WESMAR
APU 300 USERS MANUAL
PATENT NO. 6,558,209
RELEASED: 1/20/2010 TITLE PAGE
WESMAR APU 300
(AUXILIARY PROPULSION UNIT)
PATENT NO. 6,558,209
WRITTEN: MIKE CLANCY
ILLUSTRATIONS: RICH SHULTZ/
MIKE CLANCY
RELEASED: 1/20/2010 TABLE OF CONTENTS
INSTALLATION
TRANSMISSION BRACKET INSTALLATION
4
ELECTRONICS & CONTROLS
9
CALIBRATION
11
OPERATION
15
MAINTINANCE
17
APPENDIX
18
RELEASED: 1/20/2010 INSTALLATION TRANSMISSION
BRACKET
INSTALLATION
CONNECT THE SIDE
TRANSMISSION BRACKETS TO
EITHER SIDE OF THE
TRANSMISSION. MAKE SURE THE
APU IS SANDWICHED ON THE
INSIDE IF TRANSMISSION
MOUNTS ARE BEING USED.
FIGURE 1: ATTACHING SIDE MOUNT BRACKETS TO
TRANSMISSION. DO NOT TIGHTEN DOWN
THE SIDE BOLTS UNTIL THE END
OF INSTALLATION.
AT THIS POINT ADD ANY
EXTENSION BRACKETS TO THE
ENDS OF THE SIDE
TRANSMISSION BRACKETS.
IF YOU ARE NOT USING
THE ALIGNMENT FIXTURE SKIP
TO THE NEXT STEP. ATTACH THE
APU ALIGNMENT FIXTURE TO THE
FACE OF THE TRANSMISSION
COUPLER FLANGE. (THE SHAFT
SHOULD BE PULLED BACK AT
THIS POINT.) WITH THE FIXTURE
ATTACHED TO THE
TRANSMISSION, SLIDE THE APU
CARRAGE ONTO THE FIXTURE
RODS. MAKE SURE ON THE
CARRAGE, THE SIDE WITH THE
SLOTS IS FACING THE
TRANSMISSION. FIGURE 2: ATTACHING ALIGNMENT FIXTURE. FIGURE 3: ATTACHING CARRAGE BRACKET. FIGURE 4: EXTENSION BRACKETS. 4 | W E S M A R - A P U INSTALLATION SKIP TO THE NEXT
SECTION IF AN ALIGNMENT
FIXTURE IS BEING USED.
ALIGMENT WITH NO ALIGNMENT
FIXTURE WILL REQUIRE THE
CARRAGE TO BE LOOSELY
FITTED TO THE TRANSMISSION
BRACKETS AND THE APU
INSERTED INTO THE CARRAGE
WITH THE DESIRED
ORIENTATION. ONCE THE APU IS
LOOSELY HANGING FROM THE
TRANSMISSION, PULL THE SHAFT
UP THROUGH THE APU AND INTO
THE TRANSMISSION COUPLER.
NOW THE APU WILL HAVE TO
MANUALLY BE AJUSTED SO THAT
IT IS ANGLED AND EVENLY
SPACED AROUND THE SHAFT.
FIGURE 5: LOOSE ASSEMBLY FOR MANUAL ALIGNMENT
TO
MANUALLY
ALIGN THE APU, THE
CHECK
FOR HOLE
BOLTS
CONNECTING
THE
CARRAGE TO
ALIGNMENT BETWEEN THE
THE
SIDE
BRACKETS
NEED
BE
THREADED SIDE BRACKETSTO
AND
TIGHTENED
TO SLOTTED
THE POINT
JUST BEYOND
THE CARRAGE
HOLES.
HAND
TIGHT.
IT
NEEDS
TO
IF USING THE ALIGHNMENTBE TIGHT
ENOUGH
HOLD ITS PLACE,
BUT LOOSE
FIXTURE,TO
EVERYTHING
SHOULD
ENOUGH
TO MOVE
WHEN
TAPPED BY A
BE ALIGNED
AND THE
SIDE
RUBBER
MALLET.
USE
THIS
METHOD TO
BRACKETS CAN BE TIGHTEND
CENTER
THE
APU
IN
THE
UP,
LEFT
DOWN, ONCE THE CARRAGE DOWN,
IS
AND
RIGHT
DIRECTIONS.
