanced
signals (aka “differential signals”), in paired wires, with the ‘A’ signal on one wire & the
complementary ‘B’ signal on the other.
It is necessary to maintain the correct signal polarity, when connecting one of the
Commander P2 SPU’s RS-422 input or output wire pairs to another NMEA 0183 device:
•
The P2 input port’s `A´ signal pin must be connected to the `A´ output terminal of the
other device; similarly, the P2’s `B´ input pin must be connected to the `B´ output
terminal of the other device.
•
Similarly, the P2 output port’s `A´ & `B´ signal pins must be connected to the `A´ &
`B´ input terminals of the other device.
VE
VE
Other points to be aware of:
•
There is no Ground wire for the P2’s
NAV1 - IN
ports. Both ports are NMEA Listeners
(as defined in the Standard), and so are optically isolated from the rest of the SPU
circuitry; they need only the `A´ & `B´ signal pair to function properly.
•
The P2’s
NAV - O
UT
port (an NMEA Talker) is not optically isolated from the rest of
the SPU circuitry. However, since the other device will have an optically-isolated
input (if it is a fully-compliant NMEA Listener), no Ground wire for the
NAV - O
UT
port
is necessary18.
•
The CH pin on
J9
is connected directly to the SPU chassis, and is also AC-connected
to the SPU’s Signal Ground, via a 100 nF capacitor. If the cable carrying the NAV
signal wires from/to the other NMEA device is shielded, the shield should be wired to
the CH pin.
The cable’s shield must not be connected at the other end, or anywhere else
but to J9’s CH pin!
17
An NMEA 0183 serial data stream is inverted by the transmitter, and inverted again by the receiver, and so a logical ‘1’
in the data appears as a logical ‘0’ on the `A´/`B´ wire pair.
18
The “ground reference” voltage for the output signals is available on the GD pin of J9 – but note that this is not the
SPU’s signal Ground, rather it is a synthesized reference voltage, and so it must not be connected to any other Ground.
Document PN 29010074 V4.1 - 80 -
ComNav Commander P2 & P2VS Installation & Operation Installation
Typical RS-422 Signals
The only way to troubleshoot problems with the RS-422 NMEA signals to & from the
Commander P2 is with an oscilloscope; that’s because a multimeter is essentially useless for
differential signals. The figure below is an example of a typical NMEA 0183 RS-422
transmission, captured on a dual-trace oscilloscope.
The data stream is from a P2 SPU’s
NAV - O
UT
port. Channel 1 is the RS-422 `A´ signal,
Channel 2 is the `B´ signal, and the Math trace is the differential voltage between `A´ and `B´;
the ‘scope probes were manually set at 10x, so the voltages of the signals are 10 times larger
than measured below. The Ground Reference for the ‘scope’s inputs was the GD pin of the
J9 – NAV I/O
connector. The Baud Rate was 4800 (or ~208.3 msec per bit).
The data being sent is the first two characters at the start of the NMEA sentence: $A (the full
sentence might have been $APHDM,346.5,M*37 or something similar – see page 188).
In hexadecimal, $A is: 0x24, 0x41; in binary: 0b00100100, 0b01000001.
Following the rules of NMEA 0183, that binary data was transmitted starting with the least
significant bit of the first character, in 8-bit groups: 00100100, then 10000010 (as shown in
the blue overlay in the figure below). The transmitter circuit demarked each group (“byte”) by
a leading `0´ Start bit and a trailing `1´ Stop bit. Finally, the train of bits was sent to the
RS-422 differential driver output circuit, which put inverted bits on the `A’ signal line, and
non-inverted bits on the `B´ line.
Before transmission from the RS-422 driver started, the signals were in the Idle state: `A´ was
at a low voltage with respect to `B´ (the same state as a `1´ bit). After all the bits of the full
sentence had been transmitted, the signals would have returned to the Idle state.
Idle
Document PN 29010074 V4.1 - 81 -
0 0 1 0 0 1 0 0
Figure 63 – Typical RS-422 Signals
StopStart
1 0 0 0 0 0 1 0
`A´ Signal
`B´ Signal
Differential
Signal
(`B´ - `A´)
StopStart
Start
0
ComNav Commander P2 & P2VS Installation & Operation Installation
RS-232 Electrical Signals
It is common for non-marine equipment (especially PCs) to be able to transmit & receive
NMEA-formatted data – but not using the RS-422 electrical interface specified in the NMEA
Standard, instead using another electrical interface, RS-232. A prime example is Personal
Computers: the “COM port” on a PC is always at RS-232 levels.
