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

User’s Manual GB 

Mini-Marex-C -System 

For systems with actuator 323 699 400 0 

323 699 402 0 

323 699 410 0 

323 699 412 0 

323 699 414 0

page 2 

Imprint 

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

Rexroth Mecman GmbH. 

Included are instructions and technical drawings, which may not 

be reproduced or copied either in part or whole, nor may they be 

used for evaluation or distributed for competition purposes. 

The diagrams and drawings used in this manual are for 

guidelines only and are not to be used for the actual design. 

This edition supersedes all previous ones. 

No part of this edition may be reproduced without our prior 

permission. 

Order No. 883 890 020 3 / 11.98 

Rexroth Mecman GmbH 

Department: Marine Technique 

Bartweg 13, 

30453 Hannover ( Germany ) 

Telephone: (0511) 2136-346 

Fax: (0511) 2136-162 

Rexroth Mecman GmbH

CONTENTS page 3 

Imprint page 2 

Explanation of symbols page 5 

Safety advises page 5 

SYSTEM 

1 System Set-up page 6 

INSTALLATION 

2 Control Panel page 8 

2.1 Outline dimensions page 9 

3 Actuator and supply unit page 10 

3.1 Outline dimensions page 11 

4 Push-pull cables page 12 

4.1 Installation to actuator page 12 

4.2 Installation to throttle and gear shift lever page 14 

ELECTRICAL CONNECTION 

5 Power supply page 16 

6 Grounding page 16 

7 Assignment of actuator connectors page 16 

8 Connection to supply unit page 17 

8.1 Start interlock page 18 

9 Control Panel cable page 19 

10 Intercommunication cable page 21 

11 RPM cable page 21 

11.1 RPM pick-up page 22 

ADJUSTMENTS AND FUNCTIONS 

12 Location and assignment of adjustment devices page 24 

13 Basic adjustments page 26 

13.1 Function switch-I page 26 

13.2 Function switch-II page 28 

14 Stroke adjustments page 31 

14.1 Gear shift adjustments page 34 

14.2 Throttle adjustments page 35 

15 Alignment and release of remote stations page 36 


page 4 CONTENTS 

TESTS 

16 Tests with the ship secured to the dock page 38 

16.1 System check page 38 

16.2 Correction: Idle speed 

Second idle speed page 38 

17 Tests during sea trial page 39 

17.1 Correction: maximum speed - rated speed page 39 

17.2 Special feature ‘Synchronization page 39 

17.3 Delay times page 40 

OPERATING INSTRUCTIONS 

18 Signal transmitter page 42 

18.1 „Neutral“ position page 42 

18.2 „Ahead / Astern“ position page 42 

18.3 „Full Speed“ position page 43 

19 Control Panel page 43 

19.1 Push button „Station Transfer“ page 43 

19.1.1 Feature "Warming Up" page 43 

19.1.2 Feature "Muting acoustic alarm" page 44 

19.2 Push button „Alarm / Lamp Test“ page 45 

19.3 Push button „Dimmer“ page 45 

19.4 Push button „Special Feature“ page 46 

19.4.1 Synchronization page 46 

19.5 Indicator lamp „Remote Control ON“ page 47 

19.6 Buzzer page 47 

19.7 Transmitter lighting page 47 

20 Turning ON control page 48 

21 Station Transfer page 49 

21.1 Interlocked Station Transfer page 49 

21.2 Free Station Transfer page 50 

APPENDIX 

MINI-MAREX-C Appendix page 51 

Registration page 52 

Block diagrams page 56 

Single engine propulsion with up to 2 control stations page 56 

Single engine propulsion with up to 4 control stations page 57 

Twin engine propulsion with up to 2 control stations page 58 



and special feature "Synchronization" 


and special feature "Synchronization" 

Diagnostic of faults page 62 


Explanation of 

Symbols and Signs: 

Safety Advises: 


page 5 

Some passages within this user’s manual are marked with 

symbols opposite. To these passages attention has to be paid in 

particular. 

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

operating, and function of the control system which could affect 

the safety of the ship and its crew. 

This sign is to be found where special advises and tips are given 

to the system operator. 

Before starting the installation and tests of the control system, 

read all the following instructions and act with particular caution in 

accordance with them. 

Non-observance will cause the loss of any warranty claims on 


The control system and its components has to be installed and 

put into service in accordance with the instructions of this user’s 

manual only. 

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

engines are applied, the system components must be located 

away from areas with danger of explosion. The regulations 

regarding dangerous explosive areas have to be followed. 

For operating the remote control a separate ‘emergency stop’ 

push button at each station is an absolute requirement. 

Cables belonging to the system and in accordance with the 

instructions of this user’s manual may be used only. 

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

started. In this case the supply voltage has to be secured against 

turning ON again. 

During operation prevention against reaching inside the actuator 

and putting in objects has to be provided, there is an injury 

danger. 

The supply voltage must correspond to the details on the type 

plates of actuator and supply unit. 

The admissible cable length between battery and supply unit must 

not exceed 10m, if wire size 2,5mm² is used. 

Locked motors caused by misadjusted push-pull cables might 

burn out the DC motors and makes the control system fail.

page 6 SYSTEM 

1 System Set-up 

The Mini-Marex-C control system is designed for the remote control of marine propulsion plants with 

reversing gears . 

The system consists of the following pre-assembled components: 

MANNESMANN REXROTH Pneumatik 

MANNESMANN 

REXROTH 

Pneumatik 

MANNESMANN 

REXROTH 

Pneumatik 

MANNESMANN 

REXROTH 

Pneumatik 

Control panels for single and twin engine propulsion including 

control heads, indication lamps, push buttons, and dimmer. 

Actuators with integrated electronic control in the varied types. 

For each engine one (1) actuator is required. 

Actuator Pc.No. Control Stations Special Features 

323 699 400 0 1 to 2 control stations 

323 699 402 0 1 to 2 control stations synchronization 

323 699 410 0 1 to 4 control stations 

323 699 412 0 1 to 4 control stations synchronization 

323 699 414 0 1 to 4 control stations trolling 

All actuators for mechanical throttle control and mechanical gear shifting 

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

provides also the possibility to connect an engine start interlock. 

For each actuator one (1) supply unit is required. 

Pre-assembled electric cables with connector plugs for an easy 

connection of the power supply and the individual components. 

Push-pull cables for throttle control and gear shifting. 

Mounting kit for connecting the push-pull cable ( ball joint, hex. 

nut, cable clamp, and shim ). For each cable one (1) kit is 

required. 

The connection between control panel and actuator is completed by means of the connecting cable 

screwed on to control panel and actuator. 

For the mechanical connection between actuator and operating lever of throttle and reversing gear 

short push-pull cables have to be used and connected by means of suitable mounting kits. 

The operating voltage is supplied to the actuator from the power source passing the supply unit. 


SYSTEM page 7 

The block diagram below shows by way of example the configuration of a twin engine propulsion 

system with two (2) control stations and mechanical operated throttle control and gear shifting. Clearly 

shown are the individual system components as well as the connections of the electrical cables. 

For further block diagrams showing single and twin engine systems see ’appendix’. 

MANNESMANN 

REXROTH 

Pneumatik 

MANNESMANN 

REXROTH 

Pneumatik 


MANNESMANN 

REXROTH 

Pneumatik 

MANNESMANN 

REXROTH 

Pneumatik 

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

be located at each control station. 

The admissible length of the power supply cable between battery 

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

page 8 INSTALLATION 

2 Control Panel 

When mounting the control panel, provide enough space below the console to be accessible for 

plugging the electrical cable connections. Space is also needed to secure the cable externally using 

tie wraps. 

The control panel mounted on the console surface has to be secured with the enclosed hex nuts M5 

and flat washers. 

46 

The electronic board of the control panel must be protected from 

contact with other parts below the console. Otherwise damages 

to the circuit board or malfunctions may cause. 

For installation of the control panel the mounting surface must 

not exceed 40 mm thickness. 

If the mounting surface is less then 12 mm thick, the enclosed 

intermediate pieces are to be used to prevent damages to the 

electronic board during installation. 

M5 

To prevent water getting between console surface and control panel, a circulating form seal is fixed 

on the underside of the control panel. 


Panel 

max 40 mm 

Check the form seal for damages and especially on weather 

exposed control stations take care for a proper sealing between 

console surface and control panel. 

Penetration of water may cause failures and can destroy 

electronic components.

2.1 Outline Dimensions 

212 

Control Panel for 

Twin Engine Propulsion: 

50 

46 

70° 

151 

4 

R 5 

6. 

15° 

M5 

Panel Cut-out: 

154 

15° 

175 

156 

10 x 45° 

0,2 

MANNESMANN 

REXROTH 

Pneumatik 

70° 

0,2 

149 

180 

Pultplatte 

max 40 mm 

INSTALLATION page 9 

212 


Control Panel for 

Single Engine Propulsion: 

46 50 

70° 

4 

R 5 

76 

6. 

15° 

M5 

15° 

Panel Cut-out: 

149 

175 

151 

10 x 45° 

0,2 

Pneumatik 

MANNESMANN REXROTH 

70° 

100 

Pultplatte 

max 40 mm 

0,2 

74


3 Actuator and Supply Unit 

Actuator and supply unit should be installed close together. Watch the length of the supply cable to the 

actuator - 1,5m. 

The actuator and supply unit are fastened with 4 mounting screws each. Mounting holes and outline 

dimensions of the components are shown overleaf. Bulkhead mounting with the cable connections and 

push-pull cables directed downwards is preferred according to the drawing below. 

The devices should be installed in the engine room to a location that will ensure poor vibration. Also 

they should be located away from direct engine heat ( admissible temperature range 248K...333K / 

corresponding to -25°C...+60°C ), but so that the push-pull cable have a moderate length and easy 

bends. 

MANNESMANN 

REXROTH 

Pneumatik 

supply cable 

1,5m long 

Pneumatik 

MANNESMANN 

REXROTH 

connection for 

optional start interlock 

connection for 

supply voltage 

min. 300 mm 


390 mm 

adjustments on 

electronic board 

Provide sufficient space to be accessible for electrical and pushpull 

cable installations. 

After mounting the actuator, the cover has to open completely. 

For the control set up or adjustment modifications all devices for 

adjustments placed on the electronic board have to be accessible 

without restrictions. 

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

ensure the installation of the supply voltage and the optional start 

interlock as well as the check or eventually exchange of the 

installed fuses. 

The actuator and supply unit are designed for the control of 

Diesel engines. If gas engine propulsion systems are used, locate 

the components outside the explosive area. The regulations 

regarding explosive areas have to be followed.

