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| Illustration 1 | g03448636 |
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(1) Joystick
(2) Control Head (3) Power Train Control System (4) Hydraulic Thruster System (5) Optional Thruster Control Panels | |
This chapter provides a functional description of the Three60 Precision Control System as an aid in understanding system operation. The Three60 Precision Control System is comprised of two major subsystems :
- Control System
- Hydraulic Thruster System
The Three60 Precision Control System can be operated in two modes:
- Joystick mode: The Three60 Precision Control System provides simplified, single-point joystick control of thrusters and powertrains when the vessel requires precise maneuvering.
- Leverhead mode: The vessel powertrains are controlled using the leverheads and the thrusters are controlled using the thruster control panels.
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| Illustration 2 | g03448938 |
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| Illustration 3 | g03448939 |
Three60 Precision Control System
A control station is a location from which the boat can be operated. On a vessel with Three60 Precision Control System the control station may consist of any of the following:
- A joystick that is used to control the bow thruster, the conventional drive trains, and if installed, the stern thruster, when the system is in Joystick mode.
- One or two thruster control panels to control the bow thruster and, if installed, the optional stern thruster independent of the conventional drive trains when the system is in Leverhead mode.
- Leverheads to control the power trains independent of the thrusters when the system is in Leverhead mode.
The joysticks provide the following information to the Joystick Control:
- Selection of the active control station
- Direction and throttle command
Multiple control stations allow the drive system of the boat to be controlled from more than one location on the boat. Only one power train control station or joystick station is active at a time. A thruster control panel station can be active only when all joystick stations are inactive. The operator selects the joystick as the active control system by pressing the "Station Select" button.
Note: When a power train leverhead or a thruster control panel is selected as the active control station, the joystick is deselected and inactive.
The Joystick Control is the interface between the operator controls and both the conventional drive system and thrusters. The joystick control must be configured properly to match the installed components. Instructions for performing configuration are provided in Configuration
The Joystick Control accepts input from the joystick and then commands the thrusters directly via the pulse width modulation (PWM) outputs and the conventional drive trains via the associated Powertrain Controls.
Analog Inputs (J1, J2, and J3)
Not used.
The following table describes the RS232/ NMEA connector on the Joystick Control. This connector is for service use only, when connecting a laptop computer to the Joystick Control for troubleshooting or configuration.
| J4: Serial Communications Connector | |
| Pin | Function |
| 1 | Transmit Data to RS232 computer |
| 2 | Receive Data from RS232 computer |
| 3 | Common for RS232 |
| 4 | Shield for RS232 |
| 5 | Diagnostic/Boot Input |
| 6 | Diagnostic Input Return |
| 7 | Unused |
| 8 | Unused |
| 9 | Unused |
| 10 | Unused |
| 11 | Unused |
| 12 | Unused |
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| Illustration 4 | g03458304 |
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Solid-State Joystick State Indication | |
The following table lists the alarm signals from J5 of the Joystick Control.
| J5: Joystick State and Alarm 2 Signal | ||
| Pin | Signal Name | Function |
| 4 | Joystick State 1 | When the Joystick is Inactive, a path is provided for a maximum current flow of 50 mA . Refer to Illustration 4. When the Joystick is active, the path is open. Use is system-dependent. |
| 5 | Joystick State 2 | When the Joystick is active, a path is provided for a maximum current flow of 50 mA. When the Joystick is Inactive, the path is open. Use is system-dependent. |
| 6 | Joystick State Common | Return signal for the Joystick state signals. |
| 9 | Oil level low | Oil level low alarm relay contact. |
| 10 | Oil level low Common | Oil level low alarm relay contact common. |
| Note: Other pins unused | ||
If an auxiliary component needs to know whenever the thrusters are active, either with joystick or thruster panels, then the ability to adjust the indication can be configured. See "Configuring Thrusters/Transmissions" on page 100 for configuration information.