An RS-232 interface, in contrast to RS-422, does not use differential-signal wiring. Instead, a
single wire is used for each of the main signals19 – Receive (usually labelled “Rx”) & Transmit
(“Tx”) – and for the Signal Ground (“Gnd”). The voltage levels are also different than RS-422.
Such equipment (often described as being “NMEA compatible”) can usually be connected
directly to the Commander P2 – although there is some risk of reduced electrical noise
immunity. See the section on
PC COM Ports
on page 181 in
Appendix 1
for more details.
Status LEDs
When the autopilot is turned on, the Status LED labelled
Diagnostic section will be flashing whenever the autopilot is receiving data on
Similarly, the
NAV2 - IN
.
Typically, an LED will flash at a rate of about once per second for regular data from a GPS or
Chartplotter. It will typically flash at a rate of about ten times per second when connected to
a Heading source, such as the Vector G2 GPS Compass.
The LEDs only show that data is being received on the associated Nav1 (or
Nav2) port. They do not mean that the data received is valid!
If the LED for a port is flashing, but you are seeing INVALID or NO DATA
Navigation (Heading, Speed, Course, NAV) error messages for that port on the
Control Head, and yet you are sure the other device is in fact sending valid data,
try reversing the wires connected to NAV1 – IN, or NAV2 – IN. It is possible that
the other device’s signal names are not NMEA’s `A´ & `B´ (see Table 4, above),
and so might have been connected the wrong way round; reversing the wire pair
at J9 often solves this situation.
If you are still seeing error messages, something else is wrong. Contact your
ComNav Dealer for assistance.
Other Connections
Thruster Interface
The
J7 – T
HRUSTER I’ FACE
receptacle is not supplied with a mating plug, since the required plug is supplied with the
CT7.
NMEA 0183 #2
connector is used with the CT7 Thruster Interface. The
NMEA 0183 IN #1
in the SPU’s
NAV1 - IN
.
LED will be flashing whenever the autopilot is receiving data on
ComNav Network
The
J10 – COMN
is not supplied with a mating plug.
19
There are also several RS-232 status signals, but these are not used in the P2.
Document PN 29010074 V4.1 - 82 -
AV NETWORK
connector is reserved for possible future use. The receptacle
ComNav Commander P2 & P2VS Installation & Operation Installation
Final Steps & Post-Installation Checks
Before using the Commander P2 or P2VS for the first time, please verify that the entire
system & all its components are safely and securely mounted, and will not shake loose from
the vibrations that can be expected in a marine boat.
Electrical Checks
Only after all these checks are passed should you plug the power plug into
the JI–B
1) Check the power supply wiring (from the battery/breaker).
•
Verify that the polarity and voltage are correct (use an accurate voltmeter for this).
•
Check for correct wire size, tightness of all connections, fusing, and proper operation
of the battery power breaker or switch.
2) Check the connections from the Compass(es) to the SPU.
3) Check the connections from the Rudder Follower Unit to the SPU.
4) Check that when the rudder is manually moved from full Starboard to full Port, and
vice-versa, the RFU moves completely freely, and is not being restricted in any way.
5) Check the connection(s) from the Control Head(s) to the SPU.
6) Check the connections to the drive equipment from the SPU.
ATTERY INPUT
receptacle on the SPU.
7) Check that all cables are neatly placed and secured.
8) Ensure that extraneous materials (bits of insulation, wire pieces or strands, etc.) have
been removed.
During the first few weeks of operation, repeat the checks above at least once.
Completing the Wiring
1) Route all the wires and cables sideways out from the SPU (to the left &/or right, as
appropriate). Use external tie-downs or cable holders to keep the wires & cables secure,
with no excess strain on them, or on the plugs that are mated to the SPU’s receptacles.
Many potential problems can be avoided by ensuring that cabling and wiring do not
cause strain on the connectors!
2) If the SPU is mounted on a vertical surface, route all wires & cables downwards, within a
few centimetres of the edge of the SPU. If the SPU has been mounted on a horizontal
surface, form drip loops in all wires & cables, close outside the edges of the SPU.
3) Finally, carefully re-install the Wiring cover on the SPU. Be sure not to pinch any of the
wires or cables between the Wiring Cover and any other part of the SPU.
4) Secure the Wiring Cover with the two knurled thumb-nuts.