3.1 Outline Dimensions 

Actuator: 


The outline dimensions of the different actuator types are identical. The various types differ from each 

other in the number and arrangement of sockets on the front plate only. The actuators are to be 

fastened by means of four (4) mounting screws M8. 

143 

81 

200 

Supply Unit: 

10 

9. 

1 

DREHZAHL 

RPM 

5 

MANNESMANN 

REXROTH 

Pneumatik 

284 

50 59 

323 699 402 0 

U N=10V 

... 32V I = N 7 A 

I MAX. = 30 A 

6 

330 

310 

GETRIEBE 

GEAR 

2 

7 


323 699 400 0 

323 699 402 0 

323 699 410 0 

323 699 412 0 

323 699 414 0 

The unit has to be fastened by means of four (4) mounting screws M8. 

88 

220 

80 

200 

30 

60 

* 

** 

MANNESMANN 

REXROTH 

Pneumatik 

8,2 

160 

200 

cable length 

1,50 m 

for cable * 8-12 

for cable ** 6-10 

1 

273 

1 

DREHZAHL 

RPM 

DREHZAHL 

RPM 

5 

5 6 

2 

DREHZAHL 

RPM 

2 

323 699 402 0 

U =10V ... 32V I = 7 A 

I = 30 A 

1 5 6 

323 699 402 0 

U =10V ... 32V I = 7 A 

I = 30 A 

323 699 410 0 

U =10V ... 32V I = 7 A 

I = 30 A 

6 

33 

GETRIEBE 

GEAR 

GETRIEBE 

GEAR 

3 

GETRIEBE 

GEAR 

7 

2 

7 

4


4 Push-Pull Cables 

For the mechanical connection between actuator and engine throttle lever and gear shift lever 

type 33C push-pull cables have to be used. 

76 Hub 110 max 33 

** 

10-32 UNF-2A 

170 + 3 

22,1 

for half stroke 

angle of excursion: max. 8° polydimensional 

4.1 Installation to Actuator 

Remove mounting plate ( 6 ) from the actuator housing. 

8,5 

min 5 

9,46 

6,35 


3,27 

min 5 

9,46 

Minimum bending radius: 200 mm 

Transmissible forces 

tracting: max. 700 N 

extracting: max. 350 N 

** 

Push-pull cables should be installed with easy bends. The 

effectiveness depends on the total degrees of bends. 

Total degrees of bends 90° → effectiveness 82% 

Total degrees of bends 360° → effectiveness 55% 

Feed cable rod ( 7 ) through the opening of the actuator housing. 

Turn ‘OFF’ the power supply before installation work is started. 

Injury danger. 

Put mounting plate ( 6 ) with the recess into the provided groove of the cable rod ( 2 ) and reinstall it to 

actuator.

GETRIEBE 

GEAR 

2 7 

Turn one of both hex nuts ( 3 ) onto cable rod end until stop. 


6 


7 

recess 

receiver groove 

Retract actuator guide ( 2 ) by means of handwheel ( 1 ) until there is a distance "a" of approx. 1mm 

between flange (5) and guide (2). At the same time put cable rod thread through the guide’s hole (2). 

Press rubber seal ( 4 ) tight onto cable rod joint and adjust cable until there is a distance of approx. 

2mm between thread end and seal. In this position tighten second hex nut (3) to the guide (2). 

6


4.2 Installation to Throttle - and Gear Lever 

For connecting the push-pull cables to engine throttle - and reversing gear lever a mounting kit, Pc.No. 

323 699 006 2 is available. The listed parts ( one each ) are shown below. 

ball joint cable clamp 

shim 


hex nut 10-32 UNF 

. 

For each cable one ( 1 ) connection kit is needed. 

The max. travel for throttle and gear shift movements is 70mm. Any position for ‘Idle speed, Full 

speed, Ahead, Astern, Neutral’ can be adjusted electrically within this travel stroke independent of each 

other. 

Recommended is a travel of approx. 60 mm. Longer travel 

reduces the adjustment possibilities, shorter travel decreases the 

control accuracy. 

For installation the push-pull cables use the mounting stencil enclosed to the actuator. 

Connect ball head of the ball joint to the throttle and gear shift lever and watch the lever movement "s" 

(approx. 60mm) between the end positions (Idle ↔ Full speed / Ahead ↔ Astern). It must be centrally 

within the adjustable range ( hatched range of mounting stencil ). 

mounting stencil 

ball joint 

= = 

"s"


Locate the anchor device ( cable clamp, shim ) so that the push-pull cable forms a right angle ( 90° ) to 

the central axis of the travel stroke. Mark the distance to the fastening of the anchor device according 

to the mounting stencil, or measure the distance 188mm - see drawing below. 

Take care that during the arched travel the joint tube is swerved 

out of the cable’s axle direction as even as possiblemax. 

admissible swerve angle ± 8° 

Greater swerve angles may cause function failures of the 

DC motors. 

188 

Turn hex nut and ball joint onto the cable rod end and fasten the ball joint by means of the counter nut. 

Connect ball joint to lever ball head. Check the wanted movement by turning the handwheel ( 1 ) inside 

the actuator ( see drawing on page 13 ) 

anchor clamp 


90° 

"s" 

Within the wanted travel the guide (2) should not reach the 

actuator stops. Provide a safe distance "a" = 4mm (see drawing 

on page 13). Also the cable movement must not be restricted by 

any external mechanical stop. Misadjusted cables may cause 

motors to lock and to destroy. System failure, danger of fire. 

ball joint 

hex. nut 

"s"

page 16 ELECTRICAL CONNECTION 

5 Power Supply 

The control system operates from 10V up to 32Volt, DC and draws 30A (shortly), 10A (continuously). 

6 Grounding 

Actuator and supply unit have to be grounded according to the actualities on-the-spot. 

The actuator and supply unit have to be grounded directly to one of the four mounting screws of each 

device. If a direct grounding (connection to ship’s mass) is not possible, the grounding has to be 

carried out by means of flexible earth leads or earth strips ( see tables below ). 

Dimensioning of Dimensioning of earth strips 

flexible earth leads ( 0,2 mm or thicker ) 

length up to size length up to width 

50 mm 6 mm² 100 mm 20 mm 

100 mm 10 mm² 200 mm 50 mm 

150 mm 25 mm² 300 mm 75 mm 

200 mm 70 mm² 500 mm 125 mm 

The above said goes also for data cables, e.g. ‘start interlock’ or ‘RPM pick-up’ specially marked in the 

operating manual and diagrams. 

7 Arrangement of Actuator Sockets 

A long-lasting good grounding contact has to be ensured. 

For twin engine systems a sufficient potential equalisation 

between both propulsions plants has to be provided. 

The following figures show the socket arrangement and their assignment of the various actuators. 

Not used sockets must be sealed by means of the included protective plugs. Otherwise the 

actuators´s protection will be dimished. 

323 699 400 0 

323 699 402 0 

323 699 410 0 

323 699 412 0 

323 699 414 0 

1 

1 

1 

DREHZAHL 

RPM 

DREHZAHL 

RPM 

5 

5 

DREHZAHL 

RPM 

5 

2 

323 699 402 0 

U N=10V ... 32V NI 

= 7 A 

I MAX. = 30 A 

323 699 402 0 

U N=10V ... 32V NI 

= 7 A 

I MAX. = 30 A 

6 

323 699 410 0 

U N =10V ... 32V I N = 7 A 

I MAX. = 30 A 

6 

6 

3 

GETRIEBE 

GEAR 

GETRIEBE 

GEAR 

2 

GETRIEBE 

GEAR 

7 

2 

7 

4 


Socket Connection to... 

No. 


Station 1 


Station 2 


Station 3 


Station 4 

5 Supply Unit 

6 Serial Interface for 

Twin Engine Propulsion 

7 RPM Pick-up for 

Synchronization 

7� Control Line for 

Trolling 

� see User’s Manual „Trolling“

8 Connection to Supply Unit 

The supply unit has to be connected as shown in the drawing below. 

+ 

battery source: 12V / 24V DC 

fuse 

F3 = 16A T 

*) possible connetion for 

start interlock 

( see section 8.1 ) 

MANNESMANN 

REXROTH 

Pneumatik 

*) 

+ + 

ELECTRICAL CONNECTION page 17 

to actuator connection No.5 

Pneumatik 

REXROTH 

MANNESMANN 


supply cable 2x2,5mm² 

*) max. cable length 10m 

LED 2 

green 

LED 1 

green 

104 

103 

connection: 


terminals for wire size 

max. 2,5mm² 

fuse 

F2 = 10A T 

fuse 

F1 = 3,15A mT 

*) 

102 

101 

+ 

connection: 

power supply 

Not delivered by 


The supply voltage must correspondent to the details on the 

actuator’s type plate. A false supply voltage may cause 

damages to the circuit board or function failures. 

The admissible cable length must not exceed 10m, if wire size 2,5 

mm² is used. Function failure 

Lock connector plug No. 5. A loose connection may cause 

control failure. 

Protecting the subsequented electronics and DC motors, the supply unit is provided with the fuses 

F1=3,15A (medium- slow-blow) for the electronics and F2=10A (slow-blow) for the DC motors. A green 

LED is assigned to each fuse. The LEDs are lighted, if the fuses are in order and when supply voltage 

has been turned on. 

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

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


8.1 Start Interlock 

( Not delivered by Rexroth Mecman ) 

The supply unit provides a potential-free relay contact (terminals 103 and 104) to be used for a start 

interlock that requires the control system to be in definite conditions. The engine can be started under 

the following conditions only: 

→The remote control must be ON. 

→One control station must have taken command. 

→The transmitter in command must be in Neutral or Warming-up position. 

If the starting requirements are not fulfilled, the relay contact interrupts the connection between key 

start ( key switch, start push button, or others ) and start solenoid relay. 

starter 

+ 

- 

key start 

battery source 

The maximum load given to the relay contacts inside the actuator 

amounts 32V DC / 2A. 

Higher loads may destroy the relay. 

For higher loads provide an external relay. 

starting relay 

+ 

- 

starting battery 

shielded cable 

supply unit 

to actuator 


Pneumatik 

MANNESMANN 

REXROTH 

104 

103 

connection: 


One (1) cable gripper is enclosed the device. 

As start interlock cable a shielded cable ( eg. LIYCY ) must be 

used only. 

One end of the shielding drain wire must be connected 

circumferential to the cable gripper (supply unit). The free cable 

end has to be connected to mass - also circumferential. 

Connect free cable end circumferentiato mass: 

Strip PVC cover and shielding back ring-like and fasten a metallic 

clamp around the open shield. Connect the clamp directly to 

mass. 