THEN IN
USE THE
BOLTED
THEM.
INSERT A BOLT
SET
SCREWS
TO
ADJUST
THE
ANGLE
OF
ONE OF THE UPPER HOLES AND
THE
APU,
SO
THAT
THE
APU
PASS-THRU
IS
THREAD IT TO THE POINT JUST
EQUALLY
SPACED
AROUND THE SHAFT.
BEFORE HAND
TIGH
MANUAL ALIGNMENT MAY NOT BE
NESSISARY IF USING THE ALIGNMENT
FIXTURE. CHECK FOR HOLE ALIGNMENT
BETWEEN THE THREADED SIDE BRACKETS
AND THE CARRAGE SLOTTED HOLES. IF
USING THE ALIGHNMENT FIXTURE,
EVERYTHING SHOULD BE ALIGNED.
THE SIDE BRACKETS CAN BE
TIGHTEND DOWN, ONCE THE CARRAGE IS
BOLTED THEM. INSERT A BOLT INTO HOLES
AND THREAD IT TO THE POINT JUST
BEFORE HAND TIGHT. THEN EVENLY
TIGHTEN DOWN THE BOLTS AS TO NOT
CAUSE A WARPING IN A SINGLE SIDE.
IF EVERYTHING TIGHTENS DOWN EVENLY
AND THERE ARE NO GAPS BETWEEN
MATING FACES, TWO SMALL TACK WELDS
CAN BE MADE BETWEEN THE MATING
EDGES. THIS WILL SET THE APU
BRACKETS SO ONLY DO THIS WHEN YOU
ARE SURE THE APU IS PROPERLY ALIGNED.
IF A GAP OCCURES BETWEEN THE
SIDE BRACKET FACE AND CARRAGE FACE,
IT MAY BE NESSISARY TO EXTEND THE SET
SCREWS TO BRIDGE THE GAP THEN
TIGHTEN DOWN THE BOLTS. THIS WILL
ALLOW FOR THE ALIGNMENT TO BE KEPT
AND RELIEVE STRAIN ON THE CARRAGE.
AFTER EVERYTHING IS TIGHTEND DOWN,
WELD TWO SMALL TACK WELDS BETWEEN
THE MATING EDGES AND ACROSS THE GAP
TO PREVENT ANY SHIFTING DURING
OPERATION. FIGURE 6:
WELD
MATING
EDGES. 5 | W E S M A R - A P U INSTALLATION FOR ALIGNMENT
FIXTURE:
WITH BOTH SIDES
ATTACHED AND ALIGNED,
REMOVE THE ALIGNMENT
FIXTURE FROM THE UNIT (SEE
FIGURE 7). YOU MAY NEED TO
DETACH THE ALIGNMENT
FIXTURE RODS FROM THE
ALIGNMENT FIXTURE TO SLIDE
THE UNIT OUT.
THEN ATTACH THE
DRIVE RING AND SHAFT
COUPLER WITH ANY EXTRA
SPACER REQUIRED ON TO THE
TRANSMISSION (SEE FIGURE
8).
FIGURE 7: REMOVE ALIGNMENT FIXTURE. FIGURE 8: ATTACH DRIVE RING AND SHAFT
COUPLER. 6 | W E S M A R - A P U INSTALLATION SLIDE THE APU AND
APU SHIFTER RODS INTO THE
CARRIAGE BRACKET (SEE
FIGURE 9).
A.
MAKE SURE THE PISTON
FULLY EXTENDED OUT OF
THE CLYINDER (SEE FIGURE
10).
B.
FIGURE 9: SLIDE APU INTO BRACKETS. TAP THE APU FORWARD
UNTIL THE APU DRIVE RING
AND THE TRANSMISSION
COUPLER DRIVE RING ARE
COMPLETELY MATED (SEE
FIGURE 11).
C.