5) Ensure that the cabling and wiring to all system components,
Controls
, are well secured with clamps or alternative fasteners.
especially Remote
Document PN 29010074 V4.1 - 83 -
ComNav Commander P2 & P2VS Installation & Operation
Setting Up the System
Document PN 29010074 V4.1 - 84 -
ComNav Commander P2 & P2VS Installation & Operation
Document PN 29010074 V4.1 - 85 -
ComNav Commander P2 & P2VS Installation & Operation Setting Up
Setting Up
This chapter describes all the steps needed to prepare your Commander P2 or P2VS, for use
on your boat, after you have installed it.
Note: to do the procedures described in this chapter, you will need to be familiar with
the basic concepts of using the autopilot’s Control Head – modes, menus, turning
the system on & off, and so on.
If you have not already done so, please read the introductory parts of the Basic
Operations chapter.
Dockside Setup Menu
Almost all the steps involved in setting up your Commander P2 for use on your boat require
using the Control Head’s Dockside Setup menu – so it will be described here first.
Typically, the Dockside Setup menu is used only infrequently after initial setup.
A special combination of buttons must be used to access the Dockside Setup menu:
1) Start with the P2 system powered off.
2) Press and hold the
3) Then press & hold the
4) Hold all three buttons activated until the software version numbers are displayed, then
release the buttons.
5) After several seconds, the display will show the Dockside Setup menu (see Figure 65).
Note that a large `D´ (which is the indicator that the system is in Dockside Setup) appears
in the upper left portion of the display.
Note: on a P2VS without an RFU installed, an alarm may sound while the system is
starting up. You can ignore this alarm; it will stop when the menu appears.
The Dockside Setup menu is unlike other menus:
•
There is no time-out feature associated with it.
•
When you exit it, the system performs a full Power-On sequence, ending up in
STANDBY
•
Many of the items listed in the Dockside Setup menu are not simple
instead are
of functions and system tests.
⇒
The letters
are scripts. To activate the associated script, press the
FFnn
button and the
S
S
Figure 64 – Entering Dockside Setup
mode.
automated scripts
“Fn”
Y
TTAANNDDBBY
on the right hand side of the menu display identify the items that
T
N
button.
T
UURRN
button. Power will turn on.
(sequences of pre-defined steps) that perform a variety
FFnn
button.
parameters
, but
Document PN 29010074 V4.1 - 86 -
ComNav Commander P2 & P2VS Installation & Operation Setting Up
Figure 65 – Dockside Setup menu
Reset
A full reset of all the P2’s operating parameters is done when the
FFnn
button is pressed; the
word “Reset” changes to “RESET” to show that it has been done.
Caution!
A “full reset” means that ALL parameters in the entire autopilot system
are set back to the default settings installed at the factory.
This means any configuration (Compass & Drive Setup) you have done, and all
parameter adjustments you have made, WILL BE LOST!
You should use this full-reset function only on the advice of an authorized
ComNav service representative!
Vessel Type
Set this to match as closely as possible to the type of boat that the autopilot is installed on.
The system then automatically selects a specific set of equations & constants – for use in the
P2’s steering algorithms – which have been found to work reasonably well with typical boats
of the chosen type. Also selected are the initial values of the Steering Parameters used in
those equations (see
Note: during Sea Trials, and later in normal operation, you can adjust any or all of
the Steering Parameters’ values, to better suit your own boat, and/or the current
sea conditions.
Setting Vessel Type Comments
Stern Stern Drive
Sea Trials
on page 103 and
Choose this for planing-hull boats with outboards
or stern-drive legs.
Auto Menu
on page 124 for more details).
Sail Sailboat For sailboat of all types.
Choose this setting for full displacement boats that
Displ Full Displacement
do not plane or rise out of the water at cruising
speed.
Semi Semi-Displacement
Plane Planing Hull
Document PN 29010074 V4.1 - 87 -
Choose this if your boat rises partially out of the
water at cruising speed.
Choose this for boats that are mostly out of the
water at cruising speed.
ComNav Commander P2 & P2VS Installation & Operation Setting Up
Large
Large, with a slow
Helm response
Vessels in this category are typically over 125’
LOA &/or 100 GRT (e.g., freighters, tankers,
dredgers, car/truck ferries, fish processors, etc.).
Table 5 – Vessel types
Compass Setup
Pressing the
compasses the autopilot can work with.
You should make sure you have connected your compass to the right port. Wiring diagrams
are given in System Overview for Compasses. You should also refer to your compass
manual for special requirements. See the
details.