If the metallic clamp can’t be connected directly to the mass, an 

ground strip (see fig. left ) between clamp and mass has to be 

used. 


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

9 Control Panel Cable 


Connect shielding to cable gripper 

Push pressing screw (1) and sealing kit (2) onto the 

cable. Remove PVC cover and shielding as far as 

necessary. Strip shielding (3) back approx. 10mm 

and widen it conical. Lead shielding drain net over 

inner cone (4) and tighten cable gripper. 

These connecting cables are used between the various control panels and the actuator. 

On the cable’s type plate a 10-figure Pc. No. - 894 620 24� 2 - is stated. At the place marked � 

a figure is indicating the different cable lengths being available. 

26 

Single engine propulsion: 

1 

2 

type plate 

For single engine propulsion systems one (1) female connector plug at the underside of the control 

panel is provided for connecting the cable to the control panel. 

Connection: Control panel 1 to be connected to socket 1 

Control panel 2 to be connected to socket 2 



3 

4 

10 mm 

control station 1 

to actuator socket 1 





1 2 


3 

actuator 


Pneumatik 

MANNESMANN 

REXROTH 


4 

26 

MANNESMANN REXROTH Pneumatik MANNESMANN REXROTH Pneumatik 

to actuator socket 4


Twin engine propulsion: 

For twin engine propulsion systems two (2) female connector plugs at the underside of the control 

panel are provided for connecting the cables to the control panels; one each for Port and Stbd. 

Connection: Port control panel 1 to be connected to socket 1 of Port actuator 

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

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






1 

2 

Pneumatik 

REXROTH 

MANNESMANN 

to socket 1 

Port actuator 

Port 

actuator 

connection to station 3 and 4 

Port actuator 

3 4 

MANNESMANN 

REXROTH 

Pneumatik 

Control station 1 

Port Stbd 

to socket 1 

Stbd actuator 

to socket 2 

Port actuator 

MANNESMANN 

REXROTH 

Pneumatik 


Port Stbd 

to socket 2 

Stbd actuator 


1 2 

Pneumatik 

REXROTH 

MANNESMANN 

Stbd 

actuator 

Stbd actuator 

3 4 

MANNESMANN 

REXROTH 

Pneumatik 

ect. up to max. 


Lock connector plugs after plugging in. A loose connection may 

cause a control failure.

10 Intercommunication Cable 

( For twin engine propulsion only ) 


The intercommunication cable serves the internal data transfer between Port and Stbd actuator within 

twin engine systems. 



26 

type plate 

The intercommunication cable is always connected to actuator socket No. 6. 

to socket No.6 

6 

Port 

actuator 

Pneumatik 

MANNESMANN 

REXROTH 

to socket No.6 

Stbd 

actuator 


6 

Pneumatik 

MANNESMANN 

REXROTH 


cause a control failure.. 

The intercommunication cable is an absolute requirement. 

11 RPM Cable 

( For twin engine propulsion including sychronization option only ) 

This RPM cable serves the connection between engine speed pick-up and actuators with 

synchronization option. 



26 

type plate 

26


At the free end of the RPM-cable there are four (4) colour coded wires - WH ( withe ), BN ( brown ), 

GN ( green ) and YE ( yellow ). For connecting the RPM pick-up the BN ( brown ) and GN ( green ) are 

needed only. The RPM pick-up has to be connected according to the manufacturers instructions. 


cause a control failure. 

The free cable end has to be connected circumferential to mass. 

11.1 RPM Pick-up 

( For twin engine propulsion including synchronization option only ) 

( Not delivered by Rexroth Mecman GmbH ) 

For each engine one RPM pick-up is needed to give a speed signal to the actuator. 

As RPM pick-ups may be used electric tachometers as well as pulse generators. In many cases the 

speed signal taken from the dynamo terminal "W" meets the technical requirements and a separate 

RPM pick-up is not necessary. 

Technical requirements: 

Because of slip in the dynamo drive synchronization is less 

precise, if dynamo terminal „W“ is used - compared with 

synchronization based on inductive speed sensoring. 

Frequency range: a) 20 Hz...1300 Hz, sine - or rectangular signal 

or b): 200 Hz...13000 Hz, sine - or rectangular signal 

Signal voltage: min. 1 Vss Z) 

max. 100 Vss 

Input impedance: approx. 10 KΩ 

( actuator ) 

Recommended input frequency at max. engine speed: 

130 Hz for frequency range a) 

Recommended input frequency at max. engine speed: 

6500 Hz for frequency range b) 

Z) "Vss" ( Volt Spitze-Spitze ) stands for voltage of the AC signals amplitude from peak to peak. 

Example: rectangular signal: 


1 Vss 

up to 

100 Vss

Connection to electric tachometer: 

G 

Connection to pulse generator: 

Connection to dynamo terminal "W": 

G 


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

indicators utilising the signal voltage, interferences may effect 

these devices. 

(-) 

GN 

BN 

GN 

BN 

Terminal "W" 

GN 

BN 

Connect free cable end circumferential to mass: 

Strip PVC cover and shielding back ring-like and fasten a metallic 

clamp around the open shield. Connect the clamp directly to 

mass. 

If the metallic clamp can’t be connected directly to mass, an 

ground strip (see fig. left ) between clamp and mass has to be 

used. 


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


page 24 ADJUSTMENTS AND FUNCTIONS 

12 Location and Assignment of Adjustment Devices 

The figure below shows the arrangement of the adjustment devices ( function switches I to III and 

potentiometer P1 and P2 ) on the main circuit board which is located inside the actuator cover. The 

electronic board is accessible after the actuator has been opened. 

Diagnostics of Faults 

THROTTLE DRIVE 

P1 

left 

right 

POTENTIOMETER 

Stroke Adjustments 

LED 5 

LED 4 

LED 3 

LED 2 

LED 1 

P2 

P1 = Coarse adjustment 

P2 = Fine adjustment 

Depending on the actuator’s installation position it might be 

possible that the circuit board is placed upside down contrary to 

the shown illustration. In this case the location of the adjustment 

devices is "mirror effected". 

CLUTCH DRIVE 

left 

right 

open 

FUNCTION SWITCHES 

OFF ON 

1 

2 

3 

4 

5 

6 

7 

8 

8 

7 

open 

5 6 

OFF ON 

1 

2 

3 

4 

5 

6 

7 

8 


4 

1 3 

2 

open 

OFF ON 

1 

2 

3 

4 

5 

6 

7 

8 

Plug 

open 

OFF 

Operating 

Voltage 

The overleaf table shows the various adjustment devices and their related functions. 

ON 

+5V 

+15V

Function Assignment of Adjustment Devices 

Function Switch-I 

open 

1 

2 

3 

4 

5 

6 

7 

8 

Function Switch-II 

1 

3 

4 

5 

6 

7 

8 

open 2 

Function Switch-III 

2 

3 

4 

5 

open 1 

6 

7 

8 

open 

OFF ON 

ADJUSTMENTS AND FUNCTIONS page 25 

Slave / Master ( twin engine propulsion systems ) 

Interlocked / Free station transfer ) 

20 Hz...1300 Hz / 200 Hz...13000 Hz ( frequency range for synchronization ) 

not used 

mechanical / solenoid operated gear shifting 

Operation / Terminal input 

Operation / Transmitter adjustment and release of remote stations 

Operation / Test 

0 / 1 s T1: Holding time of power boost before clutch engagement 

0 / 0,5 s 

0 / 2 s T2: Holding time of power boost after clutch engagement 

0 / 1 s 

0 / 6 s 

0 / 3 s T3: Delay time before reversing 

0 / 1,5 s 

Power boost NO / YES 

Operation / Adjustment Mode 

Special adjustment (Control Station) / Standard adjustment (Engine Room) 

Position DIP- Switch III 

to be adjusted 3 4 5 6 7 8 

Gear „Ahead“ ON OFF OFF OFF OFF ON 

Gear „Astern“ ON OFF OFF OFF ON OFF 

Gear „Neutral“ ON OFF OFF ON OFF OFF 

Idle speed OFF OFF OFF OFF OFF ON 

Full speed OFF OFF OFF OFF ON OFF 

Second idle speed OFF OFF OFF ON OFF OFF 

maximum speed for 

Trolling� 

OFF ON OFF OFF ON OFF 

minimum slip position 

for Trolling� 

ON ON OFF OFF ON OFF 

maximum slip position 


ON ON OFF OFF OFF ON 

� for special option "Trolling" only / see separate operating manual 


Potentiometer for stroke adjustments 

P 1 P 2 

Coarse adjustment Fine adjustment 

Switch position Potentiometer P1 and P2 are effective in 

combination with function switch III only


13 Basic Adjustments 

13.1 Function Switch-I 

open 

6 

7 

DIP-switch I-1 ( Slave / Master ) 

1 

2 

3 

4 

5 

8 

Before basic adjustments are carried out, turn OFF the supply 

voltage and shut OFF the engine. Also the push-pull cables to 

gear shift lever and throttle lever must be disconnected. 

Otherwise there is an accident risk. 

switch position OFF 

( open ) 

For single engine propulsion: DIP-switch I-1 in ON position 


switch position ON 

For twin engine propulsion: either engine can be „Master“ engine 

DIP-switch I-1 in ON position 

DIP-switch I-2 ( Station transfer ) 

the other engine then must be „Slave“ engine 

DIP-switch I-1 in OFF position 

Procedure of command transfer from one control station to the another station. 

Interlocked station transfer: DIP-switch I-2 in OFF position 

With this setting a station transfer to any other control station is possible only, if the operator 

has moved the transmitter lever either in NEUTRAL position or into the same direction range 

(AHEAD or ASTERN) as the transmitter in command. 

Free station transfer: DIP-switch I-2 in ON position 

With this setting a station transfer is possible at any time without any interlocking. The 

command is transferred immediately to the requesting station and any possible lever position 

from there now is transmitted to the control. 

If the lever of the transmitter in command is in FULL AHEAD 

position whereas the lever position of the transmitter gaining 

command is in FULL ASTERN, a reversing maneuver will follow 

immediately.


DIP-switch I-3: ( 20Hz...1300Hz / 200Hz...13000Hz ) 

( For twin engine propulsion including synchronization option only ) 

Similarity between the frequency ranges of the actuator’s speed sensoring and used RPM pick-up. 

Frequency range 20Hz...1300Hz DIP-switch I-3 in OFF position 

for recommended input frequency of approx. 130Hz at rated engine speed 

Frequency range 200Hz...13000Hz DIP-switch I-3 in ON position 

for recommended input frequency of approx. 6500Hz at rated engine speed 

DIP-switch I-4: not used 


DIP-switch I-5 ( mechanical / solenoid operated gear shifting ) 

Generally the actuators described in this manual can be applied for cable gear shifting only. 