MAKE SURE THAT THE LIMIT
SWITCH CLAMP IS
ATTACHED TO ONE OF THE
APU SHIFTER ROD TO
ACCOUNT FOR ITS
REQUIRED SPACE SO IT
WILL NOT INTERFERE WITH
THE ENGAGEMENT (SEE
FIGURE 12). TIGHTEN THE
TWO LIMIT SWITCH 3/8-16 x
1.25” CLAMP BOLTS TO
ABOUT 5 FT-LBS OF
TORQUE
FIGURE 10: EXTEND CYLINDERS. FIGURE 11: PUSH DRIVE RINGS TOGETHER. FIGURE 12: POSITION AND CLAMP
LIMIT SWITCH BRACKET. 7 | W E S M A R - A P U INSTALLATION INSERT THE SHIFTER
ROD CLAMPS INTO THE
CARRAGE BRACKET AND
ATTACH THE BOLTS FOR EACH
(SEE FIGURE 13). TIGHTEN
THE ½-13 x 2.50” SHIFTER ROD
CLAMP BOLTS TO 10 FT-LBS OF
TORQUE.
PROPER ALIGNMENT OF
APU:
A.
PROPER ALIGNMENT IS
ESSENTIAL FOR THE APU TO
OPERATE AND ENGAGE
CORRECTLY.
FIGURE 13: INSERT SHIFTER ROD CLAMPS. B.
WHEN BOTH DRIVE RINGS ARE
PLACED TOGETHER THEY
SOULD BE CONCENTRIC WITH
EACH OTHER. THERE SHOULD
NOT BE MORE THEN 1/8 INCH
OF MISALIGNMENT BETWEEN
THE TWO DRIVE RINGS (SEE
FIGURE 14).
C.
IF THERE IS MORE THEN 1/4INCH OF MISALIGNMENT IN
THE DRIVE RINGS. PLEASE
CONSUALT WITH A WESMAR
TECHNICIAN.
FIGURE 14: MISALIGNMENT IN DRIVE RINGS. 8 | W E S M A R - A P U INSTALLATION ELECTRONIC
INSTALLATION
CONSOLE BOX INSTALLATION
THE APU ELECTRONICS CAN BE ATTACHED TO EITHER A 12V OR 24V DC SYSTEM WITH
A 10 AMP CURRENT LIMIIT. THEY HAVE A POWER SUPPLY OPERATING RANGE OF 7-40V.
SEE FIGURE 16 FOR A DISCRIPTION OF THE INPUT CONNECTOR BLOCKS AND REFER TO
APPENDIX 1 FOR THE WIRING DIAGRAM. THE WIRES SHOULD BE THREADED THROUGH EACH
OF THE STRAIN RELIEFS ON THE BOTTOM OF THE CONSOLE BOX TO ENSURE WATER
TIGHNESS. THE TWO BIG ONES ARE RESERVED FOR THE CONTROLLER AND POWER CABLES.
THE CONSOLE BOX CAN BE MOUNTED IN EITHER
THE ENGINE ROOM (CLOSE TO THE APU) OR IN
THE PILOT HOUSE (CLOSE TO THE CONTROLLER).
WESMAR RECOMENDS THE APU CONSOLE BOX BE
PLACED IN THE ENGINE ROOM TO MAKE IT EASIER
ON INSTALLATION CALIBRATION.
SEE APPENDIX 2 FOR CONSOLE BOX MOUNTING
HOLE DIMENSIONS.
SEE APPENDIX 3 FOR CONSOLE BOX DIMENSIONS.
CONNECTOR BLOCKS SEE APPENDIX 4 FOR INCLUDED CABLES.
CONTROLLER INSTALLATION
STRAIN RELIEFS CUT A HOLE IN THE DASH THE SIZE
SHOWN IN APPENDIX 5. PLACE THE CONTROLLER
INTO THE CUTOUT AS SHOWN IN FIGURE 17.
THEN FASTEN THE TRIANGULAR TABS TO THE
BACKSIDE OF THE DASH AS SHOWN IN FIGURE 18.
FIGURE 16: APU CONSOLE BOX. FAULT SENSOR (OPTIONAL)
TO ADD VARIOUS
EMERGENCY AND OPERATING
CONDITIONS TO THE APU, A SWITCH
CAN BE ATTACHED TO THE APU’S
FAULT SENSOR INPUT IN THE
CONSOLE BOX. THE APU USES THE
FAULT SENSOR SWITCH TO MONITOR
CONDITIONS DESIGNATED BY THE
OWNER/INSTALLER TO IMEDDIATELY
DISENGAGE ITSELF. AN EXAMPLE
SYSTEM WOULD BE TO MONITOR THE
TRANSMISSION CLUTCH TO MAKE
SURE THE TRANSMISSION IS NOT
ENGAGED WITH THE ENGINE
FIGURE 17: CONTROLLER.