FFnn
button when this line is highlighted starts the configuration menu for various
Compass Setup – Dockside
procedure for full
Drive Setup
Pressing the
automatically determines the orientation of the RFU, measures the physical limits of the
rudder’s range of motion, figures out what kind of steering system (i.e. reversing motor,
solenoid, etc.) is installed, and then tests all these to make sure everything is operating
properly.
This is explained more fully under
FFnn
button when this line is highlighted starts a script in which the autopilot
Drive Setup
on page 91.
Exit
Press the
mode.
Alternately, you can press and hold the red
FFnn
button to exit the Dockside Setup menu and restart the autopilot in
S
S
TTAANNDDBBY
Y
button to shut off the autopilot.
STANDBY
Alarm O/P (Alarm Output)
This parameter controls the functioning of the External Alarm Output. See
External Alarm
on page 170 in the
Advanced Operations
chapter for full details.
Watch Alarm &
Thrust Type
Thrust MIN
Thrust MAX
If the optional CT7 Thruster Interface is installed with your Commander P2 system, you will
need to make adjustments to these settings. Complete instructions are included with the CT7
Thruster Interface.
Language
This parameter allows you to set the language used for almost all menus & messages that
appear on the Control Head.
Note that a few items remain in English at all times – typically where there is no simple
translation for that item. Also, the word “Language” on the menu is always shown in English.
Choices are as follows:
•
English
•
Français
•
Español
•
Íslenska
•
Italiano
•
Norsk
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ComNav Commander P2 & P2VS Installation & Operation Setting Up
Note: other languages may be added in future Firmware Upgrades.
Configure Sys. (Configure System)
This menu item allows you to save (or retrieve) the full set of operating parameters, from all
menus & internal settings, of the P Series system to (or from) an external device (e.g., a PC).
See
Configuration Save & Restore
on page 190 for full details.
Document PN 29010074 V4.1 - 89 -
ComNav Commander P2 & P2VS Installation & Operation Setting Up
Setup Procedures
After your P Series autopilot system is installed, you must:
•
First, tell the autopilot what type of boat you have, and then help it determine the
characteristics of the Rudder Drive mechanism on the boat.
•
Next, tell the autopilot what type of Compasses it will be using, and have it verify that
it can use those compass(es).
•
Next compensate & calibrate all your compasses.
•
Next, do the initial settings of the various operating parameters (Rudder gain, etc.) at
high & low speed.
•
Finally, test how well the autopilot performs in various sea conditions, re-adjusting
parameters as needed.
Vessel Type
1) Power the system up, in the Dockside Setup menu
2) Select the
page 87.
Note: at this step in the setup process, all the various Vessel Types (Displacement,
Vessel Type
Stern, Sail, etc.) can be selected, for both the Commander P2 and P2VS.
However, if there is no RFU detected on the P2VS during the Drive Setup
procedure, the Vessel Type parameter will automatically change to “Stern”, since
that is the only valid selection for Virtual Rudder Feedback operation.
When this happens, the vessel type displayed on the menu line will not change to
“Stern” – but the change
Dockside Setup, the menu line will then show that change.
menu line, and set the type of your boat according to the table on
Figure 66 – Set Vessel type
has
taken effect internally. If you exit & re-enter
Document PN 29010074 V4.1 - 90 -
ComNav Commander P2 & P2VS Installation & Operation Setting Up
Drive Setup
The procedure for setting up the autopilot to work properly with your boat’s steering system20
varies, depending on whether or not you have fitted a Rudder Follower Unit.
•
For a Commander P2, or a P2VS which has an RFU fitted, the Rudder’s
characteristics are automatically measured by the autopilot, during Drive Setup21.
•
For a P2VS without an RFU – where you will be using its
feature – you will need to “tell” the P2VS what the Rudder has done at various points
in the Drive Setup process, and help it make a few measurements of the associated
hydraulic/electrical drive system.
But in both cases, the purpose of the procedure is to find out:
•
The type of drive system – solenoid(s) or a reversing motor – the boat has.
•
The orientation of the RFU (if one is fitted).
•
The direction the Rudder moves in relation to the voltage polarity of the drive outputs
from the SPU.
•
The Hard-Over to Hard-Over time of the Rudder.
•
The physical limits of the Rudder’s travel.
To begin the Drive Setup procedure, move the Dockside Setup menu highlight to “Drive
Setup”, and press the
FFnn
button. This will start the setup’s automated script.
Virtual Rudder Feedback
You will see a series of screens, prompting you to for various actions or information; for
example: move the Rudder all the way to Port, or centre it, or enter the maximum defection of
the Rudder, and so on.