DIP-switch I-6 ( operation / terminal-input ) 

This switch is for internal use only. 


DIP-switch I-7 ( operation / transmitter alignment and release of remote stations ) 

The switch position „operation / transmitter alignment and release of remote stations“ is described 

separately on page 36. The signal transmitter alignment and release of remote stations is carried out 

after all the other adjustments have been completed. 


DIP-switch I-8 ( operation / test 

This switch is for internal use only. 




13.2 Function Switch-II 

�� 

open 

1 

2 

3 

4 

5 

6 

7 

8 


( open ) 



DIP-switch II-1 T1: Holding time of power boost before clutch engagement 

DIP-switch II-2 

„Holding time T1“ ( before clutch engagement ) is active only, if 

the feature „power boost“ has been selected by means of the DIP 

switch II-8. 

After the transmitter lever is moved into the 1 st detent AHEAD or ASTERN, before clutch engagement 

the set „holding time T1“ passes by. 

„Holding time T1“ is adjustable between 0 and 1.5 seconds by means of the DIP-switches II-1 

and II-2. 

�� 

DIP-switch DIP-switch adjusted 

II-1 

II-2 holding time T1 

OFF OFF 0 seconds 

OFF ON 0,5 seconds 

ON OFF 1,0 second 

ON ON 1,5 seconds 

DIP-switch II-3 T2: Holding time of power boost after clutch engagement 

„Holding time T2“ ( after clutch engagement ) is active only, if the 

feature „power boost“ has been selected by means of the DIP 

switch II-8. 

After clutch engagement ( Ahead or Astern ) the „holding time T2“ passes by, before the control will 

release a new order given by the signal transmitter. 

„Holding time T2“ is adjustable between 0 and 3 seconds by means of the DIP-switches II-3 

and II-4. 

DIP-switch DIP-switch adjusted 

II-3 

II-4 holding time T2 

OFF OFF 0 seconds 

OFF ON 1 second 

ON OFF 2 seconds 

ON ON 3 seconds


DIP-switch II-5 

DIP-switch II-6 T3: Delay time before reversing 

DIP-switch II-7 �� 

For a reversing maneuver AHEAD ↔ ASTERN or coming out of a drive position into NEUTRAL the 

adjusted „delay time T3“ is activated automatically. The pause delays the clutch disengagement. 

Example: 

The transmitter lever is moved from AHEAD to ASTERN ( or reversed). Immediately the throttle setting 

drops to idle speed, but the gear remains engaged AHEAD ( or ASTERN ) according to the adjusted 

delay time. This allows to decrease the vessel speed before reversing takes place and speed is built 

up again. 

The real delay time ( delay of disengagement ) is depending on: 

→ the adjusted „delay time T3“ 

→ value and duration of engine speed prior to the reversing maneuver 

→ cruising direction 

The maximum pause on a straight „Crash Reversing“ is achieved, if the control position was set for 

more than five (5) times the adjusted „delay time“. With a command period less than five (5) times the 

adjusted automatically„delay time“, as well as with a decreased engine speed the pause will be 

shortened by the control. For reversing with idle speed the pause is zero. The delay time from 

ASTERN to AHEAD in principle is half that for reversing from AHEAD to ASTERN. 

The „maximum delay time T3“ is adjustable between 0 and 10.5 seconds by means 

of the DIP-switches II-5, II-6 and II-7. 

DIP-switch 

DIP-switch 

DIP-switch 

adjusted 

II-5 

II-6 

II-7 

delay time T3 

OFF OFF OFF 0 seconds 

OFF OFF ON 1,5 seconds 

OFF ON OFF 3 seconds 

OFF ON ON 4,5 seconds 

ON OFF OFF 6 seconds 

ON OFF ON 7,5 seconds 

ON ON OFF 9 seconds 

ON ON ON 10,5 seconds 



During a later sea trial the most favourable „reversing time T3“ according to the vessel and propulsion 

system may be found out and adjusted as follows. 

1. Move transmitter lever in AHEAD detent position (idle). 

2. Move lever in FULL AHEAD position and take the time the engine attains 

two thirds of its maximum speed. 

3. Set the measured time by means of the DIP-switches II-5, II-6 and II-7. 

4. Do some more reversals over the complete speed range and determine 

the most favourable reversing time for propulsion and ship. 

DIP-switch II-8: power boost NO / YES 

Power boost NO: DIP-switch II-8 in OFF position 

Power boost YES: DIP-switch II-8 in ON position 

Begin the reversals always with low speed and increase the 

speed easily. Reset and adapt the „delay time T3“ A „crash 

maneuver“ with a reversing time too short may cause damages to 

clutch, gear, and engine. 

The setting „power boost YES" activates the following functions and are processed by the control. If 

„power boost NO“ is set, these functions are not taken in account by the control, even if delay times 

have been set.. 

→T1: Holding time of power boost before clutch engagement ( DIP-switch II-1 and II-2 ) 

→T2: Holding time of power boost after clutch engagement( DIP-switch II-3 and II-4 ) 

→Second idle speed ( will be set later together with the speed adjustments ) 

The combination of these three (3) functions shall be explained with the following example. 

Example: 

The transmitter lever is moved from NEUTRAL to the AHEAD detent position ( idle ). The control runs 

the following steps: 

1. Power boost 

The engine speed increases up to the adjusted value of the „second idle speed“. 

2. Holding time T1 

The adjusted holding time T1 insures that the increased engine speed (second idle speed.) is built up 

before clutch engagement. 

3. Clutch engagement 

At the end of holding time T1 the AHEAD clutch is engaged. 



4. Holding time T2 

The adjusted holding time T2 insures a safe clutch engagement absorbing the propeller’s back torque 

by means of the increased speed (second idle speed ). 

5. Idle speed 

At the end of holding time T2 the engine speed is set back to idle. In case the transmitter lever was 

moved to a position with a higher nominal speed value preset, the engine speed is released to that 

value without dropping to idle before. 

14 Stroke Adjustment 

If the holding times T1 and/or T2 are needed without power 

boosting, the second idle speed may be adjusted to the idle value 

making the power boost ineffective. 

By means of the function switch-III and the potentiometer P1 and P2 the following 

gear shift positions are adjusted 

� Ahead 

� Neutral 

� Astern 

Also the throttle positions 

� min. speed ( Idle ) 

� max. speed ( Full ) 

� second idle speed 

For adjustments the engine must be stopped. Possible 

misadjustments may cause uncontrolled commands. Danger of 

damages to propulsion system and ship. 

For a free movement during adjustment works the throttle and 

gear shift cables must be disconnected. The push-pull cables 

must move in and out without any obstruction. Cable blocking 

may cause function failures and possible damages to cable, 

shift levers or actuator. 

To do any adjustment, first turn ON the control and take over command at control station 1 

( main station ) with the transmitter levers in NEUTRAL position. The procedure of activating the 

control is described in section „operating instructions on page 48. 

Before turning ON the control, it has to be checked that the 

control is connected correctly and fuse protected. A false supply 

voltage or false connections may cause malfunctions or a 

control failure. 



Function switch III 

open 

1 

2 

3 

4 

5 

6 

7 

8 


( open ) 



DIP-switch III-1: operation / adjustment mode 

By means of this switch the alternation between control operation and adjustment mode for 

programming the wanted travel positions of throttle and gear cable ( see the following adjustment 

procedure ). 

DIP-switch III-2: special adjustment (control station ) / standard adjustment ( engine room ) 

All adjustments must be carried out in standard adjustment mode. 

DIP-switch III-2 always in ON position 

DIP-switch III-3 to III-8: 

By means of the DIP-switches 3 to 8 the push-pull cable position is determined. Depending on the 

concerted switch setting the various adjustments are possible. The settings are shown in the table 

below. Each line corresponds to a position to be adjusted. The switch settings are to be read from the 

left to the right. 

Position DIP-switch 

3 4 5 6 7 8 

Gear„AHEAD“ ON OFF OFF OFF OFF ON 

Gear„ASTERN’ ON OFF OFF OFF ON OFF 

Gear„NEUTRAL’ ON OFF OFF ON OFF OFF 

Idle speed OFF OFF OFF OFF OFF ON 

Full speed 

Second idle speed 

OFF 

OFF 

OFF 

OFF 

OFF 

OFF 

OFF 

ON 

ON 

OFF 

OFF 

OFF 

e.g. "Gear Neutral" 

maximum speed for 

Trolling� 

minimum slip position 


maximum slip position 


OFF 

ON 

ON 

ON 

ON 

ON 

OFF 

OFF 

OFF 

OFF 

OFF 

OFF 

ON 

ON 

OFF 

OFF 

OFF 

ON 

DIP-switch -3 in ON position 

DIP-switch -4 in OFF position 


DIP-switch -6 in ON position 



� for special option "Trolling" only / see separate operating manual 

Programming sequence ( example: „Gear Neutral“) 

The programming must follow a definite sequence, otherwise the 

control will not accept the adjustment. 

1.) 2.) 3.) 

Set DIP-switch 3 to 8 Set DIP-switch 2 to ON Set DIP-switch 1 to ON 

OFF ON 

1 

2 

3 

4 

5 

6 

7 

8 

open 

3...8 

and stay there 

OFF ON 

1 

2 

3 

4 

5 

6 

7 

8 

open 

2 

OFF ON 

1 

2 

3 

4 

5 

6 

7 

8 

After DIP-switch 1 is set in ON position, the control is in adjustment mode and the corresponding 

actuator drive moves to the last stored position. 

open 

1


4.) 5.) 

Adjust the wanted position approximately Adjust the wanted position exactly 

by means of pot P1 ( coarse adjustment ) by means of pot P2 ( fine adjustment ) 

By means of the potentiometers all positions to be adjusted can be displaced over the total travel 

range. The position „minimum speed“ ( Idle ) can be shifted from the retracted to the extracted actuator 

drive position, and the position „maximum speed“ ( Full speed ) then is set to the retracted actuator 

drive position (reversal of travel direction). In the same way the positions „Gear AHEAD“ and „ Gear 

ASTERN“ may be interchanged. 

Before each adjustment the pots should be set to its mid-position. 

This will allow sufficient adjustment for both directions. 

In case the pot’ s adjustment range is not sufficient for getting the 

wanted travel position, the adjustment procedure has to be 

interrupted ( DIP-switch-1 on OFF ). After the potentiometer is set 

back and alternated to adjustment mode ( DIP-switch-1 in ON 

position ), the adjustment may be continued. Do not change the 

other DIP switches. 