FIGURE 18: FASTENERS.
9 | W E S M A R - A P U INSTALLATION IF THE TRANSMISSION WERE TO ENGAGE WITH THE ENGINE WHILE THE APU WAS ENGAGED
WITH THE TRANSMISSION, IT WOULD BE CATISTRAPHIC FOR THE APU. WITH THE SENSOR IN
PLACE, THE APU WILL AUTOMATICALLY DISENGAGE BEFORE HARM CAN OCCUR TO IT. WHEN
A FAULT IS TRIPPED, THE APU CONTROLLER WILL TURN ON A RED LED TITLED ALARM AND
LOCK OUT THE USER FROM ANY FURTHER CONTROL. EITHER THE FAULT NEEDS TO BE
ELIMINATED OR THE APU’S POWER NEEDS TO BE TURNED OFF. ONCE THE FAULT IS
ELIMENATED THE CONTROLLER KEY WILL NEED TO BE CYCLED BACK TO THE ON POSITION
BEFORE IT CAN RETURN TO THE ENGAGED POSITION.
THE APU IS NOT LIMITED TO A SINGLE FAULT SWITCH. MULTIPLE SWITCHES CAN BE
PLACED IN PARALLEL AS SHOWN IN APPENDIX 8. THE SENSORS ARE REQUIRED TO HAVE A
MINIMUM OF 5V DC OPERATION AND TO BE NORMALLY OPEN. SEE APPENDIX 8 FOR
CONFIGUREATION OF FAULT SENSOR.
AUXILLIARY OIL PUMP (OPTIONAL)
TRANSMISSION MANUFACTURES RECOMMEND THAT TO KEEP THE TRANSMISSION IN
TOP CONDITION DURING APU OPERATION, THAT OIL IS CONSTANTLY LUBRICATING THE
TRANSMISSION BEARINGS. SOME TRANSMISSIONS HAVE A SPOT FOR A TRAWLING PUMP.
THIS IS A PUMP THAT KEEPS THE BEARINGS LUBRICATED WHEN THE PROP SHAFT IS SPINING
DUE TO WATER CURRENT AND THE ENGINE IS NOT ENGAGED. IF A SPOT FOR A TRAWLING
PUMP IS INLCLUDED ON THE TRANSMISSION, IT IS NOT NESSICARY TO DO THE FOLLOWING.
WESMAR PROVIDES A RELAY FOR ACTIVATING AN EXTERNAL PUMP FOR
TRANSMISSION LUBRICATION. SEE APPENDIX 9 FOR PUMP WIRING INFORMATION. THE PUMP
SHOULD BE ABLE TO RUN ON 12VDC WITH A MAXIMUM OF 4 AMPS. PULLING MORE POWER
THEN THIS COULD CAUSE THE RELAY IN THE CONTROL BOX TO FAIL.
CONSULT TRANSMISSION SUPPLIER FOR WHAT TRANSMISSION PORTS TO USE TO
ACHIEVE PROPER BEARING LUBRICATION. WE HAVE FOUND THAT THE PUMP ONLY NEEDS
0.5 gpm OF FLOW AND 10-15 psi OF PRESSURE FOR PROPER OIL FLOW.
THE APU WILL TURN ON THIS PUMP ONLY WHEN THE APU IS IN ITS ENGAGED
POSITION.
*IMPORTANT!* AUXILLIARY COOLING PUMP (OPTIONAL)
SOME SHAFT BEARINGS AND SEALS REQUIRE COOLING. THE SAME OIL PUMP RELAY
CAN BE USED FOR ACTIVATION OF A COOLING PUMP DURING APU OPERATION. REFER TO
MAINTENANCE SECTION FOR FURTHER DETAILS.
10 | W E S M A R - A P U CALIBRATION CALIBRATION
MOTOR ENGAGEMENT SPEED/DIRECTION
IF THE MOTOR ENGAGEMENT SPEED IS TOO HIGH OR IN THE WRONG DIRECTION, IT
CAN BE ADJUSTED FROM THE ENGAGE ADJUST TRIM POT INSIDE THE APU CONSOLE BOX.