Some points to keep in mind, while doing this procedure:
1) Use the boat’s manual steering system (wheel, tiller, etc.) to move the Rudder, when
prompted.
2) When moving the Rudder to the maximum Port or Starboard position, be sure to move it
all the way to the physical stops.
Note: in normal operation, the autopilot always stops the Rudder a few degrees
shy of that position, to avoid pounding it against the stops.
3) Similarly, on a P2VS without an RFU, enter the angle (in degrees) at the maximum Port &
Starboard deflections which you want the autopilot to use.
The values you enter should be no larger than the Rudder’s mechanical
limits! If you enter different values for Port & Starboard, the smaller of the
two will be used for both.
4) The speed at which you move the Rudder manually does not matter, nor does it matter if
you move the Rudder back and forth a bit when it reaches the requested position.
5) Do not be concerned if the Rudder Angle Indicator shown on the screen initially goes in
the wrong direction. The autopilot will sort that out during the procedure.
6) If for some reason, the autopilot was not able to detect the type of drive, you will see a
“Drive Detection Failed” screen.
•
Go back to the Dockside Setup screen, re-check all the drive wiring, and then re-start
the Drive Setup procedure.
•
If you continue to have problems, contact your ComNav Dealer for assistance.
20
… which could be a Rudder, an I/O leg, an outboard motor, and so on – but is referred to here as “Rudder”.
21
The word “Drive”, as used on the menus, sometimes refers to the hydraulic &/or electrical system that the boat uses to
control the steering mechanism (Rudder, etc.), and other times to the mechanism itself.
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ComNav Commander P2 & P2VS Installation & Operation Setting Up
7) After detecting the drive type, a P2, or a P2VS with an RFU, gives you the option to bleed
your hydraulic steering system:
If you wish to do this, please refer to the hydraulic system’s manual.
When all Bleeding is done, press the
•
If you do not have a hydraulic system, just press the
Note: on a P2VS without an RFU, the bleed option is not provided. You must have
already done proper bleeding, before starting the drive setup procedure.
8) When the P2 or a P2VS with an RFU is testing the drive system’s performance, it will run
the Rudder from hard-over to hard-over a number of times. It will also make a series of
short movements – quick starts & stops – of the Rudder, in order to determine a base
reference for how the steering system responds to the typical small movements the
autopilot uses during normal operation.
Note: a P2VS without an RFU does not do any “performance testing” of the rudder
drive system.
9) After the autopilot has determined the time span for a Hard Over to Hard Over movement
of the Rudder, there are several possible results:
•
If the HO-HO time is too fast (less than ~5 seconds), the setup may fail. That’s
because if the Rudder moves too quickly, it can not be safely controlled by the
autopilot.
On the other hand, the setup may also fail if Rudder is too slow (more than ~22
seconds HO-HO), because the autopilot will not be able to control the Heading of the
boat properly.
⇒
In either case, you will need to make some changes to the drive system, to slow
it down or speed it up, as appropriate.
FFnn
button on the Control Head.
FFnn
button on the Control Head.
•
If the drive system is a reversing motor (in a hydraulic or cable drive system), and it
did not test as too slow, you will see an option to have the autopilot slow down the
Rudder intentionally.
Slowdown is done by using Pulse Width Modulation of the SPU’s drive output
voltages. PWM in effect lowers the voltage “seen” by your drive system’s motor(s),
and thus slows down the Rudder’s HO-HO time.
⇒
On most boats, it is probably not necessary to slow down the Rudder, unless the
HO-HO time is less than ~10 seconds. However, every boat is different, and so
the choice is left up to you.
If you choose to slow down, the Rudder movement will be re-tested (in the same
sequence of test steps as you just did), but with it slowed down using a PWM signal
that should run the motor(s) at about 65% of full speed (i.e., the HO-HO time should
be ~50% longer than at full speed).
Note: slow-down is automatically selected for Stern Drive boats when operating
using the “Hi” Parameter Set (see page 126).
PWM may increase the electrical “noise” emitted from the drive system’s
wiring, potentially causing interference with other equipment.
If this happens, but you still wish the autopilot to slow down the Rudder, you may
have to re-route the wiring, and/or use better (possibly shielded) wiring, and/or
take other typical “noise reduction” steps. Contact your ComNav Dealer for
assistance.
When Drive Setup is all done, record the settings & choices you made, in the
chapter at the back of this manual.