Hydraulic Oil Temperature (J6)
The following table describes the hydraulic oil temperature signal routed to J6 of the Joystick Control.
| J6: Oil Temperature Sensing Signal | ||
| Pin | Signal Name | Function |
| 1 | Hydraulic Oil Temp. | The oil temperature sensor provides a resistance level that indicates the oil temperature. A fault is generated when oil temperature exceeds a configured high limit or falls below a configured low limit. |
| 2 | Hydraulic Oil Temp. Return | Provides the ground return for the oil temperature sensor. |
| Note: Other pins unused | ||
The following table provides a listing of the four PWM signals used to control the proportional hydraulic valves of the thrusters. PWM controls the duty cycle of the output pulse train to control the magnitude of thrust from the bow or stern thrusters as follows:
- A low duty-cycle pulse train commands low thrust.
- A higher duty-cycle pulse train commands high thrust.
- Varying the duty cycle varies the commanded thrust.
| J7: Manifold Signals | ||
| Pin | Signal Name | Function |
| 1 | PWM 1 | PWM driver output for the bow thruster to port. |
| 2 | PWM 2 | PWM driver output for the bow thruster to starboard. |
| 3 | PWM 3 | PWM driver output for the stern thruster to port. |
| 4 | PWM 1 Return | Return for PWM 1 |
| 5 | PWM 2 Return | Return for PWM 2 |
| 6 | PWM 3 Return | Return for PWM 3 |
| 7 | PWM 4 | PWM driver output for the stern thruster to starboard. |
| 10 | PWM 4 Return | Return for PWM 4 |
| Note: Other pins unused | ||
Ignition and Alarm 1 Signals (J8)
The following table outlines the ignition and alarm 1 signals at J8.
| Table 5. J8: Ignition and Alarm 1 Signals (8 pins) | ||
| Pins | Signal Name | Function |
| 1 | Ignition Switch | The Joystick Control senses the state of the ignition switch. When on, the Joystick Control turns on. When off, the Joystick Control saves state and shuts down. |
| 2 | B+ | When the ignition and the controller power switches are on, power is provided to the Alarm 1 and Neutral Start relays via harness 391-6617. |
| 7 | Oil temperature high | Oil temperature high alarm relay contact. |
| 8 | Oil temperature high Common | Oil temperature high alarm relay contact common. |
| 9 | Neutral Start Relay | When Neutral Start is used, this routes power to pin 10. |
| 10 | Neutral Start Relay Common | Common for the Neutral Start relay. |
| Note: Other pins unused. | ||
Powertrain Control Interface (J9)
J9 is CAN 2.0 compliant and provides for connecting the Joystick Control to the joysticks and the Powertrain Controls that in turn interface with the conventional power trains. The Joystick Control automatically detects connected devices using the CAN interface. CAN bus interface signals are described in the following table.
| Connectors J9: J1939 Signals | ||
| Pin | Signal Name | Function |
| 1 | J1939 Power | Provides battery voltage to the Powertrain Controls' NMEA2000 bus (J4). |
| 2 | Comm + | CAN bus high |
| 3 | Comm - | CAN bus low |
| 4 | - | Not used |
| 5 | Comm common | Ground |
| 6 | Shield | Cable shield |
J10 of the Joystick Control provides the RS485 communications connections for the thruster control panels and for use when connecting a laptop computer to the Joystick Control for troubleshooting or configuration.
| J10: Comm | ||
| Pin | Signal Name | Function |
| 1 | Comms + | Communications+ for RS485 |
| 2 | Comms - | Communications- for RS485 |
| 3 | Sheild/Common | Cable shield. |
| 4 | - | Not used |
Thruster Control Panel Power Connector (J11)
Power to the thruster control panels is provided on connector J11 as shown in the following table.
| Thruster Control Panel Power Connector (4 pins) | ||
| Pin | Signal Name | Function |
| 1 | Power | Provides power to the thruster control panels. |
| 4 | Power Supply Common | Return for power. |
| Note: Other pins unused. | ||
Hydraulic Oil Sensing Switches (J12)
J12 of the Joystick Control provides the following hydraulic oil sensing switch connections.
| J12: Hydraulic Oil Sensing Switches | |
| Pin | Function |
| 1 | Hydraulic Oil Filter Switch Input |
| 2 | Hydraulic Oil Filter Switch Return |
| 3 | Hydraulic Oil Level Switch |
| 4 | Hydraulic Oil Level Switch Return |
| 5 | Not used |
| 6 | Not used |
Power and Ground Connections (J13)
Power and ground connections for the Joystick Control are provided by connector J13, as listed in the following table.
| J13: Power and Ground | |
| Pin | Function |
| 1 | Primary Power Input Pin 1 |
| 2 | Auxiliary Power Input Pin 1 |
| 3 | Power Common Pin 1 |
| 4 | Not used |
| 5 | Not used |
| 6 | Not used |
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| Illustration 5 | g03465277 |
It is very important to understand how the Powertrain Controls are addressed in the system to ensure proper inter-control communications and that all features function as expected.