THE BEST WAY ACCOMPLISH THIS IS TO UNHOOK THE APU CYLINDER ACTUATION DRIVER
CABLE FROM THE HYDRAULIC MANIFOLD AND PUT THE APU INTO ITS’ ENGAGE CYCLE WITH
THE CONTROLS. THIS WILL ALLOW THE APU MOTOR TO RUN ITS ENGAGEMENT SPIN WHILE
NOT PUSHING ITSELF FORWARD. ADJUST THE ENGAGE ADJUST TRIM POT TO THE DESIRED
SPEED AND DIRECTION. TAKE THE APU OUT OF ITS’ ENGAGE CYCLE AND THEN RE-ATTACH
THE CYLINDER ACTUATION DRIVER CABLE TO THE MANIFOLD.
ENGAGE ADJUST TRIM POT FIGURE 19: ENGAGE SPEED AND DIRECTION ADJUST TRIM POT. APU ACTUATION CYLINDER
ADJUST THE PRESSURE ON THE MANIFOLD TO FIT YOUR PREFERED ACTUATION
SPEED AND PRESSURE. IT SHOULD BE NOTED THAT ON SOME SYSTEMS DUE TO THE APU
MOTOR ROTATING THE DRIVE RING WHILE THE APU IS ENGAGING THAT THE APU CYLINDERS
WILL SEE THE ADDED PRESSURE OF WHAT IS GOING TO THE MOTOR. WESMAR RECOMENDS
200-300 PSI FOR PROPER APU ENGAGEMENT.
11 | W E S M A R - A P U CALIBRATION LIMIT SWITCH CALIBRATION
TO CALIBRATE THE LIMIT SWITCHES, TURN OFF POWER. HAVE THE CYLINDERS FULLY
EXTENDED. REMOVE THE LIMIT SWITCH COVER AND USING A MULTIMETER ATTACHED TO THE
COMMON CABLE (RED WIRE) AND ENGAGE LIMIT SWITCH LINE (WHITE WIRE) MOVE THE
TRIGGER TAB UNTIL THE MULTIMETER SHOWS A CLOSED CIRCUIT.
CABLE COLORS:
RED: COMMON
GREEN: DISENGAGED
WHITE: ENGAGE FIGURE 20: PARTIAL APU ASSEMBLY WITH THE LIMIT SWITCH AND
BRACKET MOUNTED ON THE SIDE. 12 | W E S M A R - A P U CALIBRATION WHEN THE DRIVE RING IS ENGAGED (SEE FIGURE 29) THE ACTIVATION PLATE MUST ACTIVATE
THE LIMIT SWITCH, (SEEN IN FIGURE 30).
FIGURE 21: THE DRIVE RING IS ENGAGED IN THIS POSITION.
TRIGGER TAB LIMIT SWITCH
FIGURE 22: THE “ENGAGED” LIMIT SWITCH BEING ACTIVATED BY THE TRIGGER TAB. 13 | W E S M A R - A P U CALIBRATION REPEAT THE PREVIOUS STEPS FOR ENGAGED LIMIT SWITCH CALIBRATION FOR DISENGAED
LIMIT SWITCH CALIBRATION. PUT THE MULTIMETER BETWEEN THE COMMON WIRE (RED
WIRE) AND THE DISENGAED WIRE (GREEN WIRE).
WHEN THE DRIVE RING IS DISENGAGED (SEE FIGURE 31), THE “DISENGAGED” LIMIT SWITCH
MUST BE ACTIVATED, AS ILLUSTRATED BY FIGURE 32.
FIGURE 23: THE DRIVE RING IS DISENGAGED IN THIS POSITION.
FIGURE 24: TRIGGER TAB IS ACTIVATING THE “DISENGAGED” LIMIT SWITCH.
14 | W E S M A R - A P U MAINTINANCE OPERATION
USAGE: NORMAL
THE APU’S PRIMARY USE IS AS AN AUXILIARY PROPULSION DRIVE. IT WAS DESIGNED
FOR DRIVING A PROP SHAFT OFF THE GENSET IN CASE THE ENGINE OR TRANSMISSION FAILS.
ANOTHER USE IS FOR TRAVELLING AT LOW RPMS WITHOUT HAVING TO START UP THE MAIN
ENGINE.