Settings
Document PN 29010074 V4.1 - 92 -
ComNav Commander P2 & P2VS Installation & Operation Setting Up
Compass Setup – Dockside
Highlight Compass Setup in Figure 66 and press Fn. The list of all four supported compass
heading sources will be displayed (see Table 6 on 97).
Figure 67 – Set Compass Type in Compass Configuration menu
The first step in setting up your compass(es) is to verify that it is (or they are) properly wired
to the SPU).
After the verification, depending on which compass or compasses you have, you must do
calibration or configuration one at a time.
All calibration or configuration should be done while tied up to the dock, in case any re-wiring
needs to be done, or if it turns out that some elements of the P2 system need to be moved.
Note: during these steps, the autopilot may issue an INVALID HEADING alarm (see
page 196). These alarms can be ignored, or cancelled by hitting the
Once a compass is “found” during this procedure, the alarms should cease.
n
button.
FFn
Analog Compass
An analog compass may be in the type of Magnetic, (ComNav) Fluxgate with or without HRS,
Fluxgate with fixed reference, or float reference. If you don’t have an analog compass, leave
Analog Compass to None and move to the next line.
1) If you are not already in the Compass Configuration menu as seen in Figure 67, start it by
selecting
Dockside Setup menu as seen in Figure 66).
2) Highlight “Analog Compass”, and turn the knob to set the type according to what
compass you have (see Table 6 on page 97).
•
3) Press Fn to verify that the selected compass type is properly connected and can be read.
Compass Setup
If you have installed a
parameter should be set to “
with Fn button from the Dockside Setup menu (see the
Heading Rate Stabilizer and a Fluxgate compass
HRS
, this
”.
•
A “Please Wait” screen will be displayed for a few seconds.
Then, the results of the search will be displayed, along with an option to
“Compensate Now?” or “Set North Now?”. The type of Analog compass that is
shown, and the “Compensate …” or “Set …” option, will depend on what you selected
for “Analog Compass”.
•
Skip the compass/HRS compensation process (press the
can not be done while still tied up at the dock.
Document PN 29010074 V4.1 - 93 -
P
T
button), since this
P
OORRT
ComNav Commander P2 & P2VS Installation & Operation Setting Up
•
If the autopilot could not find a compass that matches with the type you have
selected in step 2), it will display a “not found” error message at this point.
Note: some types can masquerade as others, so be sure you have selected the
correct type at step 2).
Check your installation to be sure that the compass is wired correctly. Fix any
problems, and re-start at step 2).
Contact your ComNav Dealer for help, if necessary.
4) Return to the Compass Configuration menu.
Digital Compass
The digital compass the P2/P2VS autopilot supports is the 45° Compass. If you don’t have a
45° Compass, leave Digital Compass to None, and move to the next line.
1) If you are not already in the Compass Configuration menu as seen in
selecting “
Setup menu is seen in
Compass Setup
Figure 66
” with Fn button from the Dockside Setup menu (Dockside
).
2) Highlight “Digital Compass” and turn the knob to set the value to
3) Press Fn and the autopilot starts to search for the compass.
You will not be able to move away from this line without press the Fn button if you have
changed the parameter from
None
to
Fixed
A “Please Wait” screen will be displayed briefly. Then, the results of the search will be
displayed, along with an option to “Compensate Now?”
4) Skip the compass compensation process (press the
done while still tied up at the dock.
5) Exit the Compass Configuration menu.
NAV 1 Port
NAV Ports are always available as a compass source and need not be installed. However, if
you have a Tri-Axis Rate Gyro Compass connected to NAV1 port, you can calibrate the
compass when your boat is on the water. See
Tri-Axis Rate Gyro Compass
on page 100.
NAV1 or NAV2 Port for general NMEA Compass
Figure 67
Fixed
.
.
Port
button), since this cannot be
Compass Setup – on the water
, start it by
for setting up
For other NMEA compasses – such as a Vector G2 or G2B GPS Compass – you should refer
to the setup & configuration instructions that are supplied with it.
Some points to keep in mind:
1) For proper performance of the autopilot, the update rate of the Heading sentences from
the NMEA compass must be ~10 Hz22.
Typically, you can set the sentence update rate in an NMEA compass using a generic
“terminal” program, or a product-specific “control” program, on a PC (e.g., HyperTerminal,
or Airmar’s WeatherCaster™).
Be sure to make that 10 Hz rate the “power-on default” rate.
22
More than 10 Hz is not useful, but at much less than that the autopilot will not be able to maintain good control of the
vessel’s steering.
