B36172 New

723PLUS DIGITAL CONTROL
APPLICATION MANUAL
APPLICATION NAME : INCAT 059 PROPULSION CONTROL

CUSTOMER NAME : MAN B&W RUSTON
MAIN CHASSIS : 8262-299
MANUAL B36172.NEW
!
WARNING
Read this entire manual and all other publications pertaining to the work to be
performed before installing, operating, or servicing this equipment. Practice all plant
and safety instructions and precautions. Failure to follow instructions can cause
personal injury and/or property damage
!
WARNING
The engine, turbine, or other type of prime mover should be equipped with an
overspeed (overtemperature, or overpressure, where applicable) shutdown
device(s), that operates totally independently of the prime mover control device(s) to
protect against runaway or damage to the engine, turbine, or other type of prime
mover with possible personal injury or loss of life should the mechanical-hydraulic
governor(s) or electric control(s), the actuator(s), fuel control(s), the driving
mechanism(s), the linkage(s), or the controlled device(s) fail
!
CAUTION
To prevent damage to a control system that uses an alternator or battery-charging device,
make sure the charging device is turned off before disconnecting the battery from the
system.
!
CAUTION
Electronic controls contain static-sensitive parts. Observe the following precautions to
prevent damage to these parts.
Discharge body static before handling the control (with power to the control turned
off, contact a grounded surface and maintain contact while handling the control).
Avoid all plastic, vinyl, and styrofoam (except antistatic versions) around printed
circuit boards.
Do not touch the components or conductors on a printed circuit board with your
hands or with conductive devices.
When not installed in a control, modules should be kept in a protective antistatic

bag.
Woodward reserves the right to update any portion of this publication at any time.
Information provided by Woodward is believed to be correct and reliable. However,
no responsibility is assumed by Woodward unless otherwise expressly
undertaken.
Woodward, 2000
All Rights Reserved
Manual B36172.NEW Table of Contents
TABLE OF CONTENTS
1. INTRODUCTION................................................................................................................... 1-1
1.1 SYSTEM COMPLIANCE.............................................................................................................. 1-1
1.2 GENERAL SAFETY PRECAUTIONS ............................................................................................. 1-1
1.3 NOTES, W ARNINGS AND CAUTIONS .......................................................................................... 1-1
2. ESD PROTECTION AND HANDLING ................................................................................. 2-1
3. SYSTEM DESCRIPTION...................................................................................................... 3-1

3.1 OVERVIEW .............................................................................................................................. 3-1
3.2 MECHANICAL OR BALLHEAD BACKUP SPEED CONTROL ............................................................. 3-1
3.3 723PLUS ENGINE SPEED CONTROL .......................................................................................... 3-3
3.3.1 Engine Speed Detection........................................................................................... 3-3
3.3.2 Speed Control .......................................................................................................... 3-4
3.3.3 Limiters and Load Rejection..................................................................................... 3-5
3.3.4 PID Control and Actuator Output ............................................................................. 3-6
3.4 SAFETY AND ALARM FUNCTIONS .............................................................................................. 3-6
3.4.1 Safety ....................................................................................................................... 3-6
3.4.2 Shutdowns................................................................................................................ 3-7
3.4.3 Watchdog ................................................................................................................. 3-7
3.4.4 Engine Alarms .......................................................................................................... 3-7
3.4.5 Sensor Faults ........................................................................................................... 3-8
3.4.6 Hardware Faults ....................................................................................................... 3-8
3.4.7 Resetting of Alarms .................................................................................................. 3-8
3.5 START AND STOP CONTROL FUNCTIONS ................................................................................... 3-8
3.5.1 Start .......................................................................................................................... 3-8
3.5.2 Stop .......................................................................................................................... 3-9
3.5.3 Intercooler Valve Position......................................................................................... 3-9
3.5.4 Clutch Control......................................................................................................... 3-10
3.5.5 Charge Air (Boost) Pressure .................................................................................. 3-10
3.5.6 Miscellaneous......................................................................................................... 3-11
3.6 COMMUNICATIONS AND SERVICE TOOLS ................................................................................. 3-11
3.6.1 Alarm and Status Display ....................................................................................... 3-11
3.6.2 Setpoint Programming............................................................................................ 3-11
4. TUNEABLES ........................................................................................................................ 4-1
4.1 CONFIGURE & SERVICE DESCRIPTIONS .................................................................................... 4-1
4.1.1 Configure .................................................................................................................. 4-1
4.1.2 Service...................................................................................................................... 4-3
4.2 TUNEABLE VALUES ................................................................................................................ 4-20
4.2.1 Woodward Configure Values ................................................................................. 4-20
4.2.2 Woodward Service Values ..................................................................................... 4-21
5. HAND-HELD PROGRAMMER ............................................................................................. 5-1
5.1 HAND-HELD PROGRAMMER AND MENUS ................................................................................... 5-1
5.2 CONFIGURE MENUS ................................................................................................................. 5-1
5.3 SERVICE MENUS ..................................................................................................................... 5-1
5.4 DEBUG MENUS ........................................................................................................................ 5-1
5.5 ADJUSTING SETPOINTS ............................................................................................................ 5-2
5.6 HAND-HELD PROGRAMMER KEYS............................................................................................. 5-2
6. HMI DESCRIPTION .............................................................................................................. 6-1
6.1 INTRODUCTION ........................................................................................................................ 6-1
6.2 DESCRIPTION .......................................................................................................................... 6-1
6.2.1 Engine Alarm, Shutdown or Start interlocks............................................................. 6-1
Woodward i
Table of Contents Manual B36172.NEW
7. CONTROL WIRING DIAGRAM ............................................................................................ 7-1

7.1 INTRODUCTION ........................................................................................................................ 7-1
8. FUNCTIONAL BLOCK DIAGRAM ....................................................................................... 8-1
8.1 INTRODUCTION ........................................................................................................................ 8-1
9. CABINET LAYOUT DIAGRAM ............................................................................................ 9-1
9.1 INTRODUCTION ........................................................................................................................ 9-1
10. CABINET SUB LAYOUT DIAGRAM.................................................................................. 10-1
10.1 INTRODUCTION ...................................................................................................................... 10-1
11. WOODWARD MANUALS................................................................................................... 11-1
11.1 INTRODUCTION ...................................................................................................................... 11-1
11.2 723PLUS DIGITAL CONTROL MANUAL 02877........................................................................... 11-3
11.3 PGA 12/29/58 FT-LBS ROTARY GOVERNOR MANUAL 36082 ................................................ 11-5
11.4 INTEGRAL EG ACTUATOR FOR PG GOVERNORS MANUAL 36637............................................. 11-7
11.5 BOOSTER SERVO MOTOR MANUAL 36684 .............................................................................. 11-9
12. TROUBLESHOOTING GUIDE ........................................................................................... 12-1
12.1 INTRODUCTION ...................................................................................................................... 12-1
TABLE OF FIGURES
Figure 3.1 Overview of the RK20 Engine Control .......................................................................... 3-1

Figure 5.1 Hand-held Programmer................................................................................................. 5-3
Figure 6.1 HMI Display ................................................................................................................... 6-1
ii Woodward
Manual B36172.NEW Introduction
1. INTRODUCTION
This document is the system description of the Woodward propulsion control system
supplied for the InCat Fast Ferry project, for the four main propulsion Pumps, each driven
by a MAN B&W Diesel engine.
The propulsion control system comprises:
Local Engine Control Panel (LECP):

- 723plus Control with LinkNet I\O modules
Fuel Actuator:
- PGA-EG58 actuator
!
WARNING
Use of this equipment by untrained or unqualified personnel could result in
damage to the control or the installation's equipment and possible loss of life or
personal injury. Make sure personnel using or working on this equipment are
correctly trained.
This manual covers only equipment, which is manufactured by Woodward and does not
include operating instructions for the prime mover, or the driven devices or processes.
For information about other Woodward units used on the prime mover please refer to the
specific Woodward documentation supplied with each unit.
For specific operating information such as start-up, shutdown, and the prime mover's
response to signals from the Woodward control, refer to the prime mover manufacturer's
manual.
1.1 System Compliance
This system complies with the relevant industry specifications and regulations.
1.2 General Safety Precautions
Obey the following safety precautions when you install the unit:
Obey all cautions or warnings given in the procedures.
Never bypass or override machine safety devices.
Always use sufficient personnel and/or lifting equipment to move the cabinet.
1.3 Notes, Warnings and Cautions
The following examples show how notes, warnings and cautions are used in this manual:
Notes are used in the text to provide useful information or hints. This is a note.
!
WARNING
Warnings are used when a procedure or action is dangerous and injury or death
might occur. This is a warning.
!
CAUTION
Cautions are used when a procedure or action can cause damage to equipment. This is a
caution.
Woodward 1-1
Introduction Manual B36172.NEW
1-2 Woodward
Manual B36172.NEW ESD Protection and Handling
2. ESD PROTECTION AND HANDLING
!
CAUTION
All electronic equipment is static-sensitive, some components more than others. To protect
these components from static damage, you must take special precautions to minimize or
eliminate electrostatic discharges.
Follow these precautions when working with or near the control.
1. Before doing maintenance on the electronic control, discharge the static

electricity on your body to ground by touching and holding a grounded metal
object (pipes, cabinets, equipment, etc.).
2. Avoid the build-up of static electricity on your body by not wearing clothing made
of synthetic materials. Wear cotton or cotton-blend materials as much as possible
because these do not store static electric charges as much as synthetics.
3. Keep plastic, vinyl, and styrofoam materials (such as plastic or styrofoam cups,
cup holders, cigarette packages, cellophane wrappers, vinyl books or folders,
plastic bottles, and plastic ash trays) away from the control, the modules, and the
work area as much as possible.
4. Do not remove the printed circuit board from the control cabinet unless absolutely
necessary. If you must remove the printed circuit board from the control cabinet,
follow these precautions:
- Do not touch any part of the printed circuit board except the edges.
- Do not touch the electrical conductors, the connectors, or the components

with conductive devices or with your hands.
- When replacing a printed circuit board, keep the new board in the plastic
antistatic protective bag it comes in until you are ready to install it.
Immediately after removing the old board from the control cabinet, place it in
the antistatic protective bag.
Woodward 2-1
ESD Protection and Handling Manual B36172.NEW
2-2 Woodward
Manual B36172.NEW System Description
3. SYSTEM DESCRIPTION
3.1 Overview
The propulsion control system provides:

- Electronic, Mechanical or Ballhead fuel governing
- System Interface Functions including:
- Local and Remote operator control
- Local and Remote monitoring
- Fuel Scheduling Functions including:
- Loading Control
- Fuel Limiting Functions for engine protection
- Safety and Alarm Functions
- Start and Stop Control Functions
Local Engine Control Panel

723 Plus
Digital Control
Echelon LON Network
Hardwired Input & Outputs,

Direct to Engine, for Control
and Monitoring,
Output
Actuator
Rdundant MPU
PGA-EG
RK20 engine Fly Clutch Pump

Wheel
Overview RK20 Engine Control
Figure 3.1 Overview of the RK20 Engine Control
3.2 Mechanical or Ballhead Backup Speed Control
The engine speed governing system comprises an electronic speed control (723plus)
giving a fuel demand value to the EG section of the PGA-EG fuel governor. If the EG or
its associated equipment fails then speed control is via the ballhead backup control with
manual speed setting on the PGA-EG fuel governor. Once under ballhead PGA control it
is possible to select pneumatic speed setting, which will take the telegraph as its
reference whereby the engine speed can be controlled from the telegraph.
Woodward 3-1
System Description Manual B36172.NEW
Failure Modes Speed Setting Block Diagram

Bridge
Telegraph
Two Isolated 4-20mA Speed Setting

4-20mA outputs
from Bridge
Telegraph. Local Engine Control Panel(LECP)
Close when Manual 723Plus Control
Control Selected
Speed Ref. To
723Plus electronic
Contact open when in Local Control.
control at723PLUS Cabinet
5vdc >20mA
Switchover relay Internal Watchdog Relay
energised for (Normally energised)
healthy status
Actuator Output
I to P convertor: I Control Air to set ballhead