Both potentiometers have a mechanical stop. Don’t overwind 

the potentiometers. In consequence they will be damaged. 

After the wanted position has been adjusted, exit the adjustment mode as follows. 

6.) 7.) 8.) 

Set DIP-switch 1 for OFF. Set DIP-switch 2 to ON Set Dip-switch 3...8 to OFF 

OFF ON 

1 

2 

3 

4 

5 

6 

7 

8 

open 

1 

and stay there 

OFF ON 

1 

2 

3 

4 

5 

6 

7 

8 

open 

After DIP-switch-1 is set in OFF position, the chosen actuator travel position is stored in the control 

memory. The corresponding actuator drive moves to NEUTRAL (gear shift adjustment) or to Idle 

(throttle adjustment). 

In the following the next position can be adjusted in the same way. Chose the switch combinations for 

the position to be adjusted according to the table and follow the programming steps from 1.) to 8.) . 


2 

OFF 

1 

2 

3 

4 

5 

6 

7 

8 

open 

ON 

3...8


14.1 Gear Shift Adjustments 

�� AHEAD 

�� NEUTRAL 

�� ASTERN 

In practice for the following described push-pull cable adjustments 

an assistant has proved worthwhile. While one person does the 

adjustment according to „section 14 stroke adjustment“, the other 

person may check the implementation at the gear shift lever. 

Move gear shift lever into the position to be adjusted ( „Ahead“, „Astern“, „Neutral“ ) and adjust the 

actuator drive ( as described in „section 14 stroke adjustment“ ) that way to connect the gear shift 

cable in the different lever positions smoothly. 

Approx. 0,5mm to 1mm clearance to the lever stops makes sure 

that the actuator drive doesn’t jam against them. 

Failures, danger of fire. 

stop 

Programming sequence for „Gear in AHEAD" 

free space free space 

ASTERN 

NEUTRAL AHEAD stop 


3 4 5 6 7 8 

Gear AHEAD ON OFF OFF OFF OFF ON 

The max. travel for the gear shift movement between the 

positions AHEAD and ASTERN is max. 70mm. 

Recommended is a travel of approx. 50....60 mm. Longer travel 



1.) 2.) 3.) 4.) 5.) 6.) 7.) 8.) 

OFF ON 

OFF ON 

1 

1 

2 

2 

3 

3 

4 

5 

3...8 

4 

5 

6 

6 

7 

7 

8 8 

open 

open 

2 

OFF ON 

1 

2 

3 

4 

5 

6 

7 

8 

open 

1 

OFF ON 

1 

2 

3 

4 

5 

6 

7 

8 

open 

1 

OFF ON 

1 

2 

3 

4 

5 

6 

7 

8 

open 


2 

OFF ON 

1 

2 

3 

4 

5 

6 

7 

8 

open 

3...8

14.2 Throttle Adjustment 

�� Idle 

�� Full speed 

�� 2nd. Idle speed 

( for power boost ) 


In practice for the following described push-pull cable adjustments 

an assistant has proved worthwhile. While one person does the 

adjustment according to „section 14 stroke adjustment“, the other 

person may check the implementation at the throttle lever. 

Move throttle lever into the position to be adjusted ( „Idle“, „Full speed“, „2 nd Idle speed“ ) and adjust the 

actuator drive ( as described in „section 14 stroke adjustment“ ) that way to connect the throttle cable in 

the different lever positions smoothly. 

Approx. 0,5mm to 1mm clearance to the lever stops makes sure 

that the actuator drive doesn’t jam against them. 

Failures, danger of fire. 

stop 

Programming sequence for "minimum speed ( Idle )“ 

idle 

free space 

2nd. idle speed 


free space 


3 4 5 6 7 8 

minimum speed ( Idle ) OFF OFF OFF OFF OFF ON 

stop 

full speed 

The max. travel for the throttle movement between the positions 

Idle and Full speed is max. 70mm. 

Recommended is a travel of approx. 50....60 mm. Longer travel 



1.) 2.) 3.) 4.) 5.) 6.) 7.) 8.) 

OFF ON 

OFF ON 

1 

1 

2 

2 

3 

3 

4 

5 

3...8 

4 

5 

6 

6 

7 

7 

8 8 

open 

open 

2 

OFF ON 

1 

2 

3 

4 

5 

6 

7 

8 

open 

1 

OFF ON 

1 

2 

3 

4 

5 

6 

7 

8 

open 

1 

OFF ON 

1 

2 

3 

4 

5 

6 

7 

8 

open 

2 

OFF ON 

1 

2 

3 

4 

5 

6 

7 

8 

open 

3...8

page 36 ADJUSTMENTS AND FUNCTI0NS 

15 Transmitter Alignment 

and Release of Control Stations 

This feature is used to align the lever positions 

� Detent „Idle / AHEAD“ 

F Stop „Full speed / AHEAD“ 

� Detent „Idle / ASTERN“ 

F Stop „Full speed / AHEAD“ 

Transmitter alignment and release must be carried out! 

Only after alignment and release the control does 

acknowledge the connected signal transmitters and clears 

them for operation!!!! 

The release of the signal transmitters occurs automatically 

Before transmitter alignment is carried out, turn OFF the engine 

to provide uncontrolled maneuvering. 

between transmitter and actuator. Because of manufacturing tolerances "Full speed" of one transmitter 

can be positioned at the lever travel stop, whereas the transmitter on another station signals "Full 

speed" some before the stop. Corresponding goes for the other positions. 

The alignment ensures that “Full speed” is always positioned at the lever travel stop and “idle speed” in 

the corresponding detents. This feature helps continuous speed setting without dead lever travel. 

3 

speed setting 

Full speed 

Gear AHEAD 

(detent) 

2 

AHEAD range 

NEUTRAL 

(detent) 

1 


Gear ASTERN 

(detent) 

2 

ASTERN range 

speed setting 

Full speed 

3

Procedure of transmitter alignment 


Action: Turn ON the control. Align twin engine systems separately, i.e. turn ON one control 

at a time. 

Move transmitter lever at all stations into NEUTRAL position. 

Take over command at control station 1. 

Set actuator DIP-switch I-7 in ON position ( transmitter alignment ). 

Result: An steady buzzer tone sounds at all stations. 

Transmitter to be aligned. 

The lighting of all transmitters blinks with low repetition. 

Action: Move transmitter lever to NEUTRAL”. 

Push “station transfer" button for approx. 3 seconds. 

Result: Buzzer tone at all stations stops. 

Lighting of the transmitter to be aligned flashes with high repetition, the lighting of all 

the other transmitters blinks with low repetition. 

Action: Move transmitter lever in the position to be aligned ( “Idle / Ahead detent”, "Full speed 

/ Ahead”, “Idle / Astern detent”, “Full speed / Astern” 

Push always “station transfer" button. 

Result: If the alignment was successful, after 3 seconds the buzzer will sound once. 

If the alignment wasn't successful, after 3 seconds the buzzer will sound 3 times. 

Repeat the alignment procedure. 

Action: Align all the other lever positions in the same way. 

If there are more remote stations connected, align them as well. 

Action Move to the next control station and depress „station transfer“ button for 3 seconds 

until the lighting is flashing with high repetition. 

(For the alignment the transmitters must be positioned in NEUTRAL again.) 

In the following carry out the alignment procedure as described above. 

Completion of transmitter alignment: 

Action: Set actuator DIP switch I-7 back to OFF ( operation ). 

See also page 27. 

Only with setting DIP switch I-7 back to OFF the carried out alignment is 

stored. If the control was turned off before, the complete alignment procedure has to 

be repeated. 

Result: The remote control has to be initiated again. 

The command of control has to be taken over again 


page 38 TESTS 

16 Tests with the Ship secured to the Dock 

Before sea trials all control functions have to be re-checked and with running engines the throttle 

positions “Idle” and “second Idle speed” to be adjusted on its precise value. 

16.1 System Check 

To avoid unforced and uncontrolled operations, the throttle and 

gear cables must be disconnected. 

After the cables are disconnected, turn ON the control and take over command at one remote station. 

Then carry out the following control operations: 

� “Gear Neutral” 

� Detent “Gear Ahead” 

� Move from “Idle-Ahead” to “Full-Ahead” 

� “Gear Neutral ” 

� Detent “Gear Astern 

� Move from “Idle-Astern” to “Full-Astern” 

� “Gear Neutral” 

� “Warming UP” feature for “Ahead” and “Astern” 

Check that the push-pull cable movements are done accordingly to the operation commands. Check 

that cable positions and directions are identical with the adjusted values. 

Do the checks in the same way at each existing control station. 

16.2 Correction: Minimum Speed - Idle 

Second Idle Speed 

Disconnect the gear shift cable. To avoid unforced and 

uncontrolled operations, check that the gear shift lever is 

positioned in “Neutral”. Move transmitter lever into “Neutral” 

position and connect the throttle cable. Start the engine. 

If required, minimum speed ( Idle ) and second idle speed can be adjusted with the aid of a rev 

counter. Within twin engine systems the adjustments for both engines must match. For the adjustment 

procedure see „section 14 stroke adjustment”. 


17 Tests during Sea Trial 

TESTS page 39 

For the final adjustments during sea trial open water is necessary. 

Operate carefully and start slowly to learn the features of the 

control. 

Connect the gear cables to the shift lever in “Neutral” position. 

If required, during sea trial the rated speed ( full speed ) is brought into line and the “delay times” ( if 

wanted ) are set. The optional feature “Synchronization” ( if available ) has to be adjusted and checked. 

17.1 Correction: Full Speed- Rated Speed 

For the tests during sea trial at least one assisting person is 

needed. 

In most cases a correction of the rated speed ( Full ) is not necessary, if the corresponding position 

was adjusted carefully during basic adjustments ( maximum throttle travel ). 

The rated speed of the engine can't be exceeded by the control, 

but can only let move the throttle lever in its maximum position. 

Further attempts to increase the speed would cause blocking of 

the actuator drive. Realise that the rev counter at the control 

station may show inaccuracies caused by manufacturing 

tolerances. 

If however the speed must be modified nevertheless, the engine has to be turned OFF before. For the 

wanted correction follow the advises in " section 14 stroke adjustment. 

17.2 Special Feature "Synchronization“ 

After correction, the throttle lever must not move against the 

mechanical stop. Function failures, danger of fire. 

For twin engine systems with the special feature "synchronization" some exceptionals have to be 

followed. 