Document PN 29010074 V4.1 - 94 -
ComNav Commander P2 & P2VS Installation & Operation Setting Up
2) Whenever an NMEA compass is being used as the Heading source (see page 117), if
valid Heading/Compass data sentences are not received for ~3 seconds, an INVALID
HEADING alarm will occur.
3) If you are going to be using only Magnetic Heading values, or only True, then you only
need to set the NMEA compass to output the corresponding sentence – HDG or HDM for
Magnetic, HDT for True.
4) If you wish to be able to switch between True & Magnetic (via the
parameter in the Standby menu – see page 118), then HDT and either HDG or HDM
should be enabled, with both HDT & HDG/HDM at 10 Hz (but see the section on
“Bandwidth”, below).
To verify that an NMEA compass is connected, look at the
section; the LED for the SPU’s NAV input which the compass is connected to should be
flickering.
Note: if the `A´ & `B´ wires are connected backwards, the LED will still flicker; but
when NAV1 or 2 is later selected at the Compass Source in the Standby menu,
no Heading will be displayed, and a NO HEADING alarm will occur. If this is the
case, simply swap the `A´ & `B´ wires.
It’s worth noting that some NMEA compasses, even if correctly wired, will
sometimes be outputting Null Heading values. For example, the Vector G2/G2B,
if it can not “see” enough GPS satellites well enough to be able to compute
Heading, will output these sentences:
$GPHDM,,M*1B
$GPHDT,,T*1B
In this case, the Heading data fields (between the commas) are empty, meaning
“null” or “nothing” (not “zero” – since that is a valid Heading value).
This will result in no Heading being displayed on the Control Head, and trigger a
NO HEADING alarm.
To deal with this condition, please refer to the NMEA compass’ manual – and in
the meantime, use one of your other on-board compasses!
NMEA IN
NMEA Heading Type
LEDs in the Diagnostic
Bandwidth of an NMEA Compass Connection
You must always be sure that maximum bytes/second capability (aka “data rate” or
“bandwidth”) of the serial link between the NMEA compass & the autopilot is not exceeded by
the enabled sentences.
The maximum data rate of an NMEA 0183 serial link is always 1/10th of the link’s Baud Rate.
An example calculation:
•
The Baud Rate of the SPU’s NAV1 input is fixed at 4800, so if the NMEA compass is
connected to NAV1, it must be configured to output at 4800 Baud, and the max data
rate is then 480 bytes/sec.
•
HDT & HDM sentences are each 20 bytes long, and HDG is 33.
•
Thus, it is possible to have both HDT & HDM at 10 Hz each, connected into NAV1:
–
20 x 10 + 20 x 10 = 400 bytes/sec … < 480 bytes/sec
•
But it is
–
not
possible to have both HDT (or HDM) & HDG into NAV1:
20 x 10 + 33 x 10 = 530 bytes/sec … > 480 bytes/sec
Document PN 29010074 V4.1 - 95 -
ComNav Commander P2 & P2VS Installation & Operation Setting Up
•
However, since the Baud Rate of the SPU’s NAV2 input can be either 4800 or
960023, the max data rate is 960 bytes/sec … and so both HDT (or HDM) & HDG
be used into NAV2, at 10 Hz each.
This check must include any other NMEA sentences output from the NMEA compass.
As an example: the Vector G2/G2B can also output the boat’s Speed Over Ground (in the
VTG sentence – 45 bytes), which can then be used as the autopilot’s Speed Source data
input:
•
The factory default setting of the G2/G2B is HDT & HDM at 10 Hz each, and VTG at
1 Hz (on Port B). That is indeed useable on NAV1, as well as on NAV2:
–
20 x 10 + 20 x 10 + 1 x 45 = 445 bytes/sec … < 480 bytes/sec
The total bytes/sec of all sentences must always be less than the link’s max
data rate!
can
Problems caused by exceeding the max data rate are usually
troubleshoot.
The excessive rate will cause data errors, mostly in the form of partial sentences
(caused by buffer memory overflow in the sending device, and/or in the SPU).
These are always invalid, so the SPU discards them.
But that causes subtle problems. For example, if the Heading sentences are
being truncated, a few will usually still get through OK, and so the SPU will not
raise a NO HEADING alarm (the SPU’s error-detection routines do not measure
update rate, but only check if
effective Heading update rate will be less than is required for “good steering” – so
the autopilot will seem to be “steering poorly”.