During the configuration of a Three60 Precision Control System, the support tool requests that the Powertrain Controlsare turned on in a specific order. This action creates a two-digit address (XY) that correlates with a leverhead as shown in Illustration 5
A control station is a location from which the boat can be operated. The control station consists dual-lever leverhead, multiple leverheads, or a Palm Beach style leverhead assembly, and associated wiring harnesses. The leverheads allow the user to control the drive system. Leverheads provide the following information to the Powertrain Control:
- Selection of the active control station
- Indication that the station is active
- Direction (forward or reverse) and throttle command
- Desired mode of operation
Multiple control stations allow the drive system of the boat to be controlled from more than one location on the boat. Only one control station is active at a time. The operator selects the active control station by pressing the Station Select button on the leverhead.
The port lever of each leverhead is connected to the port Powertrain Control and the starboard lever of each leverhead is connected to the starboard Powertrain Control. Station 1's leverhead levers are connected to J1 on the port and starboard Powertrain Control and station 2's leverhead levers are connected to J2 on the port and starboard Powertrain Control.
These connections allow either station to be selected as the active station and to control both power trains.
The Powertrain Control is the interface between the operator controls and the conventional port and starboard power trains and must be configured properly to match the drive train components. Instructions for performing configuration are provided in "Configuration"
One Powertrain Control is required for each power train. The Powertrain Controls for each power train are connected together via an RS-485 link (at J10 of each Powertrain Control) to allow the Powertrain Controls to communicate and control multiple power trains as a system.
During field setup using the Three60 Precision Control System support tool, a unique identification number is assigned to each Powertrain Control. This identification number is considered the Powertrain Control address. The Powertrain Controls continually pass information to each other over the RS-485 bus. This information includes the active station identification number, target station identification number. (used in station transfer), input speed, propeller speed, lever position, and current mode as selected by the operator at the active control station.
The port Powertrain Control manages the flow of information between it and the starboard Powertrain Control by polling the starboard Powertrain Control for information and processing its responses. Polling time varies depending on the system's state and events in process, but typically takes less than one second
The following sections provide information about the Powertrain Control electrical interfaces.
Analog Leverhead Bridge Signals (J1, J2, J3)
Bridge signals are derived from the leverheads as outlined in Table . Connectors J1, J2, and J3 support the following analog inputs:
- Lever position
- Mode
- Station select
- Function switch 1
- Function switch 2
- Function switch 3
The following table outlines the bridge signals when analog leverheads are used. In this case, connectors J1, J2, or J3 are used.
| Connectors J1/J2/J3: Analog Letterhead Bridge Signals | ||
| Pin | Signal Name | Function |
| 1 | Station Power | Provides 8.0 VDC ± 0.25 VDC power to the control station when the control station is selected or when a station transfer is in progress. |
| 2 | Neutral LED Driver | This output turns on the Leverhead Neutral LED when the station is active and the control is commanding neutral to the transmission. |
| 3 | Lever Position Signal | This input accepts the position of the lever as a voltage.
· Neutral detent: 0.00 VDC ± 0.08 VDC · Full forward or full reverse: + 8.00 VDC ± 0.25 VDC · All other forward and reverse power levels are represented linearly as a voltage between neutral detent and full power. |
| 4 | Mode Signal | Voltage indicating the position of the mode switch to the Powertrain Control as determined by the resistors in series with the mode switch contacts. |
| 5 | Station Select Signal | Voltage used to verify that the leverhead is connected to the Powertrain Control and identify the lever being used.