4mA: 3psi P Speed setting(forward Acting)
20mA: 15psi
PGA-EG58
Normal operation 723PLUS controlling fuel demand speed setting from bridge telegraph.
If 723PLUS fails the switch over-relay will de-energise and the PGA-EG58 will be under
ballhead speed control, Which will be minimum speed. The operator has to investigate the
reason why the engine has switched over to ballhead, he can then if he wishes select
pneumatic speed control which takes its speed setting from bridge telegraph whilst LECP is
selected for Remote.
If 723PLUS and I to P converter or air fails the PGA-EG58 will be under ballhead backup, Electronic fuel demand
speed control will be via the knob on the governor. Reverse Acting
The engine speed is set by via the Telegraph on the Bridge which has two 4-20 mA senders
either sender selectable at the bridge, the 4-20mA signal goes to the LECP to provide the
speed setting reference for the Electronic control (AUTO Mode) this is the normal mode of
operation.
In the event of a 723 plus control failure or both MPUs have failed the switchover relay is de-
energised and the speed setting to the speed bellows on the PGA-EG will be switched to
minimum. This will set the ballhead to minimum speed and thus the engine will reduce its
speed to minimum, the engine speed can then be adjusted manually using the speed setting
knobs on the governor itself. Engine alarms will be raised on the bridge to inform the
operators that there is a fault.
The operator has to inspect the engine to see why the control has switched to ballhead and
if satisfied that it is safe and that the telegraph has been set to minimum speed setting he
can switch over to MECH mode within the LECP itself. This will select pneumatic speed
setting of the ballhead, which will take the telegraph as the speed reference.
When the switchover relay has been de-energised due to a 723plus fault (watchdog), on
power up of the control or mechanical selected the switchover relay can only be energised
(Reset) when the engine has been stopped for a predetermined amount of time (i.e.
rundown timer has expired) and reset button is pressed.
3-2 Woodward
3.3 723plus Engine Speed Control
3.3.1 Engine Speed Detection
3.3.1.1 Speed Sensing
The control has two speed sensing inputs, and may be configured for torsional filtering,
for smoother operation with soft couplings, or high signal select, giving speed sensing
redundancy should one signal fail. If the torsional filter has been selected, the speed
sensors should be positioned on either side of the coupling; sensor #1 on the engine
side, and sensor #2 on the reduction gear side. If the high signal select is utilised, then
both speed-sensing devices should be located on the same speed-sensing disc.
Each speed sensor input has a failed speed detection device, with an override function,
which is active during engine start-up. The Alarm #1 and Alarm #2 LEDs located on the
723plus control, give indication when either input has failed, (LED #1 - Sensor #1, LED
#2 - Sensor #2). Speed sensor #2 failure detection is overridden until the clutch is closed,
and the SS#2 Fault Ovrd Dly period has elapsed.
Whilst the clutch is disengaged, speed sensor #2 is ignored, and only speed sensor #1 is
utilised for speed control. Failure of speed sensor #1 whilst the clutch is disengaged, will
cause the control to transfer speed control over to ballhead, and the Major Alarm
Governor Fault will be activated (relay output #1).
Once the clutch is engaged, speed sensor #2 is switched in, either for torsional filtering,
or for high signal selection. When the clutch engaged signal input is received, if the
torsional filter is selected, after the Clutch Delay period has expired, the torsional filter will
be enabled.
If the torsional filter is enabled, failure of either speed sensor will result in the activation of
the Minor Alarm, and control will continue with one speed signal. The PropGain Multiplier
will be switched in to decrease the Proportional Gain value. If high signal select is
chosen, failure of a speed sensor will also give continued control with one speed signal,
and the Alarm Governor Fault will be activated.
Failure of both speed sensors will initiate a watchdog trip, whereby the control will switch
the speed control over to the mechanical governor.
To re-establish electronic control once the system has switched over to mechanical
control, having first corrected the fault with the speed pickups, it will be necessary to stop
the engine, and then initiate a start sequence.
!
WARNING
If the engine has been switched to mechanical control by the 723plus
control due to both speed sensors failing, the engine will have to be
shutdown the faults located and rectified prior to starting the engine again.
Failure of the pickups can only be detected whilst the engine is running, i.e.
the signal must already exist for the failure detection to operate. If the
723plus cannot detect engine speed during start-up, the actuator output will
go to maximum, possibly driving the engine into an overspeed condition.
3.3.1.2 Overspeed Protection
The control may be configured to shut the engine down, when an overspeed is detected
(Overspeed Trip level exceeded), or to enable a pulse to decrease the actuator level, in
order to help force the engine below the trip level;
When the engine speed exceeds the Overspeed Trip level, the control will force the
actuator output to a level determined by the Actuator Dec Level, in order to help bring the
engine speed down. The actuator is forced to this level until the engine speed falls below
Woodward 3-3
the Overspeed Trip level, and then for a further period determined by the Actuator Dec
Pulse. Each time an overspeed occurs, it is counted, and once the counter reaches the
Overspeed Count level, the engine will be shutdown. The overspeed counter is reset to
zero each time the engine is stopped, or after the Reset Ospd Delay period has expired,
after the first overspeed is counted, whichever occurs sooner.
If the Overspeed Count parameter is set to 1, the engine will be shutdown the first time
an overspeed is detected.
!
WARNING
The engine must be equipped with an additional overspeed shutdown device, that
operates totally independently of this control, to protect against runaway or
damage to the engine, with possible personal injury or loss of life, should this
control fail.
3.3.1.3 Speed Filtering
If enabled, the torsional filter can be used to help prevent the control from reacting to
torsionals across a flexible coupling. This works by averaging out the speed sensing
signals from either side of the coupling, although this can be weighted more heavily to
one side than the other, by adjusting the Sensor Weight.
For systems with low frequency oscillatory modes due to engine and system inertias, and
flexible couplings, which can become difficult to control, three Notch/Band-Stop Filters
are provided. These filters can reduce the signal transmission through the control, by
reducing the signal gain at the resonant frequency, and hence preventing the control from
reacting to these unwanted frequencies.
There is one filter on each of the two speed sensor inputs, and then a third on the output
from the torsional filter/high signal select bus, before the engine speed signal reaches the
PID controller.
3.3.2 Speed Control
3.3.2.1 Engine Start
When the Start contact is selected to run, and the start fuel limit has been reached the
speed reference will ramp to the Idle Speed. The reference will remain at idle, until
commanded by the digital raise/lower commands or the analogue speed demand.
- If digital mode is selected, the speed reference will remain at Idle Speed, until an
increase/decrease command is given. Digital commands are operable irrespective
of the clutch being engaged or disengaged.
Closing the Increase contact will raise the speed reference towards the Maximum
Speed at the Ramp Rate, and closing the Decrease contact will lower the speed
towards the Minimum Speed at the Ramp Rate.
- If analogue mode is selected, provided the clutch is closed the speed reference will
ramp to the speed determined by the 4-20mA Analogue Speed Setting input, at
the Acceleration Rate. Further speed adjustments can then be made by increasing
or decreasing the Analogue Speed Setting, and the reference will alter at the
Ramp Rate.
- If idle speed is selected, the speed reference will ramp down to the idle Speed, at
the deceleration Rate. If idle is selected due to an alarm, it will stay at idle until the
alarm is de-activated and the reset button is actioned, if however idle is requested
from ISIS then the control will hold the idle reference whilst the selection from ISIS
is held.
Note the switch between Analogue to Digital will be bumpless i.e. the speed reference will
not alter until raise or lower commands are given, however the switch between Digital to
3-4 Woodward
Analogue is not bumpless the speed reference will be ramped to whatever the Analogue
setting is at.
A second set of ramp rates can be switched in when the command Ramp Rate Select is
given.
Ramp rate Set 1:

From 330 to 550 rpm set to take 20 seconds.
Ramp down from 1030 to 330 rpm to be set to take 15 seconds.
Ramp rate Set 2:

Ramp down from 1030 to 330 rpm to be set to take 15 seconds.
Both sets of ramp rates 1 and 2 are fully tuneable.
There will be two barred speed ranges (irrespective of the clutch being opened or closed)
both with fully adjustable setpoints and bandwidth they will be set initially as follows:
- Barred range 1: 350rpm low limit and 360rpm high limit.
- Barred range 2: 750rpm low limit and 760rpm high limit.
If the speed setting selects a speed within a barred speed range and the engine is
ramping up then the engine will run at the lower range value, if currently ramping down
the engine will stay at the upper range value.
3.3.2.2 Droop Control
To operate in Droop mode the clutch must be closed.
The speed droop value is calculated based on the Droop percentage, and the load on the
engine. The engine load will be derived from the position of the actuator output.
If in digital speed setting mode, closure of the Increase contact will cause the speed
reference to increase at the Inc/Dec Rate #2, therefore causing the engine to increase
speed.
Closure of the Decrease contact will cause the speed reference to decrease at the
Inc/Dec Rate #2, therefore causing the engine to decrease speed.
If in analogue speed setting mode, increasing the 4-20mA Analogue Speed Reference
input will cause the engine to increase speed, and decreasing the input will cause the
engine to decrease speed. The reference will alter at Analogue Rate #2.
3.3.3 Limiters and Load Rejection
The following fuel limiters are fed into a Low Signal Select bus, the output of which serves
to limit the actuator, should the PID output increase to that level.
3.3.3.1 Start and Maximum Fuel Limiter
The Start Fuel Limit, for limiting overfuelling or flooding during engine start-up is active
when the engine is started. This limit is derived from a four-point curve, to give flexibility
of the limiting level at different engines speeds, as the engine is started.
When the PID takes control, the Start Fuel Limit is switched out until the engine is
stopped, and the Maximum Fuel Limit is switched in.
Woodward 3-5
3.3.3.2 Charge Air Pressure Fuel Limiter
A four-point curve provides fuel limiting based on the 4-20mA Charge Air Pressure input
signal. This limiter is only active once the Clutch Engaged contact is closed, and the
Enable Lim Delay period has expired.
3.3.3.3 Torque Fuel Limiter
A four-point curve provides fuel limiting based on the engine speed signal. This limiter is
only active once the Clutch Engaged contact is closed.
3.3.4 PID Control and Actuator Output
3.3.4.1 Speed/Droop Control
The output has tuneable PID dynamics, a Gain Multiplier slope function (which adjusts
Proportional Gain as the engine load changes), and a Gain Ratio function (which
multiplies the Proportional Gain as the speed error becomes too high).
Two sets of dynamics (Proportional Gain, Integral Gain and S.D.R) are provided:
- Set #1 is active when the Clutch is disengaged.
- Set #2 is active when the Clutch is engaged.
The Gain Multiplier slope operates only with Set #2. When the torsional filter is
operational, if one of the speed sensors should fail, the slope function is switched out and
replaced with the simpler Gain 2 Multiplier, for decreasing the Proportional Gain value.
3.3.4.2 Actuator Hit
An Actuator Hit function is provided for testing the dynamics of the control during
commissioning of the system. This function can be enabled in Configure mode, and once
the control has reset itself, the function is only available for a 30-minute period. When the
appropriate parameter is toggled true using the Operator Interface (HHT or PC-based), a
tuneable value is subtracted from the actuator output, for a tuneable period of time. This
will enable the operator to check that the dynamic settings are suitable. This is a better
alternative to physically disturbing the fuel rack to check the response of an engine, as it
will provide a consistent means of test.
3.4 Safety and Alarm Functions
3.4.1 Safety
Detection of an abnormal condition in the Engine, by the 723plus, will cause an engine
alarm and in some cases a shutdown.
Faults can originate from engine problems which are detected either by Digital or
Analogue inputs to the 723plus. Alternatively, faults can be detected in the 723plus
hardware or Sensors. The alarms are grouped as follows:
- Engine Shutdowns
- Watchdog Alarm
- Engine Alarms
- Analogue Sensor faults
- Hardware Faults
In the event the control detecting any abnormal function the appropriate the common
alarm relay Governor Fault Alarm to the ISIS will be de-energised. All alarms can be
viewed on the Alarm and Status Display mounted on the cabinet door, or alternatively via
the HandHeld Programmer.
3-6 Woodward
3.4.2 Shutdowns
Any of the following shutdown inputs will cause a shutdown:

- Mechanical Overspeed (independent to 723 DCS detected overspeed)
- Lub Oil Pressure Low (Less than 10psi+T1 delay and engine speed >300rpm
+Startup Delay)
- Lub Oil Pressure Low (Less than 30psi + T2 delay and engine speed >350rpm)
- Jacket Water Temperature High (95DegC) switch
- Gearbox Control Oil Pressure Low SD (engine speed >300rpm + Clutch Closed +
T3 Delay)
- Emergency Shutdown Command from Bridge
2
- CO Stop
- Overspeed or both speed pickups failed.
When a shutdown condition occurs the actuator output will be driven to zero fuel demand
an output will be given to open the clutch and energise the shutdown solenoid.
!
WARNING
The Woodward Control System must never be relied on as the only overspeed
protection for the engine, a completely independent system to the Woodward
system must always be operative.
Emergency Stop Alarm Indications:

The emergency stop shutdowns are grouped into alarm indications to the ISIS. The
relays are normally energised for healthy and de-energised on shutdown. Following are
the relay alarms:
- Low Lub Oil Pressure (Pressure less than 10 or 30)
- Low Gearbox Control Oil Pressure (SD or Idle)
- High Water Temperature Shutdown
- Overspeed (Mechanical or 723plus detected)
- Low Gearbox Control Oil Pressure (SD or Idle)
3.4.3 Watchdog
The watchdog relay (K11, Electronic Speed Control) is a normally energised relay that is
de-energised if any of the following events occur:
- 723plus control fault, this fault can be due to power supply loss, failure of the
control itself etc.
- Manual Speed control selected in the panel (note this must only be done if the
telegraph is at minimum speed setting) or MPU fault in this case the 723Plus
detected alarms and shutdowns will function as normal.
In the event of a watchdog detected fault due to a 723plus control failure all outputs
(actuator and relay) will be de-energised. Engine speed control will be switched over to
the mechanical governor to maintain engine speed however there will be no protection
from the 723plus detected alarms or shutdowns, the stop, emergency stop buttons and
2
CO stop being hardwired directly to the stop solenoid will still be operable as long as the
24Vdc supply is still available.
The watchdog can only be reset (energised) when the 723plus is healthy, the engine has
been stopped for a predetermined amount of time (i.e. rundown timer has expired) and
reset button is pressed.
3.4.4 Engine Alarms
Engine alarms can be broken-down in to the following categories:

- Digital derived alarms
- Pressures above or below setpoints
- Temperatures above or below setpoints
- Control function feedback status incorrect
Woodward 3-7
3.4.5 Sensor Faults
Sensor faults can arise from any analogue device:

- Engine Speed Sensor signals
- 4-20mA signals
If, whilst the clutch is closed the telegraph is providing the speed setting, the telegraph sensor
fails, the engine control will go to idle speed and an alarm will be raised.
3.4.6 Hardware Faults
723plus Control unit fault

LinkNet Modules Fault
3.4.7 Resetting of Alarms
Will be via the reset push-button on the LECP.
3.5 Start and Stop Control Functions
3.5.1 Start
When the Local Engine Control Panel (LECP) is selected to remote, engine starting is to
be initiated on receipt of a push-button signal from the bridge. When the LECP is selected
to local, engine starting is via a push-button on the front of the panel.
The following start blocks must be removed before the 723plus can energise the air start
solenoid. When the engine is stationary and the start sequence is not blocked then the
Set Available Relay is energised. The engine start sequence can then be started by
issuing the start command:
Start Block
Lub Oil Priming flow Low*
Any Emergency Shutdown Active
Clutch Engaged
Throttle switch fuel rack lever in stop position
Rundown Time Has Not Expired.
*Priming Pump
The engine should only be started if the Lub oil flow is established, and has been healthy
for a minimum of 5 minutes in the preceding 15 minutes, or if the engine has been
running in the last 15 minutes.
If the engine has been stopped for a predefined time and priming flow low is indicated
then Fail to Prime relay output will be de-energised.
Start Sequence
If a start block does not exist, when a Start command is issued the following sequence of
events will happen:
Fuel shutoff solenoid is de-energised
Open Clutch one shot pulse command
Crank engine
When engine speed has exceeded 150rpm
- Air start solenoid de-energised
- Aux 1 Output energised
Priming Pump stopped
Jacket water circulation pump stopped
3-8 Woodward
Jacket water heater off

When engine speed has exceeded 150rpm
- Vent Fan 1 Relay energised
In the event of an electronic governor fault and the clutch is energised then the aux 1 relay
output will be maintained.
If no start blocks are present then the air start solenoid is energised for a cranking time,
the solenoid is de-energised before the cranking time expires if the engine speed reaches
150 rpm.
If the engine has not started within the cranking time (tuneable value) the Fail To Start
relay is energised - alarm will be initiated, and the start sequence is aborted.
3.5.2 Stop
The stop button on the LECP, or the Bridge are operable at all times irrespective of the
position of the local/remote selector switch on the LECP.
If a stop command is issued whilst in the starting sequence or when the engine is running
a shutdown sequence will be initiated. The following sequence of events will take place:
- Shutdown Solenoid Activated
- Open Clutch
- Engine Stop Initiated
Shutdown Solenoid Activated

Energise the shutdown solenoid.
Open Clutch
Issue a Disengage Clutch command 0.5 seconds (tuneable) after stop command given.
Engine Stop Initiated

When the Engine Speed falls below 150 rpm, the following outputs will be energised or
de-energised:
Aux 1 Output de-energised
Priming Pump
Jacket water circulation pump
Jacket water heater
Fuel Shutoff Solenoid energised
When the Engine Speed falls below 150 rpm, the following output will be de-energised:
Vent Fan 1 De-energised
3.5.3 Intercooler Valve Position
PID Control
The intercooler valve position is under PID control with overrides for various scenarios,
the PID control with menu adjustable control parameters will be based on the highest
input between Jacket Water temperature and Charge Air temperature.
The Jacket Water temperature range from the 4-20mA sensor will be 80 - 90 C this will
be scaled to give 0 - 100, and the Charge Air temperature range from the 4-20mA sensor
will be 75 to 85 C this will be scaled to give 0 - 100. This will allow the two signals to
operate on the same scale against the PID setpoint which will also be scaled the same 0
to 100 %.
The PID will operate on the error between the setpoint and the highest value of the
charge air and the jacket water temperatures, if the error is positive i.e. setpoint is greater
than the highest value then the PID will drive the output towards 20mA, if the error is
Woodward 3-9
minus i.e. the setpoint is less than the highest value then the PID will drive the output
towards 4mA.
The relay output Analogue Inp Failure will be de-energised if one of the input transducer
fails.
PID control overrides

Valve output signal should always be 20mA when:
- The engine speed is stationary,
Valve output signal should always be 4mA when:

- The engine speed exceeds X rpm (nominally 750rpm tuneable) with the clutch
engaged.
- The boost exceeds X% (nominally 5% tuneable)
Intercooler Heater
The Intercooler Heater relay is energised when the engine is stationary (regardless of the
temperature input signals), and the relay is de-energised as the Intercooler Valve position
output is reduced below 20mA.
3.5.4 Clutch Control
The clutch control commands from the steering gear are fed from a 24Vdc local to the
steering gear and as such interposing relays will be used within the 723plus cabinet to
keep isolation between the steering gear commands and the 723plus circuits.
Clutch Inhibit
The clutch inhibit relay is normally de-energised, if the engine speed is greater than
400rpm (tuneable) the relay will be energised, which will inhibit the clutch from being
closed.
Engage Clutch:
When the engage clutch command is given and there is no clutch Inhibit (N/C of the
Relay de-energised) then a relay will be energised issuing the command to the gearbox
clutch. In the event of the 723plus being out of operation the clutch inhibit will not inhibit
the clutch from being closed if an engage clutch command is given.
When the input engage clutch is closed the N/O output cathodic monitoring- clutch
engaged will be closed.
Disengage Clutch
The disengage clutch command is given either during the stop sequence or when the
disengage clutch command is given then a relay will be energised issuing the command
to open the gearbox clutch.
When the clutch is disengaged the 723plus control will operate on speed dynamics 1, and
when the clutch is closed dynamics 2 are used.
Engineer Override
This is used to enable the Bridge telegraph to set the engine speed reference demand
when the clutch is open. When the Engineer Override command is activated a block is
put on to stop clutch from being engaged and the controller is set to dynamics two
indicating the clutch is closed.
3.5.5 Charge Air (Boost) Pressure
Bypass control solenoid

The relay Charge Air Bypass Valve will be energised when the engine speed reaches
700 rpm (tuneable) and is de-energised when the speed is greater than 800 rpm
(tuneable), or less than the 700 rpm.
3-10 Woodward
3.5.6 Miscellaneous
Aux 2 Relay Output

The Aux 2 relay is energised whilst the engine speed is less than 800 rpm (tuneable),
when the engine speed is greater than this value the relay is de-energised.
Remote Relay Output

When Remote control is selected at the 723plus control panel the N/O output Remote
Control relay is energised, when in local control the relay is de-energised.
Overload Relay Output

If the actuator output goes into limit then the relay Overload will be energised.
Rack Position Output

The 4-20mA output will follow the position of the actuator demand 0% is 4mA, 100%
being 20mA.
Tachometer Outputs
Two isolated outputs are provided for bridge indication and monitoring system of engine
speed. Both outputs will be scaled identically 4-20mA represents 0-1600rpm (tuneable).
Go to Idle Speed
In the event of the following commands the engine will ramp to idle rated speed:
- Low Gearbox Control Oil Pressure Idle
- Return to Idle (ISIS)
- Telegraph sensor failure
- Clutch opening when speed above 400rpm alarm raised, latched until reset
- Clutch opening when speed less than 400rpm no alarm, no reset required normal
operation
3.6 Communications and Service Tools
3.6.1 Alarm and Status Display
Mounted in the front of the cabinet is an Alarm and Status Display unit comprising a
display which is a back lit LCD display having 2 lines capable of showing 20 characters
per line, and five function keys, F1, F2, F3, F4 and ENTER.
The unit will display all Alarms, and the relevant of control functions status and analogue
data.
3.6.2 Setpoint Programming
The parameters within the control may be configured and monitored using either a Hand
Held Programmer, or via a computer using the ServLink Server and Watch Window
software.
3.6.2.1 Hand Held Programmer and Menus
The Hand Held Programmer is a hand-held computer terminal that gets its power from
the 723 control. The terminal connects to the RS-422 communication serial port on the
control (terminal J1).
The programmer does a power-up self-test whenever it is plugged into the control. When
the self-test is complete, the screen will display two lines of information. This is
information relating to the application. Pressing the 'ID' key will change the display to
show the part number of the control.
Woodward 3-11
The programmer screen is a four-line, backlighted LCD display. The display permits you
to look at two separate functions or menu items at the same time. Use the Up/Down
Arrow key to toggle between the two displayed items. The BKSP and SPACE keys will
scroll through the display to show the remainder of a prompt if it is longer than the display
screen's 19 characters.
The 723 has two sets of menus; the Service menus and the Configure menus. The
Service menus allow easy access and tuning while the engine is running. The Configure
menus may only be entered if the I/O is shutdown, and hence the engine stopped.
3.6.2.2 PC Interface
A PC Interface is available which can be used instead of the Hand Held Programmer.
The hardware communication link is configurable for RS232 or RS422 (RS422 only if
using the 723 J1 port), and the communications protocol is the Woodward developed
ServLink. Woodward Watch Window is an application designed to communicate with the
Servlink Server and provide a user-friendly interface to the control.
3-12 Woodward
Manual B36172.NEW Tuneables
4. TUNEABLES
4.1 Configure & Service Descriptions
4.1.1 Configure
PASSCODE
ENABLE CONFIGURE This parameter must be set to the correct passcode value, in
order to enable the Configure menus. If the value is incorrect,
then no configure values are displayed, and therefore cannot
be altered.
Passcode value for Configure is 1113.
ENABLE SERVICE This parameter must be set to the correct passcode value, in
order to enable the Service menus. If the value is incorrect,
then no service values are displayed, and therefore cannot be
altered.
Passcode value for Configure is 1111.
ENGINE SPEED
PULSES/REV #1 This is the number of teeth (or holes) on the speed-sensing
disc, for the speed sensors connected to the 723. Speed
Sensor #1 should be located on the engine side of the
coupling.
MAXIMUM HZ #1 This parameter allows tuning of the speed-sensing algorithm,
to obtain the optimum resolution for sensing speed. It is
important that the following instructions for tuning these
parameters are adhered to. The Maximum Hz should be
calculated based on both the minimum and maximum
controlling speeds:
(Maximum Speed x Pulse/Rev x 1.3)/60 = A
(Minimum Speed x Pulse/Rev x 4)/60 = B
If B > A then use A as the Maximum Hz. If B < A then use B as
the Maximum Hz, provided that B is greater then 1.1 x
Overspeed Trip Frequency. If not, then contact Woodward
Governor for further assistance.
Calculate separately for each speed sensor input, if
Pulses/Rev #1 & Pulses/Rev #2 are different.
PULSES/REV #2 This is the number of teeth (or holes) on the speed-sensing
disc, for the speed sensors connected to the 723. Speed
Sensor #2 should be located on the generator/gearbox side of
the coupling, if the torsional filter is used, otherwise, it should
be located on the same speed-sensing disc as sensor #1.
MAXIMUM HZ #2 This parameter allows tuning of the speed-sensing algorithm,
to obtain the optimum resolution for sensing speed. It is
important that the following instructions for tuning these
parameters are adhered to. The Maximum Hz should be
calculated based on both the minimum and maximum
controlling speeds:
(Maximum Speed x Pulse/Rev x 1.3)/60 = A
(Minimum Speed x Pulse/Rev x 4)/60 = B
If B > A then use A as the Maximum Hz. If B < A then use B as
the Maximum Hz, provided that B is greater then 1.1 x
Overspeed Trip Frequency. If not, then contact Woodward
Governor for further assistance.
Calculate separately for each speed sensor input, if
Woodward 4-1
Tuneables Manual B36172.NEW
Pulses/Rev #1 & Pulses/Rev #2 are different.