FOR TRAVELLING OR OPERATION UNDER A FAILED ENGINE, IT IS REQUIRED BY THE
TRANSMISSION MANUFACTURER THAT SOMETHING IS DONE TO MAINTAIN THE LUBRICATION
FOR THE TRANMISSION BEARINGS. WESMAR HAS PROVIDED A RELAY THAT CAN BE USED TO
OPERATE A TRANSMISSION LUBRICATION PUMP WHEN EVER THE APU BECOMES ENGAGED.
PLEASE CONSULT TRANSMISSION PROVIDER FOR INFORMATION ON WHERE A TRANSMISSION
LUBRICATION PUMP CAN BE INSTALLED. IT IS RECOMMENDED AT THE VERY LEAST THAT THE
TRANSMISSION BE FILLED TO THE TOP WITH OIL AND TO CLOSELY MONITOR ITS
TEMPERATURE. FOR TRAVELLING WITHOUT ANY FAILURES, THE MAIN ENGINE CAN BE RUN
FOR A FEW MINUTES TO CIRCULATE THE OIL IN THE TRANSMISSION BOX PRIOR TO ENGAGING
THE APU.
USAGE: TRANSMISSION FAILURE
IN THE EVENT THAT THE TRANSMISSION FAILS ON THE BOAT, IT IS STILL POSSIBLE TO
USE THE APU TO DRIVE THE SHAFT. THE TRANSMISSION COUPLER WILL HAVE TO BE UNBOLTED FROM THE TRANSMISSION AND THE SHAFT PULLED BACK TO WHERE THE APU DRIVE
RING IS ENGAGED WITH THE COUPLERS DRIVE RING. THEN THE TWO DRIVE RINGS WILL
NEED TO BE CLAMPED OR STRAPED TOGETHER IN SOME WAY. IT WILL ALSO REQUIRE THE
HYDRAULIC DRIVER CABLE FOR THE APU CYLINDERS TO BE REMOVED FROM THE MANIFOLD
AND THE ENGAGED LIMIT SWITCH TO BE TAPED DOWN.
CONTROLS
THE APU CONTROL PANEL HAS A THREE
POSITIONS KEY SWITCH, ONE THROTTLE
JOYSTICK AND FIVE LEDS. THE KEY SWITCH HAS
AN OFF POSITION, ON POSITITON AND ENGAGE
POSITION.
WITH THE KEY IN THE OFF POSITION THE
KEY APU ELECTRONICS ARE STILL RUNNING IN THE
BACKGROUND (AS LONG AS POWER IS RUNNING
TO THE CONSOLE BOX), BUT THE CONTROL
PANEL WILL NOT HAVE ANY LEDS LIT. THE APU
ELECTRONICS RUN IN THE BACKGROUND
DURING THE OFF POSITION TO MONITOR AND
CHECK THE SAFTY CONDITIONS. PRIMARILY
THIS FUNCTION IS TO MAKE SURE THAT THE APU
THROTTLE DOES NOT UNINTENTIALLY ENGAGE.
WHEN THE KEY IS IN THE ON POSITION,
THE CONTROL BOX LEDS WILL LIGHT. LIKE THE
OFF POSITION, THE ELECTRONICS WILL
MONITOR THE APU’S POSITION AND CHECK THE
SAFTY SENSORS. IN THIS KEY POSITION, THE
STATUS OF THE APU’S POSITION, THE THROTTLE
POSITION AND ANY PROBLEMS CAN BE
DECERNED FROM THE LED INDICATORS. SINCE
THE ALERT LED THAT INDICATES A PROBLEM CAN
FIGURE 25: APU CONTROLS
BE HOOKED UP TO A VARIETY OF LOCATIONS
(ENGINE PRESSURE, TEMP, ETC…), KNOWLEDGE OF ONES SETUP IS VERY IMPORTANT.