· When the Station Select button is pressed: a voltage of less than 0.8 VDC initiates a station transfer. · Port lever (select button not pressed): 4 VDC. · Starboard lever (select button not pressed): 3 VDC. |
| 6 | Station Common | Provides ground to the selected station. |
| 7 | Forward Signal | Lever switch closure indicates the lever is in the forward range. |
| 8 | Reverse Signal | Lever switch closure indicates the lever is in the reverse range. |
The following table describes the RS-232 connector and is for service use only by connecting a laptop computer for troubleshooting or configuration.
| J4: Serial Communications Connector | |
| Pin | Function |
| 1 | Transmit Data to RS-232 computer |
| 2 | Receive Data from RS-232 computer |
| 3 | Common for RS-232 |
| 4 | Shield for RS-232 |
| 5 | Diagnostic/Boot Input |
| 6 | Diagnostic Input Return |
| 7 | Unused |
| 8 | Power Supply for NMEA 2000 |
| 9 | Comm. Signal + for Digital NMEA |
| 10 | Comm. Signal - for Digital NMEA |
| 11 | Common for Digital NMEA |
| 12 | Shield for Digital NMEA |
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| Illustration 6 | g03467495 |
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Solid-State Transmission Neutral Indication | |
The following table lists the engine control signals routed to J5.
| J5: Engine Control Signals | ||
| Pin | Signal Name | Function |
| 1 | ECM Power Supply | Power source for the Throttle Signal. This pin is connected to a wire from J8-2. |
| 2 | Throttle Signal | This signal is the throttle position output signal. |
| 3 | ECM Power Supply Common | Common return path and reference point for engine throttle circuit. |
| 4 | Transmission State 1 | When the Powertrain Control places the transmission into neutral, a path is provided for a maximum current flow of 50 mA. Refer to Illustration 6. When the transmission is in gear, the path is open. Use is system-dependent. |
| 5 | Transmission State 2 | When the Powertrain Control places the transmission in gear, it provides a path for a maximum current flow of 50 mA. Refer to Illustration 6. When in neutral, the path is open. Use is system-dependent. |
| 6 | Transmission State Return | Return signal for the transmission state signals. This wire is used only for specific engines. |
| 7 | Not used | |
| 8 | Not used | |
| 9 | Neutral Start Relay Contact - NO | Connected to the Start switch of the boat. When the Start switch is pressed, battery voltage is connected to the control. The relay contact must be connected in series with the engine start signal and the transmission manual override switch to prevent engine cranking when the transmission is not in neutral. |
| 10 | Neutral Start Relay Contact - Com | This signal is connected to the starter solenoid and depends on the starter solenoid current draw:
· 5 A or greater: Power is routed to the coil of a relay. · Less than 5 A: Power is routed directly to the solenoid. |
| 11 | Input Speed Sensor | The input speed sensor generates a pulse as each tooth of the gear or speed wheel passes. The control determines input speed based on the time between pulses. |
| 12 | Input Speed Sensor Return | This pin is the ground for the input speed sensor. |
The transmission must be in neutral to start the engine. A neutral start relay is provided on J5-9 (Normally Open) and J5-10 (Common). When the engine start conditions are met, the neutral start relay closes the path between J5-9 and J5-10. Then, when the start switch is pressed, battery voltage is routed through J5-9 to J5-10 to the starter solenoid or the start relay. When power is connected to the solenoid it energizes and pulls in, thus connecting power to the starter motor. How J5-10 is connected is determined by the starter solenoid current draw as shown in Table 13.
Note: A manual override switch may be installed in series with the Powertrain Control Neutral Start Relay. If so, the manual override switch must be closed for the solenoid to receive power.
Closing the ignition switch provides battery voltage to ignition pin J8-1, which signals the Powertrain Control of the closure. The ignition switch and the start switch may be part of the same switch mechanism.
The throttle output signal is a pulse width modulated (PWM) pulse train.