TORSIONAL FILTER? This will enable the torsional filter if selected true.
FINAL DRIVER
ACTUATOR mA @ 0% This is the value of the current output to the actuator when the
control calls for 0% fuel (less than minimum stop).
For example: 10mA for direct acting actuator, 180mA for
reverse acting actuator.
ACTUATOR mA @ 100% This is the value of the current output to the actuator when the
control calls for 100% fuel (greater than maximum stop).
For example: 180mA for direct acting actuator, 10mA for
reverse acting actuator.
REVERSE ACTING? If this parameter is selected false (for a direct acting actuator
output), when the control issues a shutdown, the actuator
output will be driven immediately to 0mA (which is normally
less than the 0% fuel position). This works with the actuator
driver, as additional protection during an engine shutdown.
For a reverse acting actuator output (selected true), this
additional protection is not available, and therefore this action
will not occur.
WARNING: If this parameter is selected false, but the actuator
is configured for reverse acting, the actuator output will be
driven to 0mA (max fuel) during an engine shutdown.
Note: To configure the control actuator output for direct or
reverse acting, the Actuator mA @ 0/100% must be correctly
set-up, taking into account, the type of actuator supplied (direct
or reverse).
SHUTDOWN & ALARM

SHUTDOWN-ISIS: STOP If configured False: The Shutdown-ISIS signal is a normal stop
OR SD signal which does not require a reset signal when the engine
has stopped or
If configured True: The Shutdown-ISIS signal is configured as
a shutdown signal and as such alarms will be raised and the
reset button must be actioned prior to a start command.
GB IDLE-TO ALARM If configured False The Gearbox Oil or Control Oil Idle Select
RELAY will not be alarmed on the relay Gearbox Oil or Control Oil
Alarms.
If configured True either input will generate the relevant alarm.
IDLE SEL AUTO RESET If configured False when the IDLE SEL ISIS input is actioned
and the engine speed is sent to idle speed this signal is latched
and requires a reset command to reset the latch and alarm.
If configured True there is no latching of the signal hence when
the command is removed the speed ref will be under digital
commands or telegraph which ever is selected.
MODBUS J2
MODE This sets the communications protocol of the J2 port. 1=ASCII,
2=RTU.
SLAVE ADDRESS This sets the network address for J2. This will always be set to
1 for Point-to-Point communications.
4-2 Woodward
CONFIGURE
ENABLE CALIBRATION If selected true, the *CALIBRATION* menu will be displayed
under Service.
The parameters for calibrating should not normally need
tuning, however, an Offset & Gain term is available for the
calibration of each analogue input or output.
RELAY TEST MODE if False all relays are controlled by their designated application
code, if True the relays can be individually switched ON and
OFF from the SERVICE HEADER 723 Relay Test or
LN01_0x: Relay Test Mode. When this mode is set True a
shutdown is activated and the engine cannot be run by the
control.
CALIB 4-20mA INPUTS

SPEED REF @4mA (rpm) This is the value of the speed reference, which will be set in the
control when the input is 4mA.
SPEED REF @20mA (rpm) This is the value of the speed reference, which will be set in the
control when the input is at 20mA.
SPEED REF @22mA (rpm) This is the value acts as a limiter and should be set the same
as the 20mA setting.
CHG AIR PRS @4mA (Bar) This is the value of the charge air pressure which will be set in
the control when the input is 4mA
CHG AIR PRS @20mA This is the value of the charge air pressure which will be set in
(Bar) the control when the input is 20mA
CHG AIR TEMP @4mA This is the value of the charge air temperature which will be set
(Bar) in the control when the input is 4mA
CHG AIR TEMP @20mA This is the value of the charge air temperature which will be set
(Bar) in the control when the input is 20mA
JACK WAT TEMP @4mA This is the value of the jacket water temperature which will be
(Bar) set in the control when the input is 4mA
JACK WAT TEMP @20mA This is the value of the jacket water temperature which will be
(Bar) set in the control when the input is 20mA
4.1.2 Service
DISPLAY ANALOGUES
ENGINE SPEED This displays the current speed of the engine. (rpm)
SPEED REFERENCE This is the rpm reference, after the droop has been taken into
account.
ACTUATOR POSITION This is the % actuator output demanded by the control.
ANALOGUE REFERENCE This is the speed reference demanded by the 4-20mA input.
(rpm)
DROOP BIAS This is the bias on the speed reference, as determined by the
droop calculation, based on droop programmed, engine load
(derived from actuator position) and the speed reference. (rpm)
CHARGE AIR PRESSURE This is the value of the charge air pressure input. (bar)
FUEL LIMIT ACT % This is the lowest fuel limit level, expressed as % actuator.
FUEL LIMIT LOAD % This is the lowest fuel limit level, expressed as % load.
CHARGE AIR TEMP This is the value of the charge air temperature input (C)
JACKET WATER TEMP This is the value of the Jacket water temperature input (C)
Woodward 4-3
DYNAMICS #1 SP
IDLE PROP GAIN #1 This parameter sets the Proportional Gain term at Idle Speed,
when the clutch is open,. At speeds between idle & max speed,
the proportional gain term is increased/decreased linearly
between the two setpoints.
PID proportional gain adjustment for the dynamics gain.
Increasing the P term increases the gain, a value for P that is
too large will cause oscillation, if P is too small the offset from a
transient will be too large. The gain setting varies with the
engine speed:
Note: Below idle speed, the proportional gain will remain at the
Idle Prop Gain level.
MAX SPD PROP GAIN #1 This parameter sets the Proportional Gain term at maximum
Speed, when the clutch is open. At speeds between idle & max
speed, the proportional gain term is increased/decreased
linearly between the two setpoints.
engine speed:
Note: Above maximum speed, the proportional gain will remain
at the max speed Prop Gain level.
IDLE INT GAIN #1 This parameter sets the Integral Gain term at Idle Speed, when
the clutch is open. At speeds between idle & max speed, the
integral gain term is increased/decreased linearly between the
two setpoints.
PID integrator rate adjustment for the dynamics, affects kW
recovery rate after a transient. A value for the I term that is too
large will change the actuator current slowly and speed will
take a long time to return to set speed after a transient, giving
overdamped response. If the I term is too small the actuator
current will move too fast and speed will overshoot and
response will be underdamped. (1/s)
Note: Below idle speed, the integral gain will remain at the Idle
Int Gain level.
MAX SPD INT GAIN #1 This parameter sets the Integral Gain term at max speed, when
the clutch is open. At speeds between idle & max speed, the
two setpoints.
Note: Above maximum speed, the integral gain will remain at
the max speed Int Gain level.
IDLE SDR #1 This parameter sets the S.D.R. term at Idle Speed, when the
clutch is open. At speeds between idle & max speed, the
S.D.R. term is increased/decreased linearly between the two
setpoints.
PID derivative ratio adjustment for the dynamics. Set the
amount of derivative (or lead) action the control will have.
Increasing the derivative ratio value above 1 will decrease the
4-4 Woodward
derivative function giving the control a PI type action. A value

too large will make the system less responsive. A value too
small will make the system oscillate, and cannot be
compensated for with the proportional gain or the integrator
rate.
Note: Below idle speed, the S.D.R. will remain at the Idle
S.D.R. level.
MAX SPD SDR #1 This parameter sets the S.D.R. term at max speed, when the
clutch is open. At speeds between idle & max speed, the
setpoints.
rate.
Note: Above maximum speed, the S.D.R. will remain at the
max speed S.D.R. level.
DYNAMICS #2 SP
IDLE PROP GAIN #2 This parameter sets the Proportional Gain term at Idle Speed,
when the clutch is closed. At speeds between idle & max
engine speed:
Note: Below idle speed, the proportional gain will remain at the
Idle Prop Gain level.
MAX SPD PROP GAIN #2 This parameter sets the Proportional Gain term at max speed,
when the clutch is closed. At speeds between idle & max
engine speed:
Note: Above maximum speed, the proportional gain will remain
at the max speed Prop Gain level.
IDLE INT GAIN #2 This parameter sets the Integral Gain term at Idle Speed, when
the clutch is closed. At speeds between idle & max speed, the
two setpoints.
Woodward 4-5
Note: Below idle speed, the integral gain will remain at the Idle
Int Gain level.
MAX SPD INT GAIN #2 This parameter sets the Integral Gain term at max speed, when
the clutch is closed. At speeds between idle & max speed, the
two setpoints.
Note: Above maximum speed, the integral gain will remain at
the max speed Int Gain level.
IDLE SDR #2 This parameter sets the S.D.R. term at Idle Speed, when the
clutch is closed. At speeds between idle & max speed, the
setpoints.
rate.
Note: Below idle speed, the S.D.R. will remain at the Idle
S.D.R. level.
MAX SPD SDR #2 This parameter sets the S.D.R. term at max speed, when the
clutch is closed. At speeds between idle & max speed, the
setpoints.
rate.
Note: Above maximum speed, the S.D.R. will remain at the
max speed S.D.R. level.
PROPGAIN MULTIPLIER The value of this parameter determines the value of
proportional gain in the control, should a speed sensor fail
when the torsional filter is enabled. The purpose of this
parameter is to slow the PID down in the event of the torsional
filter being disabled, when a speed sensor fails.
4-6 Woodward
GAIN SLOPE SP
LOAD BKPT #1 This is the load breakpoint associated with 'Multiplier #1', for
the curve set up to calculate a proportional gain multiplier,
which is dependent on the engine load. At loads between
points #1 & #2, the multiplier is increased/decreased linearly
between these two points.
For values of load at, or less than, breakpoint #1, the multiplier
will be 'Multiplier #1'.
MULTIPLIER #1 This is the multiplier, associated with 'Load Bkpt #1', for the
calculation of the gain multiplier.
LOAD BKPT #2 This is the load breakpoint associated with 'Multiplier #2', for
the curve set up to calculate a proportional gain multiplier,
which is dependent on the engine load. At loads between
points #1 & #2, the multiplier is increased/decreased linearly
between these two points.
For values of load at, or greater than, breakpoint #2, the
multiplier will be 'Multiplier #2'.
MULTIPLIER #2 This is the multiplier, associated with 'Load Bkpt #2', for the
calculation of the gain multiplier.
GAIN RATIO SP
ERROR WINDOW #1 This value is the magnitude of a speed error at which the
control automatically switches to fast response, whilst the
Woodward 4-7
clutch is open, and the Fixed Speed contact input is open. The
control uses the absolute value of speed error, to make this
switch.
GAIN RATIO #1 This sets the ratio of the gain setting at steady state to the gain
setting during transient conditions, whilst the clutch is open and
the Fixed Speed contact is open. The Gain Ratio operates in
conjunction with the Error Window and Proportional Gain
adjustments, by multiplying the Proportional Gain setpoint by
the Gain Ratio when the speed error is greater than the Error
Window. This makes the control dynamics fast enough to
minimise engine speed overshoot on start-up and to reduce the
magnitude of speed error when loads are changing. This
allows a lower gain at steady state for better stability and
reduced steady-state actuator linkage movement.
The Gain Ratio function is disabled, if the Derivative Dynamics
are enabled, and vice versa.
ERROR WINDOW #2 This value is the magnitude of a speed error at which the
control automatically switches to fast response, whilst the
clutch is closed, and the Fixed Speed contact input is open.
The control uses the absolute value of speed error, to make
this switch.
GAIN RATIO #2 This sets the ratio of the gain setting at steady state to the gain
setting during transient conditions, whilst the clutch is closed
and the Fixed Speed contact is open. The Gain Ratio operates
in conjunction with the Error Window and Proportional Gain
adjustments, by multiplying the Proportional Gain setpoint by
the Gain Ratio when the speed error is greater than the Error
Window. This makes the control dynamics fast enough to
minimise engine speed overshoot on start-up and to reduce the
magnitude of speed error when loads are changing. This
allows a lower gain at steady state for better stability and
reduced steady-state actuator linkage movement.
The Gain Ratio function is disabled, if the Derivative Dynamics
are enabled, and vice versa.
ENGINE SPEED SP
FILTER #1 FREQUENCY This is the frequency at which the band-stop (notch) filter will
operate and should be set to the resonant frequency of the
speed signal #1. (Hz)
FILTER #1 Q FACTOR For speed signal #1, this parameter adjusts the attenuation of
the signal frequency, filtered by the band-stop filter. The
minimum value of 0.707 results in zero attenuation, and as the
value is increased, the attenuation is increased, and the range
of frequencies affected broadens.
operate and should be set to the resonant frequency of the
speed signal #2. (Hz)
FILTER #2 Q FACTOR For speed signal #2, this parameter adjusts the attenuation of
the signal frequency, filtered by the band-stop filter. The
minimum value of 0.707 results in zero attenuation, and as the
value is increased, the attenuation is increased, and the range
of frequencies affected broadens.
operate. Filter #3 is for filtering the final speed signal, i.e. after
the High Signal Select bus or the Torsional Filter. (Hz)
FILTER #3 Q FACTOR For filter #3, this parameter adjusts the attenuation of the signal
4-8 Woodward
frequency, filtered by the band-stop filter. The minimum value