15 | W E S M A R - A P U MAINTINANCE WHEN THE KEY IS TURNED TO THE ENGAGE POSITION, THE ELECTRONICS WILL
SIGNAL THE APU HYDRAULIC ACTUATORS TO START PUSHING FORWARD AS LONG AS NO
ALERT IS FOUND. WHILE ENGAGING THE APU’S HYDRAULIC MOTOR WILL SPIN AND THE
HYDRAULIC ACTUATORS WILL PUSH FORWARD. THIS CAN BE SEEN ON THE CONTROL BOX BY
THE LED INDICATORS CHANGING FROM DISENGAGED TO SHIFTING. IF YOU NOTICE THE LEDS
CHANGE FROM SHIFTING TO DISENGAGE THEN BACK TO SHIFTING, DO NOT WORRY. THIS IS
ONLY IS AN AUTOMATED RESPONSE TO IMPROPER ENGAGEMENT, IN WHICH AFTER A
CERTAIN AMOUNT OF TIME WHEN ENGAGEING THAT IT HAS NOT ENGAGE, THE ACTUATORS
WILL PULL BACK THE APU AND TRY ENAGEING AGAIN. ONCE ENGAGEMENT HAS OCCURRED
THE LED INDICATOR ON THE CONTROL BOX SHOULD BE LIT UP. IF THE NEUTRAL LED IS NOT
LIT UP ON THE CONTROL BOX, THE APU WILL NOT ALLOW THE THROTTLE TO OPERATE THE
MOTOR UNTIL THE THROTTLE IS BROUGHT BACK TO NEUTRAL AND THE LED LIGHTS UP.
FROM THIS POSITION, THE APU WILL NOW RESPOND TO THE THROTTLE IN FORWARD AND
REVERSE.
THERE ARE TWO WAYS IN WHICH THE APU WILL DISENGAGE FROM THE ENGAGED
POSITION. FIRST IS WHEN THE KEY IS TURNED TO THE ON OR OFF POSITION. SECOND IS
WHEN A FAULT OR ALERT IS DETECTED BY ONE OF THE APU SAFTY SENSORS. IF A FAULT OR
ALERT IS DETECTED BY ONE OF THE SENSORS AND THEN THE PROBLEM IS FIXED, THE KEY
SWITCH MUST BE TURNED TO THE ON OR OFF POSITION BEFORE IT CAN BE RE-ENGAGED.
CORRECT OPERATION OF THE APU BY STEP:
1) ENSURE MAIN ENGINE IS OFF, AND TRANSMISSION IS IN NEUTRAL.
2) FOLLOW INSTRUCTIONS OF THE GENERATOR MANUFACTURER TO ENGAGE THE
CLUTCH TO POWER THE HYDRAULIC PUMP.
3) WESMAR RECOMMENDS THAT ALL OTHER HYDRAULIC FUNCTIONS ARE OFF
BEFORE ENGAGING THE APU.
4) FOR PEAK PERFORMANCE ALL AC ELECTRICAL SYSTEMS MUST BE OFF TO BROVE
MAXIMUM POWER TO THE APU. FAILURE TO DISCONECTED AC ELECTRICAL POWER
DEMAND MAY RESULT IN OVERHEATING/OVERLOADING OF THE GENERATOR.
5) TURN THE APU KEY TO THE ON POSITION. DISNEGAGE LIGHT SHOULD BE ON.
6) TURN KEY TO ENGAGE, SHIFT LIGHT WILL ILLUMINATE, AND ENGAGE LIGHT WILL
ILLUMINATE WHEN READY. (IT MAY TAKE SEVERAL CYCLES TO ENGAGE, DURING
WHICH TIME DISENGAGE AND SHIFT LIGHT WILL ALTERNATE, THIS IS NORMAL)
7) WHEN THE ENGAGE LIGHT IS ON THE UNIT IS READY TO OPERATE, HOWEVER THE
APU JOYSTICK MUST BE IN THE NEUTRAL POSITION AS INICATED BY THE BLUE LED
BEFORE THE SYSTEM RESPOND.
8) UNIT IS NOW READY FOR FULL FOREWARD AND REVERSE OPERATION
9) TO DISENGAGE, BRING JOYSTICK TO THE NEUTRAL POSITION.
10) ALLOW VESSEL TO SLOW DOWN.
11) TURN KEY FROM ENGAGE TO ON.
12) LIGHT WILL GO FROM GREEN ENGAGE TO SHIFTING DISENGAGE.
13) ONCE DISENGAGED TRUN KEY TO OFF.
14) REMOVE KEY.