Because in synchronization mode the "Master" engine ( see page 26 / DIP-switch I-1 ) has the lead in 

speed setting for the "Slave" engine, both controls have to be adjusted so that the "Slave" engine is 

always able to follow the "master" engine speed 


page 40 TESTS 

Example: 

The rated (full) speed of the "Master" engine is 2500 RPMs and the rated speed of the "Slave" engine 

is only 2450 RPMs. The control tries to synchronize both engines at "Full Speed", but because of the 

lower rated speed of the "Slave" engine, it is not possible to attain the "Master" engine speed. An active 

speed control (synchronization) is not possible any more. 

If the “Slave” engine does not attain the speed value of the “Master” engine within 20 seconds, the 

control will cancel the active speed control ( synchronization ) and both engines will follow the speed 

setting by means of the "Master“ transmitter lever only, i.e. Full Speed of „Master“ engine is 2500 

RPMs; Full Speed of „Slave“ engine is 2450 RPMs. Indication is given at the control station by means 

of the quick blinking push button “special features” ( on 0,2sec / off 0,2sec ). 

Remedial action: 

There are three possibilities to take remedial action: 

1. Increase rated speed of „Slave“ engine: 

If the travel limit of the actuator drive can’t be exceeded, the speed of the „Slave“ engine may 

be increased correspondingly. But because the throttle lever then is moved very often against 

the mechanical stop, in most cases the speed increase is not possible. 

2. Decrease rated speed of „Master“ engine: 

The rated speed of the „Master“ engine should be adjusted some revs below or identical to the 

rated speed of the Slave engine. 

3. Status change of „Master“ and „Slave“: 

This is the most simple action. For both control systems the “Master/Slave” adjustment 

(actuator DIP-switch I-1/ page 26) has to be changed. Now the slower „Slave“ engine 

becomes lead status and the faster „Master“ engine becomes following status. 

17.3 Delay Times 

Both propulsion systems have to be adjusted that the “Slave” 

engine is always able to follow the “Master” engine speed. This 

goes also for the “minimum - idle speed". 

Otherwise the control will quit the active speed control. 

If the delay times T1 and T2 ( holding times of power boost before/after clutch engagement ) were 

adjusted, these delay times now can be checked and readjusted, if needed. 

During sea trial now the most favourable „reversing time T3“ according to the vessel and propulsion 

system may be determined and adjusted as follows. 

1. Move transmitter lever in „Ahead“ detent position (idle). 

2. Move lever in „Full Ahead“ position and take the time the vessel attains two thirds of its 

maximum speed. 

3. Set this time with the DIP-switches II-5, II-6, and II-7. 

4. Do some more reversals over the complete speed range and determine the most 

favourable „reversing time T3“ for propulsion and ship. 


TESTS page 41 

Begin the reversals always with low speed and increase the 

speed easily. Reset and adapt the „delay time T3“, if necessary. A 

crash maneuver with a reversing time too short may cause 

damages to clutch, gear, or engine. 


page 42 OPERATING INSTRUCTIONS 

18 Signal Transmitter 

3 

Full Speed 

Speed setting 

ASTERN Range 

Gear ASTERN 

(detent) 

2 

Neutral 

(detent) 

1 

Buzzer 

18.1 „Neutral” ( Detent ) Position 1 

Gear AHEAD 

(detent) 

2 


AHEAD Range 

Transmitter Lighting Full Speed 

Operating Panel 

Speed setting 

In this position the gear is disengaged and the engine is idling. Each time „Neutral“ position” is taken up 

it is indicated by means of a short „beep“ tone. 

18.2 „Ahead / Astern” ( Detent) Position 2 

With this lever position two operations are possible. 

1. Standard- operation 

"Ahead" or "Aster" clutch is engaged, the engine is idling. 

2. Feature “power boost” 

The feature “power boost” has to be selected before by means of DIP-switch II-8 (adjustment 

and definition see page 30). Engine speed increases before clutch engagement and engine 

speed drops back to idle after the clutch is fully engaged. 

For a safe reversing individual delay times before and after clutch engaging may be adjusted 

(definition see page 28). 

3

18.3 “Full Speed” Position 3 

OPERATING INSTRUCTIONS page 43 

In position 3“ Full speed - maximum speed” for “Ahead” or “Astern” is set. Between the positions 2 

and 3 the engine speed can be set continuously with the gears engaged. 


Twin Engine Control Panel Single Engine Control Panel 

19.1 Push Button „Station Transfer“ ( lighted button -white- ) 

The push button „station transfer“ is located at each control panel only once, even for twin engine 

systems. The push button is lighted permanently and indicates that the control is power supplied. The 

push button is used for the control transfer to other stations. The procedure of take over command and 

station transfer is described on page 48 up. Apart from this the push button has two additional 

functions. 

19.1.1 Feature „Warmig Up" 

This option allows warming up a cold engine by speed setting through the total speed range without 

engaging the clutch in lever position 2. 



Activate “Warming Up” option: 

The “Warming Up” option can be activated with the transmitter in 

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

1. Move transmitter lever to position “1 Neutral”. 

2. Depress and hold down push button "Station Transfer". 

3. Move transmitter lever into detent position “2 Gear Ahead/Astern” 

"Warming UP" is indicated by means of a short „double beep“ tone and short-termed 

rhythmical extinguishing transmitter lighting 

4. Release push button "Station Transfer". 

The engine is idling while the clutch is remaining disengaged. Now the transmitter lever can be moved 

up to position “3 Full speed” for speed setting through the total range between the positions 2 and 3. 

Cancel “Warming Up” option: 

Within twin engine propulsion systems each engine can be 

operated separately. 

To exit „Warming up“, return the transmitter lever to position “1 Neutral. The normal „beep“ tone 

indicates "Neutral-Position". The transmitter lighting changes to steady. The „Warming up“ feature is 

cancelled. 

19.1.2 Feature „Muting Acoustic Alarm“ 

In “Warming Up” mode do not move the transmitter lever from 

Ahead to Astern or revers. The “Warming Up” mode would be 

cancelled, when the lever passes the position “1 Neutral” and the 

opposite clutch would be engaged, when it gets to position 

“2 Gear Ahead/Astern”. 

The buzzer activated for some alarms may be switched off at the corresponding control panel by 

depressing push button "Station Transfer". 

The alarm will not be cleared by muting the buzzer! 



19.2 Push Button „Alarm / Lamp Test“ ( lighted button -red- ) 

Push button with two functions 

1. Alarm lamp: 

This indicating device is located at each control station, one for each control system, i.e. for twin 

engine systems two ( one for Port / one for Stbd. ). 

In case of a failure the alarm lamp will show a red steady light . 

2. Lamp test: 

After the control is turned ON, the alarm lamp also shows a 

steady light, but it is turned off after taking over control. 

for this function the push buttons has to be depressed permanently testing the transmitter lighting as 

well as all lighted lamps and push buttons ( except „Dimmer“ button / lighted version available from 

middle 1997 ) of the operating panel. As soon as the button is released, the normal condition will 

appear. 

19.3 Push Button „Dimmer“ ( lighted button -white- ) 

By means of this push button it can be selected between a bright control panel lighting (day light) and a 

darker lighting ( night light ). 

Depress push button „Dimmer“ one time � night light 

Depress push button again � day light 

Depress push button again � night light 

ect. 

In night light mode the brightness may be dimmed continuously and the push button is lighted as well. 

Depress and hold down push button "Dimmer". The total range of brightness is run through. As soon 

as the wanted brightness shows up release the push button. If the control was switched off ( supply 

voltage was turned off ), the wanted brightness has to be adjusted again. 

. 

Alarm lamp and buzzer are not affected by the dimmer. 



19.4 Push Button „Special Feature“ ( lighted button -yellow ) 

By means of this push button a special feature established before can be activated and deactivated. 

Requirement is the installation of actuators comprising the corresponding software for the options 

questioned. A later system extension by a special feature is not possible. 

For corresponding applications the various actuators including the options "trolling", "modulation" or 

"synchronization" are available. The special features "trolling" and "modulation" are described in 

additional manuals and are not subject of this manual. 

19.4.1 Synchronization ( for twin engine propulsion only): 

If actuators including the special feature "synchronization" are applied, within twin engine propulsion 

systems the engine speed of both engines may be synchronized. For the synchronization a speed 

signal ( RPM pick-up ) from each engine given to the actuator is required. 

Pushing the button will alternately set the option „synchronization“ back and forth between 

synchronization and normal. As long as the option is effective the push button shows a 

blinking light. 

„Synchronization“ can be activated only, when both transmitter 

levers are in cruise position „Ahead“ or the option „Warming-Up“ 

is in operation. Switch off synchronization before leaving the 

Ahead range or warming-up mode. As soon as one of both 

transmitters is moved out of the range without having cancelled 

synchronization before, the control will do it automatically. Push 

button lighting „special feature“ blinks quickly ( on 0,2sec / off 

0,2sec ) and an steady buzzer tone sounds at the operating 

control station. 

To clear the warning condition, move the other transmitter lever to 

NEUTRAL position. So long the warning is effective, the 

corresponding engine will stay at idle speed. 

In synchronization mode the engine speed of both engines together can be controlled by the „Master“ 

transmitter only ( see „section 17.2 special feature synchronization“ / page 39 ). In case of a station 

transfer the activated „synchronization“ function will be transferred also. 



19.5 Indicator Lamp „Remote Control ON“ ( green ) 

For twin engine systems only 

Two of these indicator lamps are included in control panels for twin engine propulsion systems, one for 

the Port control and one for Stbd. The indicator lamp shows that the corresponding control is ON. The 

lamp does not indicate which transmitter has the command at a time. 

19.6 Buzzer 

One buzzer for each control is located underneath the control panel ( one at single engine panels, at 

twin engine panels one for Port and one for Starboard). 

The buzzer supports the visual indicating of transmitter lighting and alarm lamp by acoustic tones. Also 

each time the transmitter has taken up „Neutral“ position it indicates it with a short „beep“. If the 

"Warming up" option has been called up, a short "double beep"-tone is produced. 

19.7 Transmitter Lighting ( green ) 

The transmitter lighting is carried out as a green point on the transmitter scale at „Neutral“. 

Steady light indicates which transmitter has the command at a time. The transmitter lighting at the 

other station is OFF. The transmitter lighting blinks when station transfer is requested. 

If the transmitter is in "Warming up" mode, this is indicated by means of a short-termed rhythmical 

extinguishing transmitter lighting. 



20 Turning ON Control 

1. Turn ON control 

Action: �Turn ON supply voltage 

Result: �Indicator lamp „Alarm“ (red) shows steady light at all stations. 

�Push button „station transfer“ (white) shows steady light at all stations. 

�Buzzer sounds with low repetition at all stations. 