of 0.707 results in zero attenuation, and as the value is
increased, the attenuation is increased, and the range of
frequencies affected broadens.
ENABLE FILTER #3 If selected false, band-stop filter #3 will be switched out, and
the engine speed will be fed directly from the High Signal
Select bus or the Torsional Filter (whichever is selected).
SENSOR WEIGHT When using the torsional filter, it is possible to weight one
speed sensor input more heavily than the other. If this value is
set between 0.5 and 1, sensor #1 will be weighted more
heavily then sensor #2. Between 0 and 0.5, sensor #2 will be
more heavily weighted.
TWO SPEED SENSORS? If selected false, the minor alarm relay will not be activated,
should a speed sensor input fail. The Alarm LED on the front
of the 723 however, will still illuminate, as the failure is
continuously detected. The purpose of this parameter is to
prevent the minor alarm activating, when only one speed
pickup is used.
SPEED REFERENCE SP
MIN SPEED(rpm) This is the lowest rpm value to which the speed reference may
be driven by closing the Decrease Speed/Load contact input.
(rpm)
IDLE SPEED(rpm) This value is provided for engine start-up. It is independent of
the Minimum Speed setpoint and may be set to a lower value.
Idle Speed is selected when engine is first started. (rpm)
BKPT 1 SPEED(rpm) Break point 1, the first speed setpoint between idle and
maximum speed, where different ramp rate values can be set.
MAXIMUM SPEED(rpm) This is the highest rpm value to which the speed reference may
be driven by closing the Increase Speed/Load contact input.
(rpm)
R1 IDLE-BKPT1 ACCEL Ramp Rate set 1: This is the rate at which the speed reference
(sec) ramps up from Idle Speed to BKPT 1 SPEED
R1 BKPT1-MAX ACCEL Ramp Rate set 1: This is the rate at which the speed reference
(sec) ramps up from BKPT 1 SPEED to MAX SPEED
R1 MAX-IDLE DECEL (sec) Ramp Rate set 1: This is the rate at which the speed reference
ramps down between MAX SPEED and IDLE SPEED
R2 IDLE-BKPT1 ACCEL Ramp Rate set 2: This is the rate at which the speed reference
(sec) ramps up from Idle Speed to BKPT 1 SPEED
R2 BKPT1-MAX ACCEL Ramp Rate set 2: This is the rate at which the speed reference
(sec) ramps up from BKPT 1 SPEED to MAX SPEED
R2 MAX-IDLE DECEL (sec) Ramp Rate set 2: This is the rate at which the speed reference
ramps down between MAX SPEED and IDLE SPEED
BARRED RANGE 1 LOW First barred speed range low setpoint
(rpm)
BARRED RANGE 1 HIGH First barred speed range high setpoint
(rpm)
BARRED RANGE 2 LOW Second barred speed range low setpoint
(rpm)
BARRED RANGE 2 HIGH Second barred speed range high setpoint
(rpm)
DI IDLE SELECT DELAY(s) Debounce delay for Idle Select ISIS input
ALARM IDLE IF SEL If True when the IDLE SEL from ISIS is actioned an alarm
indication will be generated for the Alarm & Status Display. If
False no indication will be given on the display.
Woodward 4-9
DI GB CTL OIL LO PRS Debounce delay for Gearbox Control Oil Low Pressure input
DLY(S)
DI RAMP RATE2 SEL Debounce delay for Ramp Rate 2 Selection input
DLY(S)
START SPEED SETPOINT When the engine is started, this is the initial speed reference.
RAMP DURATION (S) This is the period over which the speed reference is ramped
from the Start Speed Setpoint to the requested speed
reference.
PID IN CONTROL TIME As the engine is started, once the PID takes control, after this
DEL (S) delay period has expired, the reference will be ramped from the
Start Speed Setpoint to the requested speed reference.
ENGINE LOAD SP
NO LOAD ACT % This value is the actuator % output at zero load.
FULL LOAD ACT % This value is the actuator % output at full load.
DROOP This is the % of the current speed reference by which the
speed reference is drooped from zero to full load. (%)
EQUIV LOAD AT 100% This is the estimated load value derived from the actuator
(kW) position, therefore to get a meaningful load indication it is
important to calibrate the No load Act and the Full Load Act.
START/MAX LIM SP
Example:
X1,Y1 X2,Y2
80%
Fuel Limit
Level
X3,Y3 X4,Y4
40%
0
100rpm 250rpm
Note: X4 must be > X3 which must E be

i > S X2d which must be
>X1.
START FUEL LIMIT X1 For the four-point start fuel limit curve, this parameter defines
the engine speed level X1, at which the fuel limit is set to a
level determined by Y1. At engine speeds above X1, the fuel
limit level is increased/decreased linearly between Y1 & Y2,
and below X1, the fuel limit curve is extrapolated with respect
to the curve defined between X1,Y1 and X2,Y2. (rpm)
START FUEL LIMIT Y1 For the four-point start fuel limit curve, this parameter defines
the fuel limit level Y1, pertaining to the engine speed X1. (%)
level determined by Y2. At engine speeds below X1, the fuel
and above X2, the fuel limit level is increased/decreased
4-10 Woodward
linearly between Y2 & Y3. (rpm)

and above X3, the fuel limit level is increased/decreased
linearly between Y3 & Y4. (rpm)
the fuel limit level Y3, pertaining to the engine speed YX. (%)
and above X4, the fuel limit curve is extrapolated with respect
to the curve defined between X3,Y3 and X4,Y4. (rpm)
MAXIMUM FUEL LIMIT This is the maximum % actuator output during normal engine
operation. This limit should normally be set just above the
output at full load. The start fuel limit is switched out, and the
maximum fuel limit is switched in, once the PID controller has
taken control for 3 seconds. (%)
NEAR FUEL LIMIT % This parameter determines the difference between the actuator
output and the nearest fuel limiter (as a % actuator position),
before the fuel limit indication output is activated (if enabled).
CHG AIR LIM SP
C D
E F
B
Load Limit
Level (%)
Charge Air Pressure (bar)
Note: Chg Air Press F must be > Chg Air Press E which must
be > Chg Air Press D which must be > Chg Air Press C which
must be > Chg Air Press B which must be greater than Chg Air
Press A.
CHG AIR PRESSURE A This parameter configures the charge air pressure for point A,
of the charge air fuel limiter curve. (bar)
LOAD % A This parameter configures the load % for point A, of the charge
air fuel limiter curve.
CHG AIR PRESSURE B This parameter configures the charge air pressure for point B,
Woodward 4-11
LOAD % B This parameter configures the load % for point B, of the charge
CHG AIR PRESSURE C This parameter configures the charge air pressure for point C,
LOAD % C This parameter configures the load % for point C, of the charge
CHG AIR PRESSURE D This parameter configures the charge air pressure for point D,
LOAD % D This parameter configures the load % for point D, of the charge
CHG AIR PRESSURE E This parameter configures the charge air pressure for point E,
LOAD % E This parameter configures the load % for point E, of the charge
CHG AIR PRESSURE F This parameter configures the charge air pressure for point F,
LOAD % F This parameter configures the load % for point F, of the charge
ENABLE LIM DELAY Disable the charge air limiter after the clutch has opened plus
this delay value.
TORQUE LIM SP
Load Limit
Level (%) A
B
Engine Speed (rpm)
Note: Engine Speed D must be > Engine Speed C which must

be > Engine Speed B which must be greater than Engine
Speed A.
ENGINE SPEED A This is the engine speed at which the actuator output is limited
to a level equivalent to the load defined by Load % A. (rpm)
LOAD % A This is the level to which the load is limited, when the engine
speed is at Engine Speed A.
The load limit level is increased/decreased linearly between
points A & B, and for engine speeds below that defined by
point A, the load limit curve is extrapolated with respect to the
curve defined between A & B. (%)
ENGINE SPEED B This is the engine speed at which the actuator output is limited
to a level equivalent to the load defined by Load % B. (rpm)
LOAD % B This is the level to which the load is limited, when the engine
speed is at Engine Speed B.
4-12 Woodward

points A & B, and B & C. (%)
ENGINE SPEED C This is the engine speed at which the actuator output is limited
to a level equivalent to the load defined by Load % C. (rpm)
LOAD % C This is the level to which the load is limited, when the engine
speed is at Engine Speed C.
points B & C, and C & D. (%)
ENGINE SPEED D This is the engine speed at which the actuator output is limited
to a level equivalent to the load defined by Load % D. (rpm)
LOAD % D This is the level to which the load is limited, when the engine
speed is at Engine Speed D.
points C & D, and for engine speeds above that defined by
point D, the load limit curve is extrapolated with respect to the
curve defined between C & D. (%)
OVERSPEED SP
OVERSPEED TRIP This value sets the speed at which the engine is considered by
the control, to be overspeeding.
If the 'Overspeed SD?' parameter is set true, the engine will be
shutdown as soon as an overspeed is detected.
Otherwise, each time an overspeed is detected, a counter is
incremented by 1. At that time, a timer is started, and once the
'Reset Ospd Delay' period has expired, the counter will be
reset. The counter is also reset each time the engine is
stopped.
When an overspeed is detected, if the total number of
overspeeds counted is less than the 'Overspeed Count' level,
the engine will force the actuator output down to the 'Actuator
Dec Level', for a period determined by the 'Actuator Dec Pulse'.
The 'Actuator Dec Pulse' timer does not start until the engine
speed has fallen below the 'Overspeed Trip' level. If the
number of overspeeds counted reaches the 'Overspeed Count'
level, the engine will be shutdown.
Please see Engine Manufacturers recommendation for the
value of this parameter.(rpm)
ACTUATOR DEC PULSE The actuator is forced to a lower level if an overspeed is
detected, until the engine speed falls below the 'Overspeed
Trip' and then for a further period of time determined by this
parameter. (s)
See the description for 'Overspeed Trip'.
ACTUATOR DEC LEVEL This is the level to which the actuator is forced if an overspeed
is detected. (%)
OVERSPEED COUNT This is the number of overspeeds, which may occur before the
engine is shutdown. For a value of 1, the engine will be
shutdown each time an overspeed is detected.
RESET OSPD DELAY When an overspeed first occurs, a timer is started. Once this
timer reaches the 'Reset Ospd Delay' time, the overspeed
counter is reset to zero. (mins)
See description for 'Overspeed Trip'.
Woodward 4-13
ANALOG O/P CONFIG SP