A specific case: if the Heading data source device is nominally transmitting valid
Heading sentences at 10 Hz, but only 2 are getting though OK per second, then
the effective Heading update rate that the autopilot is using is 2 Hz … and that’s
much, much
Similar problems can occur with other NMEA data used by the autopilot (Speed,
Position, Waypoints, etc.), if the link max data rate is exceeded.
too low for “good steering”.
any
valid data is being received). However, the
very
hard to
23
NAV2’s Baud Rate is automatically set by the SPU – by looking for “correct” NMEA sentences at each rate possible.
Document PN 29010074 V4.1 - 96 -
ComNav Commander P2 & P2VS Installation & Operation Setting Up
Compass
Source
Analog
Compass
Setting Compass Type Comments
Choose this setting if you have an
externally gimballed magnetic
Mag
compass fitted with a ComNav
Magnetic Sensor, such as the one
shown to the left.
Choose this setting if you have a
ComNav Fluxgate Compass like the
one shown to the left.
Flux
If you have a ComNav Heading Rate
Stabilizer connected in series with the
Fluxgate Compass, use the HRS
setting (below).
The autopilot can accept a variety of
Fixed —
Analog compasses. Consult the
manufacturer’s documentation, or
contact the manufacturer, to
determine whether the reference
Float —
signal is fixed or floating, and set the
An. Compass Type to match.
Digital
Compass
NAV1
Port
NAV1 or
NAV2
Port
HRS
Fixed
SSRC1
NMEA
Choose this setting if you are using a
ComNav Heading Rate Stabilizer (&
Fluxgate Compass) like the one
shown at the left.
Choose this setting if you have a 45°
transducer connected.
Choose this setting if you have a
ComNav Tri-Axis Gyro Rate compass
connected.
Choose this setting if your autopilot
system is utilizing any type of
NMEA 0183 Compass (such as the
ComNav Vector G2 or G2B GPS
Compasses) other than Tri-Axis Rate
Gyro compass or a specific NMEA
compass that ComNav may support
in the future. This type of compass
usually does not require specific
calibration, or can be calibrated
through other means.
Table 6 – Compass types
Document PN 29010074 V4.1 - 97 -
ComNav Commander P2 & P2VS Installation & Operation Setting Up
Compass Setup – On the Water
The final steps of compass setup should normally be performed after all other installation and
setup procedures for the autopilot system are completed, so that all net electrical and
magnetic effects of the installation on the compass(es) are taken into account.
First you must compensate the compass(es) for Magnetic Deviation24. Then, you may need
to calibrate each compass (i.e., correct for any inherent constant directional offset in each).
You will need to take your boat away from the dock, and out onto a body of open water (the
sea, a lake, a river, etc.), and in relatively calm conditions.
It is important that there be sufficient sea room to put the boat through a series of fairly slow
& wide circle turns, and to run the boat for several minutes on a straight Track at various
Headings, without encountering obstacles, other marine traffic, etc. You should also avoid
areas around bridges, underwater power lines, and pipelines, as these can affect your
compass(es).
Caution! Be sure to keep a proper lookout for other boats, and any hazards,
while doing any of the circle turns & manoeuvres described below.
Note: some of the steps performed here require that you be familiar with the
STANDBY mode & menu of the autopilot (see page 110).
During all these procedures, the INVALID HEADING alarm may occur. You can
cancel it (press the
n
button), or leave it active.
FFn
Compensation for Magnetic Deviation
The procedure you will follow to compensate your compass(es) depends on the type(s) of
compasses you have installed.
Some elements of all the procedures are the same:
•
You can take as long as you like to start the turns required to compensate any of the
compasses requiring it, but once the SPU detects that you have you have started the
turns, you have ~6 minutes to complete enough turns, before a “Failed …” screen
appears.
•
You may choose to do the turns either to Port or to Starboard. It doesn't matter
which way, as long as you do not reverse direction during the compensation step.
Boat speed matters only in that it should be sufficient to hold a constant rate of turn
of about 2 to 3 degrees per second, meaning that the full circle should take between
3 & 2 minutes. As well, it should be sufficient that you can steer smooth, steady turns
in the current sea conditions.
Magnetic Compass Sensor
ComNav strongly recommends that a professional compass adjuster compensate Magnetic
Compasses.
The Sensor itself does not require compensation, only calibration.
24
In the P Series, Magnetic Deviation compensation of Fluxgate Compasses (with or without HRS), and of the
45° Compass Transducer, only corrects for Hard-Iron effects. Soft-Iron effects are not corrected for.
Document PN 29010074 V4.1 - 98 -
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