�For twin engine systems only: indicator lamp „Remote Control ON“ (green) 

shows steady light at all stations. 

2. Requesting control: 

Remote control may be requested at each remote station. The transmitter lever must be placed in 

„Neutral“ before. 

Action: �Move transmitter lever to „Neutral“ . 

�Depress push button „station transfer“ (white) once. 

Result: �Indicator lamp „Alarm“ (red) remains steady at all stations. 

�Push button „station transfer“ (white) shows steady light at all stations. 

�Buzzer sounds with high repetition at all stations. 



�Transmitter lighting (green) blinks with high repetition. 

3. Taking over control: 

If there is still a low repetition lighting and buzzer tone, mostly the 

transmitter lever is not placed in „Neutral“. 

Action: �Depress push button „station transfer“ (white) a second time. 

Result: �Indicator lamp „Alarm“ (red) at all stations is OFF. 

�Push button „station transfer“ (white) shows steady light. 

�Buzzer tone at all station stops. 



�Lighting (green) of transmitter in command becomes steady. The lighting of all 

the other transmitters is OFF 

The lighted transmitter now has the command. The control is set into service. 


21 Station Transfer 


The control offers two options for station transfer ( interlocked or free ) to be selected by means of 

DIP-switch I-2 ( see page 26 ) on the actuator circuit board. Within twin engine systems both controls 

must have identical adjustments. 

21.1 Interlocked Station Transfer 

The control compares the lever position of the transmitters involved in the station transfer. To transfer 

the command from one station to another, the transmitter lever at the station gaining command 

must be in „Neutral“ position or placed facing in the same direction ( Ahead or Astern ) as the lever at 

the station in command. 

The transfer proceeds in two steps. 

1. Step: Requesting for command 

Action: �Move transmitter lever into the transfer position ( Neutral or same direction as lever 

in command). 

�Depress push button „Station transfer“ (white) once. 

Result: �Buzzer sounds with high repetition. 

�Transmitter lighting blinks with high repetition 

The command now is requested at this new station and the control has released the take over of 

command shown by light and tone with high repetition. 

2. Step: Take over command 

If there is a low repetition lighting and tone, the station transfer will 

not be executed. In this case check that the transmitter levers are 

placed in the right position. Or there is a control failure. 

Action: � Depress push button „station transfer“ (white) one more time. 

Result: �Buzzer tone stops. 

�Transmitter lighting becomes steady. 

The station transfer is completed. The lighted transmitter has the command. 



21.2 Free Station Transfer 

With this option, on request the station transfer takes place disregarding the lever positions of the 

transmitters involved. The transfer proceeds in one step only. 

Taking over command. 

Action: �Depress push button „Station transfer“ (white) once. 

Result: Transmitter lighting becomes steady immediately. 

The station transfer is completed and the control carries out immediately the set lever position of the 

transmitter just has taken over the command. 

With this option carelessness may cause an unintentional 

crash reversal 

Example: The lever of the transmitter in command is in „Full 

Ahead“ position, whereas the lever of the transmitter gaining 

command is in „Full Astern“ position. In case of a station transfer 

now an immediate straight reversing maneuver would take place. 


Mini-Marex-C 

APPENDIX 


page 51

REGISTRATION OF CONTROL SYSTEM page 52 

Let your control register 

Now! 

Why? 

If you have questions to your control some time, 

or you ask us for prompt help some time, 

or you need a spare part, 

or .... 

or .... 

we have all needed data to the hand without 

circumstantial questions and long delay times. 

Thus 

�� 

send us a fax 

write us 

give us a call �� 


page 53 REGISTRATION OF CONTROL SYSTEM 

On the opposite page you will find a registration sheet ( front and reverse ) with some questions. 

Question No. 4 refers to the actuator’s type No., serial No., and date of production. All asked details 

( 1st. and 2nd. line ) you might take from the type plate located at the front of the actuator. 

Important ! 

DREHZAHL 

RPM 

1 5 6 

323 699 402 0 

U N=10V ... 32V I N= 

7 A 

I MAX. = 30 A 

1st. line 

2nd. line 

GETRIEBE 

GEAR 

2 7 

Please fill in the registration sheet. 

The filling in won’t take long. 

Simply separate the filled in sheet. 


323 699 410 0 

SN:109 

24.96 

U N =10V ... 32V I N = 7 A 

I MAX. = 30 A 

MANNESMANN REXROTHPneumatik 

Fax the sheet to us, 

Г or put it into an envelope and send it by mail. 

� You also can call us, 

we then take your details on the phone. 

Indicate absolutely the name of the vessel ( question 7 ). 

Your details are filed with us according to the ship’s name. If there are two or more ships with the same 

name, the next characteristics are ship yard and year of construction ( question 9 ). 

If the ship’s name is going to be changed, e.g. because of sale, please inform us about this too.

REGISTRATION OF CONTROL SYSTEM page 54 

if you write us if you fax us � if you call us 

� � � 

Rexroth Mecman GmbH 0511 / 2136 - 162 0511 / 2136 -346 or -282 

Marine Technique 

Department M-VT 

Bartweg 13 

30453 Hannover 

-Germany- 

1- The control system serves the operation of: 

(where applicable please mark with a cross) 

Single engine propulsion other propulsion system 

Twin engine propulsion................................................................... 

..................................................................... 

..................................................................... 

..................................................................... 

2. Number of control stations 


one station two stations three stations four stations 

3. Which control panel has been applied? 


Single engine control panel Twin engine control panel 

4. Type-No. , serial No. , and date of production of the applied actuators 

( the first two lines on the type plate / see opposite page) 

Port actuator Starboard actuator further actuator ? 

..................................... ..................................... ..................................... 

..................................... ..................................... ..................................... 

5. The control system was: 

bought on .................... from............................................ 

................................................... 

................................................... 

................................................... 

................................................... 

................................................... 

part of the ship’s equipment 


page 55 REGISTRATION OF CONTROL SYSTEM 

6. You became aware of the Mini-Marex-C through 

Fairs circle of acquaintances 

Presentations 

Advertisements in others:.......................................................... 

magazines .......................................................... 

7. Name of vessel.................................................................................................................... 

8. Type of vessel 

Motor Yacht Sailing Yacht Work boat Passenger ship Authority ship 

detailed designation, if possible:.................................................................................... 

Length............................................................................................................................. 

Width:.............................................................................................................................. 

9. Ship yard Year of construction..................................... 

..................................................................... 

..................................................................... 

..................................................................... 

..................................................................... 

..................................................................... 

..................................................................... 

10. Owner’s personal details, if it is convenient 

Name ............................................................ 

Address ............................................................ 

............................................................ 

............................................................ 

............................................................ 

............................................................ 

Telephone ............................................................ 

Fax ............................................................ 


BLOCK DIAGRAMS page 56 

Single engine control from one up to two control stations 

Pneumatik 


Pneumatik 


MANNESMANN 

REXROTH 

Pneumatik 


MANNESMANN 

REXROTH 

Pneumatik

page 57 BLOCK DIAGRAMS 

Single engine control from one up to four control stations 


MANNESMANN REXROTH Pneumatik MANNESMANN REXROTH Pneumatik MANNESMANN REXROTH Pneumatik 

MANNESMANN 

REXROTH 

Pneumatik 


MANNESMANN 

REXROTH 

Pneumatik


Twin engine control from one up to two control stations 

MANNESMANN 

REXROTH 

Pneumatik 

MANNESMANN 

REXROTH 

Pneumatik 

MANNESMANN 

REXROTH 

MANNESMANN 

REXROTH 


Pneumatik 

Pneumatik


Twin engine control from one up to four control stations 

MANNESMANN 

REXROTH 

Pneumatik 

MANNESMANN 

REXROTH 

Pneumatik 


MANNESMANN 

REXROTH 

MANNESMANN 

REXROTH 

Pneumatik 

Pneumatik


Twin engine control with "synchronization" option 

from one up to two control stations 

MANNESMANN 

REXROTH 

Pneumatik 

MANNESMANN 

REXROTH 

Pneumatik 

MANNESMANN 

REXROTH 

MANNESMANN 

REXROTH 


Pneumatik 

Pneumatik


Twin engine control with "synchronization" option 

from one up to four control stations 

MANNESMANN 

REXROTH 

Pneumatik 

MANNESMANN 

REXROTH 

Pneumatik 

MANNESMANN 

REXROTH 

MANNESMANN 

REXROTH 


Pneumatik 

Pneumatik

Diagnostic of Faults 

DIAGNOSTIC OF FAULTS page 62 

The Mini-Marex control comprises an extensive fault analysis program for identification, evaluation, 

and indication of faults. A fault realised by the control is indicated via the alarm lamp at the station 

in command. In some cases the visual alarm is supported by means of the buzzer. 

The type of fault is indicated by five (5) LEDs arranged on the circuit board which is located inside 

the actuator cover. They are visible through a cut-out in the circuit board’s protective plate, after the 

actuator has been opened. The exact location of the LEDs is shown in the figure below. 

Via the LEDs all faults realised by the control are indicated as fault No. in binary code. The table 

below assists converting the binary code into decimal fault Nos. 

To each LED a definite valence is assigned, the valence sum of the lighted LED‘s results in the 

fault No. 

Examples: 

LED 1 2 3 4 5 

Valence 1 2 4 8 16 

LED 1 and LED 4 are ON 

1 (valence of LED 1) + 8 (valence of LED 4) = 9 (fault No.) 

LED 2, LED 3 and LED 5 are ON 

2 (valence of LED 2) + 4 (valence of LED 3) + 16 (valence of LED 5) = 22 (fault No.) 

The fault indication is active only as long as the fault condition lasts. As soon as the 

fault is cleared the LED will be OFF. The possible cause of fault then can’t be recalled 

any more. 


page 63 DIAGNOSTIC OF FAULTS 

All faults the Mini-Marex control is able to realise are described on the following pages in the order 

of their fault Nos. 

In case several faults arise at the same time, always the fault with the highest fault No. is indicated, 

until all faults have been cleared. 

The buzzer activated by some alarm reports may be stopped by pushing the „station transfer“ 

button at the corresponding control station. But because of this the alarm is not cancelled. 

Fault-No. 1: 

Actuator Indication Control Station Indication 

LED 1 2 3 4 5 

\ � � � � 

alarm lamp: steady light 

lamp „remote control ON“ flashes (twin engine systems only) 

lamp „station transfer“ flashes (single engine systems only)) 

Cause of fault: exceeded range of voltage 

supply voltage out of range 8,4...31,2 Volts, DC 

Delay: alarm ON: 1sec. / alarm OFF: 0.5sec. 