ANALOGUE OUTPUT #1 This selects the analogue value required through output #1,
terminals 15 & 16.
Output scanned/updated every 20ms.
1= Not Used
2=Actuator Position (%)
3=Not Used
4=Unfiltered Speed #1 (rpm)
5=Unfiltered Speed #2 (rpm)
6=Engine Speed (Filtered) (rpm)
7=Fuel Limit (%)
8=PID Level (%)
9=Speed Reference (rpm)
10=Calibration Output
ANALOGUE OUTPUT #2 This selects the analogue value required through output #2,
terminals 17 & 18.
See above for selection numbers.
Output scanned/updated every 80ms.
ACT POS O/P @ 4mA This sets the analogue output level at 4mA representing
actuator position.
ACT POS O/P @ 20mA This sets the analogue output level at 20mA representing
actuator position.
% LOAD O/P @ 4mA This sets the analogue output level at 4mA representing
percentage load.
% LOAD O/P @ 20mA This sets the analogue output level at 20mA representing
percentage load.
SPEED1 O/P @ 4mA This sets the analogue output level at 4mA representing
unfiltered speed through input #1.
SPEED O/P @ 4mA This sets the analogue output level at 4mA representing engine
speed (filtered).
SPEED O/P @ 20mA This sets the analogue output level at 20mA representing
engine speed (filtered).
LIMIT O/P @ 4mA This sets the analogue output level at 4mA representing the
fuel limit level, which can be represented as an actuator output,
or load level.
LIMIT O/P @ 20mA This sets the analogue output level at 20mA representing the
fuel limit level, which can be represented as an actuator output,
or load level.
PID O/P @ 4mA This sets the analogue output level at 4mA representing the
PID level.
PID O/P @ 20mA This sets the analogue output level at 20mA representing the
PID level.
SPD REF O/P @ 4mA This sets the analogue output level at 4mA representing the
speed reference.
SPD REF O/P @ 20mA This sets the analogue output level at 20mA representing the
4-14 Woodward
speed reference.
LIMIT O/P ACT/LOAD? The analogue output representing fuel limit level, can be
expressed as a % load, or % actuator level. If this parameter is
false, the output will be in terms of load, otherwise if true, then
will be represented as an actuator %.
HHT/SERVLINK
BAUD For ServLink communications via the J1 port, this sets the
desired baud rate. An integer number in the range 1 to 10 is to
be used representing: 1=110, 2=300, 3=600, 4=1200, 5=1800,
6=2400, 7=4800, 8=9600, 9=19200, 10=38400. The preferred
baud rates are 9600 and 19200.
MODE This parameter allows switching between the Handheld
Terminal and ServLink Server for communications via the J1
port. A value of 1 will select ServLink, and a value of 2 will
select the HHT.
Note: If the power to the control is switched off and then on,
communications via the J1 port will be set to the Default Mode
of the control, which is HHT. If ServLink is required on boot up
select local control and hold down start, stop and raise
commands all at the same time whilst the control is re-booting
and the ServLink will be selected.
MODBUS J2
HARDWARE CONFIG This value sets the communications hardware configuration for
the J2 port; 1=RS232, 2=RS422, 3=RS485
BAUD RATE This value sets the desired baud rate for the J2 port; an integer
number in the range 1 to 7 is to be used representing: 1=1200,
2=1800, 3=2400, 4=4800, 5=9600, 6=19200, 7=38400. The
preferred baud rates are 9600 & 19200. If the chosen baud
rate is 38400, then both J2 and J3 must be set identical.
STOP BITS This value sets the desired number of stop bits for the J2 port;
an integer number in the range 1 to 3 is to be used
representing: 1=1, 2=1.5, 3=2.
PARITY This value sets the desired parity for the J2 port; an integer
number in the range 1 to 3 is to be used representing: 1=OFF,
2=ODD, 3=EVEN.
TIMEOUT If no communication is received within the timeout period, a
communications error will occur. (s)
ENABLE J2 ALARMS If set false, communications errors from the J2 port are ignored
by the control, otherwise if set true, a communications error will
activate the minor alarm.
CALIBRATION Analogue Inputs:
If it is necessary to calibrate the 4-20mA inputs, set the mA to
zero, and ensure that the control is measuring zero. If not,
adjust the offset until it does. Then set the mA input to 20mA.
Ensure that the control is measuring 20. If not, adjust the gain
until it does. Return the mA input to zero, and check that the
control is still measuring zero. If not, repeat the calibration
process.
Analogue Outputs:
If it is necessary to calibrate the output, set the parameter
'Analogue Output #1,2 or 3' (in menu *ANALOG O/P CONFIG*)
to 10. Then adjust the 'An O/P Calibration' term to zero, and
Woodward 4-15
measure the current from output #1,2 or 3. If it is not zero, then

adjust the offset term. Then adjust the 'An O/P Calibration' term
to 20, and check the current again. If it does not read 20, then
adjust the gain term. Return to zero, and check again, and
work through the calibration process again if necessary.
CH1 I/P OFFSET Channel 1 4-20mA input, adjustment of this parameter will alter
the offset.
CH1 I/P GAIN Channel 1 4-20mA input, adjustment of this parameter will alter
the gain.
the offset.
the gain.
CH2 LOW mA SP ALM Channel 2 Low level mA(less than 4mA) signal sensor failed
alarm
CH2 HI mA SP ALM Channel 2 High level mA(greater than 20mA) signal sensor
failed alarm
CH3 I/P OFFSE Channel 3 4-20mA input, adjustment of this parameter will alter
the offset.
the gain.
CH3 LOW mA SP ALM Channel 3 Low level mA(less than 4mA) signal sensor failed
alarm
CH3 HI mA SP ALM Channel 3 High level mA(greater than 20mA) signal sensor
failed alarm
the offset.
the gain.
AN O/P #1 OFFSET This parameter is the offset term, for calibration of analogue
output #1 (terminals 15 & 16).
AN O/P #1 GAIN This parameter is the gain term, for calibration of analogue
AN O/P CALIBRATION For any analogue output selected to Option 9 (calibration),
adjustment of this value between 0 & 20 will allow checking
and adjustment of the calibration of the output/metering device,
between 0 and 20 mA.
723 RELAY TEST MODE

Only if Relay Test Mode is selected in configure mode will this
mode be available. When Relay Test Mode is selected each
relay can be forced on or off from the HHT, whilst this mode is
selected a shutdown is forced on the 723 control.
723 CH1 Test relay 1
723 CH2 | |
4-16 Woodward
723 CH3 Test relay 3
LN01_02 RELAY TEST MODE

CH1 Test relay 1
| | | |
CH8 Test relay 8

CH1 Test relay 1
| | | |
CH8 Test relay 8

CH1 Test relay 1
| | | |
CH8 Test relay 8
START ENGINE SP
CRANKING TIME (sec) This is the duration that the air start solenoid control relay is
energised for. Note: the relay is de-energised before the
cranking time expires if the Starter Removal Speed is
exceeded.
STARTER REMOVAL This is the speed that the engine is deemed to have started
SPEED(rpm) after the engine has been cranked. When the starter removal
speed is reached the Air start solenoid control relay is de-
energised.
NUMBER OF START This is the number of times the engine is allowed to try to
ATTEMPTS automatically start the engine before a start fail alarm is given.
TIME BETWEEN STARTS Time before cranking can be carried out after failing to start the
last time.
AUX CONTROLS SP
AUX 2 ON SPD> When the engine speed exceeds this value the Aux 2 relay
will be energised.
CHG AIR BYPASS ON When the engine speed exceeds this value the Charge Air
SPD> Bypass relay will be energised.
CHG AIR BYPASS OFF When the engine speed exceeds this value the Charge Air
Woodward 4-17
SPD> Bypass relay will be de-energised.

INHIBIT CLUTCH CLOSE The clutch should only be closed when the engine speed is
less than this setting, if the engine speed exceeds this setting
the clutch will be inhibited from closing.
INTCOOL VLV SP
PROP GAIN PID proportional gain adjustment for the dynamics gain.
transient will be too large.
INT GAIN PID integrator rate adjustment for the dynamics, affects
recovery rate after a transient. A value for I that is too small will
change the actuator current slowly and speed will take a long
time to return to set speed after a transient, giving overdamped
response. If I is too large the actuator current will move too fast
and speed will overshoot and response will be underdamped.
DERIV GAIN PID derivative ratio adjustment for the dynamics. Set the
rate.
SETPOINT(%) This is the setpoint about which the PID will drive the valve to
control the temperature using the highest temperature signal
from either the Charge Air or Jacket Water temperature as
feedback.
MAX SPEED SP(rpm) When the engine exceeds this speed the intercooler valve is
driven to 4mA.
MAX CHARGE AIR When the charge air pressure exceeds this setpoint the
PRESS(Bar) intercooler valve is driven to 4mA.
SEL MANUAL CTRL Select manual control when in this mode the valve is no longer
under PID control it is controlled by the MAN CTRL POSN
setpoint.
MAN CTRL POSN(%) When selected to Manual control the valve position will follow
this value.
HEATER ON DLY(s) Delay heater being turned on, used to mask transients
HOLD HEATER ON DLY(s) Once heater is on hold it on for duration.
HEATER ON IF VLV > (%) Switch heater on if valve position is greater than this setpoint.
JACK WAT MIN RNGE This is the minimum temperature that the sensor input Jacket
(DegC) Water is calibrated at for 4mA.
JACK WAT MAX RNGE This is the maximum temperature that the sensor input Jacket
(DegC) Water is calibrated at for 20mA.
CHG AIR MIN RNGE This is the minimum temperature that the sensor input Charge
(DegC Air is calibrated at for 4mA.
CHG AIR MAX RNGE This is the maximum temperature that the sensor input Charge
(DegC Air is calibrated at for 20mA
SHUTDOWN SP
LUB OIL PRS10 DLY(S) Debounce delay for Lub oil pressure 10 PSI switch
LUB OIL 10 STARTUP Is the delay after the engine speed has reached Lub Oil Prs10
DLY(S) Spd setpoint before the shutdown Lub oil pressure switch 10
4-18 Woodward
PSI will shutdown the engine.