Engine Room Analog Signals (J6)
The following table lists and describes the engine room analog signals routed to J6.
| J6: Engine Room Analog Signals | ||
| Pin | Signal Name | Function |
| 1 | Transmission Oil Temp. | The oil temperature sensor provides a voltage level that indicates the oil temperature. A fault is generated when oil temperature exceeds a set high limit. |
| 2 | Transmission Oil Temp. Return | This provides the ground return for the oil temperature sensor. |
| 3 | Oil Pressure Sensor Excitation | This output supplies 5.0 VDC ± 0.15 VDC power to the oil pressure sensor. |
| 4 | Oil Pressure Sensor | The oil pressure sensor senses the main pressure in the transmission. When main pressure is too low, the clutch does not fully engage and will be damaged when the input speed is high. Low oil pressure generates a fault and the throttle is limited to idle to help prevent clutch damage. Range: 0.5 - 4.5 VDC |
| 5 | Oil Pressure Sensor Return | Ground return for the oil pressure sensor. |
| 6 | Propeller Speed Sensor Excitation | This output provides 5.0 VDC ± 0.15 VDC power to the Hall Effect propeller speed sensor. |
| 7 | Propeller Speed | This input is a pulse train from the propeller speed sensor, representing the speed of the propeller shaft. The pulse train is derived from the shaft speed gear teeth passing the speed sensor. |
| 8 | Propeller Speed Sensor Return | Ground return for the propeller speed sensor. |
Transmission Control Signals (J7)
The following table provides a listing of the six available PWM signals used to control the proportional hydraulic valves of the transmission. PWM controls the duty cycle of the output pulse train to control how much the valve opens as follows:
- A low duty-cycle pulse train opens the valve a little.
- A higher duty-cycle pulse train opens the valve more.
- Varying the duty cycle varies the valve opening.
| J7: Clutch Control Signals | ||
| Pin | Signal Name | Function |
| 1 | PWM 1 | PWM driver output for forward clutch. |
| 2 | PWM 2 | PWM driver output for reverse clutch. |
| 3 | - | Not used |
| 4 | PWM 1 Return | Return for PWM 1 |
| 5 | PWM 2 Return | Return for PWM 2 |
| 6 | - | Not used |
| 7 | - | Not used |
| 8 | Stabilizer Disable PWM | When a vessel has a stabilizer,this signal powers the coil to disable the stabilizer when the vessel is placed in reverse. |
| 9 | - | Not used |
| 10 | - | Not used |
| 11 | Stabilizer Disable PWM Return | Return for Stabilizer Disable PWM |
| 12 | - | Not used |
Miscellaneous Bridge Signals (J8)
The following table outlines miscellaneous bridge signals received at J8.
| J8: Miscellaneous Bridge Signals (8 pins) | ||
| Pin | Signal Name | Function |
| 1 | Signal from Ignition Switch | Input from the ignition switch of the boat. When the ignition switch is pressed, battery power is connected to the control. The control starts operation. |
| 2 | Ignition Switch Optional Return | Ignition switch return. |
| 3 | Manual Override Switch | This input monitors the state of the manual override switch installed at the transmission. |
| 4 | Manual Override Switch Return | Manual override switch return. |
| 5 | Tachometer A Output | This output is a pulse train whose frequency reflects the current engine or propeller speed, as determined by the configuration. |
| 6 | Tachometer A Return | Tachometer A return. |
| 7 | Alarm Relay Contact - NC | The normally closed (NC) contact of the alarm relay of the control. Contacts open upon detection of an alarm enabled fault. |
| 8 | Alarm Relay Contact - COM | The common contact of the alarm relay of the control. |
RS485 Communications Connections (J10)
J10 of the Powertrain Control provides the J1939 connections.
| J10: RS485 Communications Connections | |
| Pin | Signal Name |
| 1 | Comm+ |
| 2 | Comm- |
| 3 | Common |
| 4 | Not used |
J12 provides the following engine room switch connections.
| J12: Engine Room Switch | |
| Pin | Signal Name |
| 1 | Oil Filter Switch Input |
| 2 | Oil Filter Switch Return |
| 3 | Transmission Oil Pressure Switch |
| 4 | Transmission Oil Pressure Switch Return |
| 5 | Not used |
| 6 | Not used |
Power and Ground Connections (J13)
Power and ground connections are provided by connector J13, as listed in the following table.
| J13: Power and Ground | |
| Pin | Signal Name |
| 1 | Primary Power Input Pin 1 |
| 2 | Auxiliary Power Input Pin 1 |
| 3 | Power Common Pin 1 |
| 4 | Not used |
| 5 | Not used |
| 6 | Not used |