15) DISENGAGE GENERATOR PTO (DO NOT DISENGAGE PTO UNTIL THE APU
DISENGAGE LIGHT IS ILLUMINATED).
16) YOU MAY NOW RESUME NORMAL ENGINE OR GENERATOR OPERATIONS.
16 | W E S M A R - A P U MAINTINANCE MAINTINANCE TRANSMISSION CARE
THE TRANSMISSION SHOULD NOT ANY EXTRA MATINANCE (OTHER THEN THE NORMAL
RECOMMENDED BY THE TRANSMISSION MANUFACTURE) AS LONG AS THE OPERATION
PROCEDURES FOR THE APU ARE FOLLOWED. (SEE OPERATIONS: USAGE SECTION FOR
DETAILS)
BELT HYSTERYSIS
THE APU USES A GATES CARBON FIBER BELT TO DRIVE THE SPROCKET AROUND THE
PROP SHAFT. ONE PROBLEM THAT CAN OCCUR FROM UNREGULAR USE OF THE APU IS THE
BELT CAN HARDEN INTO A SINGLE SHAPE. THIS CAN LEAD TO A PREMATURE BREAKING OF
THE BELT WHEN STARTED UP. TO AVOID THIS PROBLEM WESMAR RECOMENDS THE APU BE
RUN FOR 10-20 MINUTES AT MINUMUM EVERY 6 MONTHS. IF ONE DOES NOT WISH TO
ENGAGE THE APU DURING THIS MAINTINACE, THEY CAN DETACH THE HYDRAULIC CYLINDER
DRIVER PLUG FROM THE MAINIFOLD BLOCK AND TURN THE APU CONTROLLER KEY TO
ENGAGE. THIS SHOULD SPIN THE BELT WITHOUT MOVING THE APU FORWARD. WHEN DONE,
TURN THE KEY BACK TO THE OFF POSITION AND THEN REPLACE THE HYDRAULIC CYLINDER
DRIVER PLUG INTO THE MANIFOLD.
DRIVE RING
IT MAY BE NESSESARY FOR THE DRIVE RING TO PERIODICALLY BE CHECKED DURING
THE APUS LIFE FOR WEAR AND GAWLING. IF PRESSURES AND SPEEDS ON THE ENGAGEMENT
CYCLE OF THE APU ARE NOT OPTIMIZED THEN IT CAN CAUSE THE DRIVE RING TO
PREMATURELY WARE OUT.
*IMPORTANT!* SHAFT BEARING/SEAL CARE
SOME SHAFT BEARINGS AND SEALS MAY REQUIRE A COOLING SYSTEM. IF THIS
COOLING SYSTEM IS FED FROM THE MAIN ENGINE COOLING, IT WILL REQUIRE AN
ALTERNITIVE METHOD WHEN THE APU IS RUNNING AND THE MAIN ENGINE IS OFF. PLEASE
CONSULT YOUR SHAFT BEARING OR SEAL MANUFACTURE OR WESMAR FOR COOLING
METHODS DURING APU OPERATION.
SERVICE #
14120 NE 200TH STREET
WOODINVILLE, WA, 98072
USA
(425)-481-2296
(425)-486-0909
MAIN OFFICE
FAX
17 | W E S M A R - A P U APENDIX APENDIX CONTENTS:
1.
2.
3.
4.
5.
6.
7.
8.
9.
APU WIRING DIAGRAM
APU CONSOLE BOX MOUNTING HOLE PLACEMENT
APU CONSOLE BOX DIMENSIONS
CONSOLE BOX CABLE ASSEMBLY
CONTROLLER DASHBOARD CUTOUT
APU 300 PARTS LIST
APU 300 DIMENSIONS
FAULT SWITCH
AUXILIARY OIL PUMP
pg
pg
pg
pg
pg
pg
pg
pg
pg
19
20
21
22
23
24
25
26
27
18 | W E S M A R - A P U APENDIX 19 | W E S M A R - A P U APENDIX 20 | W E S M A R - A P U APENDIX 21 | W E S M A R - A P U APENDIX 22 | W E S M A R - A P U APENDIX 23 | W E S M A R - A P U APENDIX 24 | W E S M A R - A P U APENDIX 25 | W E S M A R - A P U APENDIX 26 | W E S M A R - A P U APENDIX 27 | W E S M A R - A P U