LUB OIL PRS10 SPD Above this speed Lub oil pressure switch 10 PSIcan
shutdown the engine.
LUB OIL PRS30 DLY(S) Debounce delay for Lub oil pressure 30 PSI switch
LUB OIL PRS30 SPD Above this speed Lub oil pressure switch 30 PSI can
shutdown the engine.
JACK WAT LO PRS-SD Debounce delay for Jacket Water Temperature switch.
DLY(S)
GB CTL OIL LO PRS-SD The Low Gearbox Control Oil Pressure shutdown input must
DLY(S) be active for this duration before it will cause a shutdown.
BLOCK GBOIL SD IF The two shutdown inputs Low Gearbox Oil Pressure and
SPD<RPM Low Gearbox Control Oil Pressure are blocked from causing
a shutdown whilst the engine speed is less than this value.
GBOIL BLOCK WAIT Is the delay after the engine speed has reached Block Gboil
(SEC) SD if spd<rpm setpoint before either shutdown inputs Low
Gearbox Oil Pressure or Low Gearbox Control Oil Pressure
will shutdown the engine.
CLUTCH OPEN DLY (S) Is the delay after a stop command is given to issue a Dis-
engage Clutch command.
RUNDOWN TIME (S) After a shutdown, this is the period of time for which the engine
must be below minimum speed, before the control will be ready
to start again.
START SEQ SP
THROTTLE SWITCH DLY Debounce delay for Throttle switch digital input start interlock
(S)
LUB O PRIME FLOW Debounce delay for Lub Oil Prime Flow digital input start
DLY(S) interlock
MIN PRIME FLOW OK (M) Is the minimum time in minutes that the Lub Oil Prime Flow
must be active before the start block is removed.
DURATIN FLOW OK(M) The Lub Oil Prime Flow must be active for Min Prime Flow
OK(m) with in this time period in minutes Duration Flow
OK(m) then the start interlock is deemed healthy.
AUX1 ON SPD (rpm) When the engine speed is greater than this value the relay
output Auxiliaries will be energised.
VENT FAN ON SPD (rpm) When the engine speed is greater than this value the relay
output Vent Fan 1 Control will be energised.
LO PRIME FLOW ALM This is the time delay whilst the engine is stationary and the
DLY(S) digital input Lub Oil Prime Flow is not OK before an alarm is
actioned.
IDLE SPD + HYST This is the margin off error allowed in detecting that the
telegraph speed setting demand is at idle speed i.e. Idle speed
(300rpm) + Idle spd + Hyst(10 rpm) = 310rpm, thus as long
as telegraph speed setting demand is within 310 rpm the start
block will be removed.
WAIT 4 FUEL SOL 2 This is the time allowed for the fuel solenoid to open before the
OPEN(S) engine is cranked.
DLY CLOSNG FUEL Delay closing the fuel shutoff valve when the engine has
VALVE(S) stopped.
Woodward 4-19
4.2 Tuneable Values
4.2.1 Woodward Configure Values
Application : INCAT 059 PROPULSION CONTROL

Part Number : ______________________________
Date : 01-12-00
Final
Configure Prompt Nominal Value Range Value
-----------------------------------------------------------------------------
*PASSCODE*
ENABLE CONFIGURE 1113 0 TO MAX LIM _______
ENABLE SERVICE 1111 0 TO MAX LIM _______
*ENGINE SPEED*
PULSES/REV #1 292 40 TO 600 _______
MAXIMUM HZ #1 10000 500 TO 10000 _______
PULSES/REV #2 292 40 TO 600 _______
MAXIMUM HZ #2 10000 500 TO 10000 _______
TORSIONAL FILTER? FALSE TRUE TO FALSE _______
*FINAL DRIVER*
ACTUATOR mA @ 0% 10.000 0.00 TO 200.00 _______
ACTUATOR mA @ 100% 180.000 10.00 TO 200.00 _______
REVERSE ACTING? TRUE TRUE TO FALSE _______
*SHUTDOWN & ALARM*

SHUTDOWN-ISIS: STOP OR SD FALSE TRUE TO FALSE _______
GB IDLE - TO ALARM RELAY TRUE TRUE TO FALSE _______
IDLE SEL - AUTO RESET TRUE TRUE TO FALSE _______
*MODBUS J2*
MODE 2 1 TO 2 _______
SLAVE ADDRESS 1 1 TO 247 _______
*CONFIGURE*
ENABLE CALIBRATION FALSE TRUE TO FALSE _______
RELAY TEST MODE FALSE TRUE TO FALSE _______
*CALIB 4-20mA INPUTS*

SPEED REF @4mA (rpm) 330.000 0.00 TO 2000.00 _______
CHG AIR PRS @4mA (Bar) 0.000 0.00 TO 6.00 _______
CHG AIR PRS @20mA (Bar) 6.000 0.00 TO 100.00 _______
CHG AIR TEMP @4mA (C) 0.000 0.00 TO 200.00 _______
CHG AIR TEMP @20mA (C) 100.000 0.00 TO 200.00 _______
JACK WAT TEMP @4mA (C) 0.000 0.00 TO 200.00 _______
JACK WAT TEMP @20mA (C) 100.000 0.00 TO 200.00 _______
4-20 Woodward
4.2.2 Woodward Service Values
Final
Service Prompt Nominal Value Range Value
-----------------------------------------------------------------------------
*DISPLAY ANLG MON*

ENGINE SPEED (rpm) (Monitor)
SPEED REF (rpm) (Monitor)
ACTUATOR POSITN (%) (Monitor)
ANALOG SPD REF (rpm) (Monitor)
DROOP BIAS(rpm) (Monitor)
CHARGE AIR PRESS (Bar) (Monitor)
FUEL LIMIT LOAD % (Monitor)
CHARGE AIR TEMP (DEG C) (Monitor)
JACKET WATER TEMP (Deg C) (Monitor)
*DYNAMICS #1 SP*
IDLE PROP GAIN #1 0.250 0.01 TO 10.00 _______
MAX SPD PROP GAIN #1 0.250 0.01 TO 10.00 _______
IDLE INT GAIN #1 (1/s) 0.500 0.01 TO 10.00 _______
MAX SPD INT GAIN #1 (1/s) 0.500 0.01 TO 10.00 _______
IDLE SDR #1 10.000 0.01 TO 100.00 _______
MAX SPD SDR #1 10.000 0.01 TO 100.00 _______
*DYNAMICS #2 SP*
IDLE PROP GAIN #2 0.350 0.01 TO 10.00 _______
MAX SPD PROP GAIN #2 0.350 0.01 TO 10.00 _______
IDLE INT GAIN #2 (1/s) 0.630 0.01 TO 10.00 _______
MAX SPD INT GAIN #2 (1/s) 0.630 0.01 TO 10.00 _______
IDLE SDR #2 14.550 0.01 TO 100.00 _______
MAX SPD SDR #2 14.550 0.01 TO 100.00 _______
PROPGAIN MULTIPLIER 1.000 0.01 TO 1.00 _______
*GAIN SLOPE SP*

LOAD BKPT #1 (%) 50.000 0.00 TO 110.00 _______
MULTIPLIER #1 1.000 0.01 TO 10.00 _______
LOAD BKPT #2 (%) 100.000 0.00 TO 110.00 _______
MULTIPLIER #2 1.000 0.01 TO 10.00 _______
*GAIN RATIO SP*

ERROR WINDOW #1 (rpm) 100.000 0.00 TO 100.00 _______
GAIN RATIO #1 1.000 0.00 TO 10.00 _______
ERROR WINDOW #2 (rpm) 10.000 0.00 TO 100.00 _______
GAIN RATIO #2 2.000 0.00 TO 10.00 _______
*ENGINE SPEED SP*

FILTER #1 FREQUENCY (Hz) 16.00 0.01 TO 16.00 _______
FILTER #1 Q FACTOR 0.707 0.707 TO 25.00 _______
ENABLE FILTER #3 FALSE TRUE TO FALSE _______
SENSOR WEIGHT 0.500 0.00 TO 1.00 _______
TWO SPEED SENSORS? TRUE TRUE TO FALSE _______
*SPEED REF SP*

MIN SPEED (rpm) 330.000 0.00 TO 2000.00 _______
IDLE SPEED (rpm) 330.000 0.00 TO 2000.00 _______
BKPT 1 SPEED (rpm) 550.000 0.00 TO 2000.00 _______
Woodward 4-21
MAXIMUM SPEED (rpm) 1030.000 0.00 TO 2000.00 _______

R1 IDLE-BKPT1 ACCEL (rpm/s) 20.000 0.00 TO 300.00 _______
R1 BKPT1-MAX ACCEL (rpm/s) 40.000 0.00 TO 300.00 _______
R1 MAX-IDLE DECEL (rpm/s) 15.000 0.00 TO 1000.00 _______
R2 IDLE-BKPT1 ACCEL (rpm/s) 40.000 0.00 TO 300.00 _______
R2 BKPT1-MAX ACCEL (rpm/s) 80.000 0.00 TO 300.00 _______
R2 MAX-IDLE DECEL (rpm/s) 15.000 0.00 TO 1000.00 _______
BARRED RANGE 1 LOW (rpm) 350.000 0.00 TO 2000.00 _______
BARRED RANGE 1 HIGH (rpm) 360.000 0.00 TO 2000.00 _______
BARRED RANGE 2 LOW (rpm) 750.000 0.00 TO 2000.00 _______
BARRED RANGE 2 HIGH (rpm) 760.000 0.00 TO 2000.00 _______
DI IDLE SELECT DELAY(S) 0.000 0.00 TO 30.00 _______
ALARM IDLE IF SEL TRUE TRUE TO FALSE _______
DI GB CTL OIL LO PRS DLY(S) 0.000 0.00 TO 30.00 _______
DI RAMP RATE2 SEL DLY(S) 0.000 0.00 TO 30.00 _______
START SPEED SETPOINT 375.000 0.00 TO 1100.00 _______
RAMP DURATION (S) 4.000 0.00 TO 10.00 _______
PID IN CONTROL TIME DEL (S) 2.000 0.00 TO 10.00 _______
*ENGINE LOAD*
NO LOAD ACT % 15.000 0.00 TO 100.00 _______
FULL LOAD ACT % 90.000 0.00 TO 100.00 _______
DROOP (%) 0.000 0.00 TO 15.00 _______
EQUIV LOAD AT 100% (kW) 1200.000 0.00 TO 20000.00 _______
*START/MAX LIM SP*

START FUEL LIMIT X1 (rpm) 0.000 0.00 TO 2000.00 _______
START FUEL LIMIT Y1 (%) 25.000 0.00 TO 100.00 _______
MAXIMUM FUEL LIMIT (%) 100.000 0.00 TO 100.00 _______
NEAR FUEL LIMIT % 5.000 0.00 TO 100.00 _______
*CHG AIR LIM SP*

CHG AIR PRESSURE A (bar) 0.000 0.00 TO 6.00 _______
LOAD % A 33.000 0.00 TO 150.00 _______
CHG AIR PRESSURE B (bar) 1.000 0.00 TO 6.00 _______
LOAD % B 66.000 0.00 TO 150.00 _______
CHG AIR PRESSURE C (bar) 2.000 0.00 TO 6.00 _______
LOAD % C 100.000 0.00 TO 150.00 _______
CHG AIR PRESSURE D (bar) 4.200 0.00 TO 6.00 _______
LOAD % D 100.000 0.00 TO 150.00 _______
CHG AIR PRESSURE E (bar) 5.000 0.00 TO 6.00 _______
LOAD % E 80.000 0.00 TO 150.00 _______
CHG AIR PRESSURE F (bar) 6.000 0.00 TO 6.00 _______
LOAD % F 80.000 0.00 TO 150.00 _______
ENABLE LIM DELAY (s) 0.000 0.00 TO 60.00 _______
*TORQUE LIM SP*

ENGINE SPEED A (rpm) 200.000 0.00 TO 2000.00 _______
LOAD % A 100.000 0.00 TO 150.00 _______
ENGINE SPEED B (rpm) 350.000 0.00 TO 2000.00 _______
LOAD % B 100.000 0.00 TO 150.00 _______
ENGINE SPEED C (rpm) 700.000 0.00 TO 2000.00 _______
LOAD % C 100.000 0.00 TO 150.00 _______
ENGINE SPEED D (rpm) 750.000 0.00 TO 2000.00 _______
LOAD % D 100.000 0.00 TO 150.00 _______
4-22 Woodward
*OVERSPEED SP*
OVERSPEED TRIP (rpm) 1150.000 0.00 TO 2000.00 _______
ACTUATOR DEC PULSE (s) 0.200 0.02 TO 5.00 _______
ACTUATOR DEC LEVEL (%) 20.000 0.00 TO 100.00 _______
OVERSPEED COUNT 100 0 TO 100 _______
RESET OSPD DELAY (mins) 0.100 0.00 TO 1440.00 _______
*ANALOG O/P CNFIG SP*

