raymarine type 1 hydraulic pump manual quotation
Boats with traditional hydraulic steering systems will use an Evolution autopilot driven by a hydraulic pump. The pump connects to the boat"s hydraulic steering lines and allow the autopilot to steer the boat by controlling the flow of fluid through the boat"s steering system. The hydraulic pump is controlled by the Evolution autopilot Actuator Control Unit (ACU.)
The Type 1 hydraulic drive is compatible with both S1/S1G and S2/S2G corepacks. Use the table below to determine the Type 1 hydraulic drive"s capacity when used with each corepack
The Type 1 Hydraulic Reversing Pump, is a component for Raymarine SmartPilot autopilot systems. Designed for boats with existing hydraulic steering systems, the Hydraulic Autopilot Pump interfaces with your vessel"s steering system to keep you on the right course.
Notes: In some systems with dual steering rams in parallel, cylinder capacity is the total of both rams. Rams in series only require single capacity valve. Hydraulic steering systems with steering rams over 500cc require our larger constant running pump used in conjunction with the relevant ACU - contact Raymarine for details. An authorized Raymarine dealer is best suited to installing a hydraulic autopilot system. Type 0.5 suitable for Volvo D4/D6 Sterndrive applications.
For use with hydraulic steering systems. Evolution pilots connect to hydraulic steering systems using a rugged hydraulic pump matched to the capacity of the hydraulic steering system. You’ll need to find out the size (in cc) of the hydraulic cylinder ram(s) mounted to the rudder or inboard engine boats, or to the drive unit on outboard engine boats. Your steering system documentation will have this information.
The Dometic SeaStar AP1219 is a highly reliable, plug n play autopilot pump that comes in 12 or 24 volt configurations and two fixed flows 60 cu. in./min and 100 cu. in./min. The autopilot pump is a reversible type set that uses an internal hydraulic gear pump. It is fairly compact (see pictures) and produces very little noise and vibration. It is primarily used as a stand alone pilot pump on boats or it can be retrofitted to a SeaStar P/A unit.
These are generally fairly simple 12/24V motors that respond in the same way to the output from the course computer, without other complex electronics that need a data feed with specific protocols.
Whether driven directly by an electric motor, or via hydraulics, these are non-intelligent items that simply respond to the changing 12V (or 24V) outputs from the course computer.
Similarly Raymarine’s mechanical linear drives (£1,800-2,065) are offered in three sizes for boats with displacement of up to 11,000kg, 15,000kg and 20,000kg laden displacement.
They are now dated units that include only a basic fluxgate compass and limited connectivity via Raymarine’s original SeaTalk, or NMEA0183 for GPS and apparent wind data.
It’s therefore capable of steering a much better course than the ST1000/2000 models, though won’t match the performance of a belowdeck system as it’s impossible to fit a rudder angle sensor.
In addition, unlike B&G’s SD10 drive there’s no automatic clutch, so switching between automatic steering and standby modes may not be a smooth operation in challenging conditions.
The EV-100 tiller pilot is priced at £1,365, packaged with an ACU-100 course computer, EV-1 sensor and cabling kit, though a control unit is still required.
The TP10 (£470) is a basic standalone model for smaller boats, while the TP22 (£610) and TP32 (£760) models can operate in either standalone mode, or networked with wind instruments and/or separate compasses via NMEA0183 or 2000.
The B&G SD10 drive (£1,059) is a neat alternative to a conventional tiller pilot that uses a Bowden cable (as used for steering most RIBs) to connect a below-decks motor to the tiller.
The more powerful ACU-400 (£1,905) can supply 30A to 12V or 24V systems; capable of steering very large yachts, including those with hydraulic drive units.
All the main manufacturers now use 9-axis sensors that measure heading, rate of turn, pitch, roll and yaw, giving far greater data inputs to the course computer than gyro compasses that were the best option less than 10 years ago.
Garmin only lists this sensor in its pilot packages, but Raymarine’s EV-1 Sensor is available separately for £740, while B&G’s Precision compass is £680.
sizing for these systems is really dependent on boat size, changing to a hydraulic system is not going to give you any advantages unless you replace the complete wheel to rudder system. if you dont plan to replace the lot, you are going to vastly increase the complexity of your system, thus increasing likelyhood of failure.