Fault exit: correct supply voltage 

Fault-No. 2: 


LED 1 2 3 4 5 

� \ � � � 


Cause of fault: when turning ON control, DIP-switch I-6 is set in ON position (terminal input) 

Consequence: no intercommunication via serial interface within twin engine systems; 

both controls operate separately; 

maneuvering is possible 

Delay: none 

Fault exit: set DIP-switch I-6 in OFF position (operation) 

Fault-No. 3: 


LED 1 2 3 4 5 

\ \ � � � 


Cause of fault: programming fault: 

for the wanted adjustment switch settings III-3 to III-8 inadmissible, or when 

turning ON control, switch III-1 is set in ON position (adjustment mode) 

Consequence: value input is not possible 

Delay: none 

Fault exit: set DIP-switch III-1 in OFF position (operation); 

check switch positions and correct, repeat programming 


Fault-No. 4: 


LED 1 2 3 4 5 

� � \ � � 

DIAGNOSIC OF FAULTS page 64 


button„special feature“ blinks quickly ( on 0,2sec / off 0,2sec ) 

Cause of fault: in synchronization mode speed range has been exceeded: 

sensored speed not within control’s admissible frequency range 

possible causes: RPM pick-up doesn’t fulfil requirements according to section 

11.1 (page 22); DIP-switch I-3 is set to false frequency range (page 27); contact 

fault at cable plugs; wire break; defective actuator 

Consequence: synchronization is cancelled, both engines follow speed setting of master 

transmitter, active speed control (synchronization) is not possible any more 

Delay: alarm ON: 1sec / alarm OFF 1.5sec 

Fault exit switch OFF synchronization, correct cause of fault 

Fault-No. 5: 


LED 1 2 3 4 5 

\ � \ � � 


buzzer: steady tone 

transmitter lighting blinks with low repetition 

Cause of fault: station gaining command is defective or wire break at station gaining command: 

possible causes: defective potentiometer or micro switch; pot value doesn’t match 

with switch signal; contact fault at plugs; wire break or short circuit at control 

station, connecting cable, or actuator. 

Consequence: station transfer is not possible; station in command keeps control. 

Delay: alarm ON: 1sec / alarm OFF: 1.5sec 

Fault exit: after approx. 30sec requesting the command is cancelled and following fault 

indication automatically is cleared; 

correct cause of fault. 

Fault-No. 6: 


LED 1 2 3 4 5 

� \ \ � � 


Cause of fault: poor storage of programming 

Consequence: new adjusted value can’t be stored in memory of control unit; 

prior value remains valid 

Delay: none 

Fault exit: set DIP-switch III-1 in OFF position (operation); repeat programming 



Fault-No. 7: 


LED 1 2 3 4 5 

\ \ \ � � 

button„special feature“ blinks quickly ( on 0,2sec / off 0,2sec ) 


Cause of fault: unusual ending of synchronization 

a) caused by moving transmitter lever out of „Ahead“ or „Warming-Up“ range 

without switching off synchronization mode (page 46 / section 19.4.1). 

b) second control has realised a fault 

Consequence: a) speed is set to idle 

b) both controls react corresponding to the realised fault 

Delay: none 

Fault exit: move booth transmitters in command to „Neutral“; 

correct cause of fault 

Fault-No. 8: 


LED 1 2 3 4 5 

� � � \ � 


Cause of fault: wire break or short circuit at intercommunication cable between the actuators: 

possible cause: contact fault at plugs; wire break or short circuit at connection 

cable or at one of the two actuators 

Consequence: synchronization OFF; avoiding unforced speed variation fault No.7 is set, if 

synchronization was activated before, 

without synchronization, manoeuvring is still possible; both controls operate 

separately 


Fault exit: correct cause of fault 


Fault-No. 9: 


LED 1 2 3 4 5 

\ � � \ � 




lamp „remote control ON“ flashes 

Cause of fault: plausibility fault within twin engine systems: 

possible cause: different type of actuators are applied for Port and Starboard; 

false Master / Slave adjustment (page 26 / DIP-switch I-1); 

different adjustment for mode of station transfer (page 26 / DIP-switch I-2); 

different adjustment of DIP-switch II-8 (page 30) 

Consequence: synchronization OFF; speed runs to idle or stays idling; gear can be shifted to 

„Neutral“ one time only or can’t be moved out of „Neutral“; station transfer is 

not possible 

Delay: none 

Fault exit: move transmitter in command to „Neutral“ 


Fault-No. 10 


LED 1 2 3 4 5 

� \ � \ � 



Cause of fault: potentiometer fault at station in command: 

possible cause: defective potentiometer; contact fault at plugs; wire break or short 

circuit at station in command, connection cable, or actuator 

Consequence: synchronization OFF; speed runs to idle or stays idling; gear can be shifted to 

„Neutral“ one time only 

Delay: none 



Fault-No. 11 


LED 1 2 3 4 5 

\ \ � \ � 



Cause of fault: potentiometer fault at station in command: 

analogue value doesn’t match with Stop signal of micro switch. 

possible cause: potentiometer defective or misadjusted; contact fault at plugs, 

connection cable, or actuator 

Consequence: speed stays idling; gear can’t be shifted out of „Neutral“ 

maneuvering is not possible. 

Delay: Alarm ON 1sec / Alarm OFF 1.5sec 


correct cause of fault. 



Fault-No. 12 


LED 1 2 3 4 5 

� � \ \ � 


Cause of fault: wire break or short circuit at potentiometer for RPM feed back 

Consequence: synchronization OFF; speed runs to the mechanical stop at idle position 

(speed crash maneuver); gear can be shifted 




Fault-No. 13 


LED 1 2 3 4 5 

\ � \ \ � 


Cause of fault: wire break or short circuit at potentiometer for clutch feed back 

Consequence: synchronization OFF; speed runs to idle position; gear can’t be shifted any more 




Fault-No. 14 


LED 1 2 3 4 5 

� \ \ \ � 


Cause of fault: false feed back from interface circuit board used for electrical gear shifting: 

possible cause: gear doesn’t shift; pressure switch defective or not connected 

(but activated from interface board); contact fault at connector plugs; wire break or 

short circuit between actuator and gear switches; defective interface board or defective ICs on 

main circuit board 

Consequence: synchronization OFF; if synchronization was active before, for the slave control 

fault No. 7 is set additionally, but the set speed remains. 

Delay: Alarm ON: 4s / Alarm OFF: 2s 

By means of special terminal inputs the delay times can be brought into the range 

from 0 sec to 15 sec. 




Fault-No. 15 


LED 1 2 3 4 5 

\ \ \ \ � 



Cause of fault: wire break or short circuit at interface circuit board used for electrcal gear shifting 

possible cause: wire break or short circuit between gear interface board and 

motherboard 

Consequence: synchronization OFF; if synchronization was active before, for the slave control 

fault No. 7 is set additionally, but the set speed remains. 

Delay: Alarm ON: 1sec / Alarm OFF: 1.5 sec 



Fault-No. 16 


LED 1 2 3 4 5 

� � � � \ 


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

possible cause: jam or heavy moving of throttle lever, push-pull cable, or actuator 

drive; defective lCs on electronic board 

Consequence: synchronization OFF; if synchronization was activated before, for the slave control 

fault No.7 is set granting speed setting only, after the transmitter has been 

brought to „Neutral“; 

speed variation into the blocked direction is not possible; 

gear can be shifted 

Delay: none 



Fault-No. 17 


LED 1 2 3 4 5 

\ � � � \ 


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

possible cause: jam or heavy going of gear shift lever, push-pull cable, or actuator 


Consequence: synchronization OFF; 

speed runs to idle; gear shifting into the direction not blocked is possible 

Delay: none 

Fault exit: operate gear shift lever into direction not blocked; 




Fault-No. 18 


LED 1 2 3 4 5 

� \ � � \ 


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

possible cause: jam or heavy going of throttle lever, push-pull cable, or actuator 


Consequence: speed setting is not possible any more; gear can be shifted one time to „Neutral“ 

Delay: none 

Fault exit: locate defect and correct ; initiate control again 

Fault-No. 19 


LED 1 2 3 4 5 

\ \ � � \ 


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

possible cause: jam or heavy going of gear shift lever, push-pull cable, or actuator 


Consequence: speed runs to idle; gear shifting is not possible any more 

Delay: none 

Fault exit: locate defect and correct ; initiate control again 

Fault-No. 20 


LED 1 2 3 4 5 

� � \ � \ 


Cause of fault: false gear operation has been adjusted 

although actuator has solenoid operated gear shifting device, DIP-switch I-5 is set 

in OFF position (mechanical gear shifting) 

Consequence: synchronization OFF; speed setting OFF; gear shifting OFF; 

within twin engine systems intercommunication is interlocked, this keeps the other 

control operating 

Delay: none 

Fault exit: set DIP-switch I-5 in ON position (electrical operated); initiate control again 


Fault-No. 21 


LED 1 2 3 4 5 

\ � \ � \ 



Cause of fault: DC motor failure: 

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

protecting the actuator 




Delay: none 

Fault exit: correct defect and initiate control again 

Fault-No. 22 


LED 1 2 3 4 5 

� \ \ � \ 


Cause of fault: inadmissible software modification in EEPROM 




Delay: none 

Fault exit: correct fault and initiate control again 

Fault-No. 23 


LED 1 2 3 4 5 

\ \ \ � \ 


Cause of fault: sum check fault in EEPROM 

e.g. unusual ending of transmitter alignment 




Delay: none 

Fault exit: set DIP-switch I-7 in ON position (transmitter alignment), afterwards in OFF 

position (operation) again; sum check now is corrected; the control acts like after 

a new initiation 



Fault-No. 24 


LED 1 2 3 4 5 

� � � \ \ 


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




Delay: none 

Fault exit: apply matching EEPROM and EPROM and initiate control again 

Fault-No. 25 


LED 1 2 3 4 5 

\ � � \ \ 


Cause of fault: EEPROM is not installed or false version 




Delay: none 

Fault exit: apply matching EEPROM and EPROM and initiate control again 

Fault-No. 26 


LED 1 2 3 4 5 

� \ � \ \ 

Cause of fault: defective external RAM 





Delay: none 



Fault-No. 27 


LED 1 2 3 4 5 

\ \ � \ \ 

Cause of fault: defective EPROM 






Delay: none 


Fault-No. 28 


LED 1 2 3 4 5 

� � \ \ \ 

Cause of fault: defective watchdog 





Delay: none 

Fault exit: correct defect and initiate control again 

Fault-No. 29 


LED 1 2 3 4 5 

\ � \ \ \ 


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




Delay: none 

Fault exit: locate defect and correct; initiate control again

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

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