ANALOGUE OUTPUT #1 6 1 TO 10 _______
ANALOGUE OUTPUT #2 2 1 TO 10 _______
ACT POS O/P @ 4mA 0.000 0.00 TO 100.00 _______
ACT POS O/P @ 20mA 100.000 0.00 TO 100.00 _______
SPEED1 O/P @ 4mA 0.000 0.00 TO 2000.00 _______
SPEED1 O/P @ 20mA 1000.000 0.00 TO 2000.00 _______
SPEED2 O/P @ 4mA 0.000 0.00 TO 2000.00 _______
SPEED2 O/P @ 20mA 1000.000 0.00 TO 2000.00 _______
SPEED O/P @ 4mA 0.000 0.00 TO 2000.00 _______
SPEED O/P @ 20mA 1000.000 0.00 TO 2000.00 _______
LIMIT O/P @ 4mA 0.000 0.00 TO 100.00 _______
LIMIT O/P @ 20mA 120.000 0.00 TO 130.00 _______
PID O/P @ 4mA 0.000 0.00 TO 100.00 _______
PID O/P @ 20mA 100.000 0.00 TO 150.00 _______
SPD REF O/P @ 4mA 0.000 0.00 TO 2000.00 _______
SPD REF O/P @ 20mA 1000.000 0.00 TO 2000.00 _______
LIMIT O/P ACT/LOAD? FALSE TRUE TO FALSE _______
*HHT/SERVLINK*
BAUD 9 1 TO 10 _______
MODE 2 1 TO 2 _______
*MODBUS J2 SP*
HARDWARE CONFIG 1 1 TO 3 _______
BAUD RATE 5 1 TO 7 _______
STOP BITS 1 1 TO 3 _______
PARITY 3 1 TO 3 _______
TIMEOUT (s) 5.000 0.00 TO 60.00 _______
ENABLE J2 ALARMS TRUE TRUE TO FALSE _______
*CALIBRATION SP*
CH1 I/P OFFSET 0.000 -10.00 TO 10.00 _______
CH1 I/P GAIN 1.000 0.01 TO 10.00 _______
CH2 I/P OFFSET 0.000 -10.00 TO 10.00 _______
CH2 I/P GAIN 1.000 0.01 TO 10.00 _______
CH2 LOW mA SP ALM 3.800 2.00 TO 4.00 _______
CH2 HI mA SP ALM 20.500 20.00 TO 22.00 _______
CH3 I/P OFFSET 0.000 -10.00 TO 10.00 _______
CH3 I/P GAIN 1.000 0.01 TO 10.00 _______
CH3 LOW mA SP ALM 3.800 2.00 TO 4.00 _______
CH3 HI mA SP ALM 20.500 20.00 TO 22.00 _______
CH4 I/P OFFSET 0.000 -10.00 TO 10.00 _______
CH4 I/P GAIN 1.000 0.01 TO 10.00 _______
AN O/P #1 OFFSET 0.000 -1000.00 TO 1000.00 _______
AN O/P #1 GAIN 1.000 0.50 TO 1.50 _______
AN O/P #2 OFFSET 0.000 -1000.00 TO 1000.00 _______
AN O/P #2 GAIN 1.000 0.50 TO 1.50 _______
AN O/P #3 OFFSET 0.000 -1000.00 TO 1000.00 _______
AN O/P #3 GAIN 1.000 0.50 TO 1.50 _______
AN O/P CALIBRATION 4.000 0.00 TO 20.00 _______
*SENSOR FAULT MON*

SPEED REF - BRIDGE (Monitor)
CHARGE AIR PRESS (Monitor)
JACKET WAT TEMP (Monitor)
CHARGE AIR TEMP (Monitor)
MPU 1 SPEED SENSOR (Monitor)
Woodward 4-23
MPU 2 SPEED SENSOR (Monitor)
*ENGINE ALARMS*(Monitor)
CLUTCH OPENED (Monitor)
GB CTRL OIL LOW - IDLE (Monitor)
TORQUE LIMITER (Monitor)
CHG AIR LIMITER (Monitor)
MAX LIMITER (Monitor)
NEAR FUEL LIMIT ALARM (Monitor)
OVERSPEED DETECTED (Monitor)
PRIMING FLOW LOW (Monitor)
START ATTEMPT FAILED (Monitor)
LN01_01F: MODULE FAULT

NO MESSAGE (Monitor)
ADDRESS FAULT (Monitor)
TYPE FAULT (Monitor)
FAULT (Monitor)

FAULT (Monitor)

FAULT (Monitor)

FAULT (Monitor)
*723 RELAY TEST*

723 CH1 FALSE TRUE TO FALSE _______
LN01_02: RELAY TEST MODE

CH1 FALSE TRUE TO FALSE _______

4-24 Woodward

*COMMON ALARM*
SENSOR FAILED (Monitor)
HARDWARE FAILED (Monitor)
SHUTDOWN ACTIVE (Monitor)
ENGINE ALARMS (Monitor)
*START ENGINE SP*

CRANKING TIME 20.000 0.00 TO 30.00 _______
STARTER REMOVAL SPEED 150.000 0.00 TO 2000.00 _______
NUMBER OF START ATTEMPTS 1 0 TO 10 _______
TIME BETWEEN STARTS 15.000 0.00 TO 30.00 _______
* AUX CONTROLS SP*

AUX 2 ON SPD> 800.000 0.00 TO 2500.00 _______
CHG AIR BYPASS ON SPD> 700.000 0.00 TO 2500.00 _______
CHG AIR BYPASS OFF SPD> 800.000 0.00 TO 2500.00 _______
INHIBIT CLUTCH CLOSE 400.000 0.00 TO 2000.00 _______
*INTCOOL VLV SP*

PROP GAIN 1.000 0.01 TO 100.00 _______
INT GAIN 1.000 0.01 TO 50.00 _______
DERIV GAIN 1.000 0.01 TO 100.00 _______
THRESH HOLD(%) 100.000 0.00 TO 2000.00 _______
SETPOINT(%) 90.000 0.00 TO 100.00 _______
MAX SPEED SP 750.000 0.00 TO 2000.00 _______
MAX CHARGE AIR PRESS 5.000 0.00 TO 100.00 _______
SEL MANUAL CTRL FALSE TRUE TO FALSE _______
MAN CTRL POSN 0.000 0.00 TO 100.00 _______
HEATER ON DLY(S) 1.000 0.00 TO 120.00 _______
HOLD HEATER ON DLY(S) 10.000 0.00 TO 120.00 _______
HEATER ON IF VLV > (%) 99.800 0.00 TO 100.00 _______
JACK WAT MIN RNGE (DegC) 80.000 0.00 TO 200.00 _______
JACK WAT MAX RNGE (DegC) 90.000 0.00 TO 200.00 _______
CHG AIR MIN RNGE (DegC) 75.000 0.00 TO 100.00 _______
CHG AIR MAX RNGE (DegC) 85.000 0.00 TO 100.00 _______
*INTCOOL VLV MON*

VALVE % OPEN (Monitor)
MANUAL MODE SELCTED (Monitor)
HI SPEED OVRD (Monitor)
HI CHG AIR PRS OVRD (Monitor)
PID IN CONTROL (Monitor)
SETPOINT VALUE (Monitor)
TEMP HSS (Monitor)
JACKET WATER TEMP(%) (Monitor)
CHARGE AIR TEMP(%) (Monitor)
*SHUTDOWN ALMS MON*

OVERSPEED (Monitor)
MECANICAL OVERSPD (Monitor)
Woodward 4-25
LUB OIL 10PSI (Monitor)

LUB OIL 30PSI (Monitor)
EMERG STOP (Monitor)
CO2 STOP (Monitor)
JACKET WAT LO TEMP (Monitor)
GB CTRL OIL LO PRS (Monitor)
SHUTDOWN - ISIS (Monitor)
WATCHDOG or RLY TST (Monitor)
*START PERMIT MON*

NO STOP/SD ACTIVE (Monitor)
LUBOIL PRIME OK (Monitor)
THROTTLE OK (Monitor)
CLUTCH OPEN (Monitor)
ISIS SPD REF AT IDLE (Monitor)
FAILED TO START (Monitor)
*START SEQ MON*

RDY 2 START? (Monitor)
FUEL_SOL OPEN (Monitor)
CRANK ENGINE (Monitor)
AUX 1 CONTROL (Monitor)
VENT FAN 1 CONTROL (Monitor)
ENGINE STARTED (Monitor)
*STOP COMMANDS*
SHUTDOWN - ISIS (Monitor)
STOP - BRIDGE (Monitor)
STOP - LECP (Monitor)
*HARDWARE FLT MON*

CPU FAULT (Monitor)
POWER SUPPLY FAULT (Monitor)
LKN01_01 FAULT (Monitor)
*SHUTDOWN SP*
LUB OIL PRS10 DLY(S) 0.000 0.00 TO 30.00 _______
LUB OIL 10 STARTUP DLY(S) 10.000 0.00 TO 30.00 _______
LUB OIL PRS10 SPD 300.000 0.00 TO 2500.00 _______
LUB OIL PRS30 DLY(S) 0.000 0.00 TO 30.00 _______
LUB OIL 30 STRTUP DLY(S) 14.000 0.00 TO 30.00 _______
LUB OIL PRS30 SPD 350.000 0.00 TO 2500.00 _______
JACK WAT LO PRS-SD DLY(S) 0.000 0.00 TO 30.00 _______
GB CTL OIL LO PRS-SD DLY(S) 5.000 0.00 TO 30.00 _______
BLOCK GBOIL SD IF SPD< rpm 300.000 0.00 TO 2500.00 _______
GBOIL BLOCK WAIT (SEC) 10.000 0.00 TO 60.00 _______
CLUTCH OPEN DLY(S) 0.500 0.10 TO 5.00 _______
RUNDOWN TIME (s) 45.000 0.00 TO 300.00 _______
*START SEQ SP*

THROTTLE SWITCH DLY(S) 0.000 0.00 TO 30.00 _______
LUB O PRIME FLOW DLY(S) 0.000 0.00 TO 30.00 _______
MIN PRIME FLOW OK(M) 5.000 0.00 TO 14.90 _______
DURATIN FLOW OK(M) 15.000 15.00 TO 60.00 _______
AUX1 ON SPD(rpm) 150.000 0.00 TO 2500.00 _______
VENT FAN ON SPD(rpm) 150.000 0.00 TO 2500.00 _______
LO PRIME FLOW ALM DLY(S) 10.000 0.00 TO 120.00 _______
IDLE SPD + HYST 10.000 0.00 TO 200.00 _______
WAIT 4 FUEL SOL 2 OPEN(S) 1.000 0.00 TO 10.00 _______
DLY CLOSNG FUEL VALVE(S) 3.000 0.00 TO 10.00 _______
4-26 Woodward
MEC SPD SELECTED

WATCHDOG TRIPPED (Monitor)
MEC SPD SELECTED (Monitor)
BOTH SS FAILED (Monitor)
SS FLT-CLUTCH OPEN (Monitor)
LECP MECH SEL (Monitor)
Woodward 4-27
4-28 Woodward
Manual B36172.NEW Hand-held Programmer
5. HAND-HELD PROGRAMMER
5.1 Hand-held Programmer and Menus
The Hand-held Programmer is a hand-held computer terminal that gets its power from the
723plus Digital Control. The terminal connects to the RS-422 communication serial port
on the control.
The programmer does a power-up self-test whenever it is plugged into the control. When
the self-test is complete, the screen displays two lines of information. This is information
relating to the application. Pressing the 'ID' key changes the display to show the
Woodward logo with the country name ("Woodward (NL)") and application name of the
system. Press "ID" again for the software part number.
The programmer screen is a four-line, back lighted LCD display. The display lets you look
at two separate functions or menu items at the same time. Use the Up/Down Arrow
key to toggle between the two displayed items (an @ indicates the item in the active
menu). Use the BKSP and SPACE keys to scroll through the display to show the
remainder of a prompt if it is longer than the display screen's 18 characters.
The 723plus Digital Control has three sets of menus: the Service menus, the Configure
menus and the Debug menus. The Service menus allow easy access and tuning while
the engine is running. The Configure menus may only be entered if the I/O is shutdown,
and hence the engine stopped. The Debug menu allows access to the GAP software.
5.2 Configure Menus
To access the Configure menus, the engine must be shutdown. Press the . key. The
display will show, 'To Enable CONFIGURE Press *ENTER*'. Press the ENTER key and
the display will show, 'To Shutdown I/O, Press *ENTER*'. Press the ENTER key and this
will allow you to get into the Configure menus.
If the engine is running during this process, it will be shutdown due to the shutting down of
the I/O of the control.
To move between the menus use the and keys. To move through the setpoints
within a menu use the and keys,. Once in a menu, press the ESC key to return to
the menu header.
To leave the Configure menus press the ESC key. The message 'ReBooting Control' will
appear. The setpoints are automatically saved when leaving Configure.
5.3 Service Menus
To access the Service menus press the key. To move between menus, and to move
through setpoints within menus, follow the instructions as for the Configure menus. Also
to return to the menu header, or to leave Service, follow the Configure instructions.
5.4 Debug Menus
To access the Debug first press (solid square) after which the key should be
pressed. To move between category menus use the and keys, once in the right
category move through the GAP blocks by using the and keys.
Within a GAP block every output and tuneable (*) input can been seen by using the
and keys.
Woodward 5-1
Hand-held Programmer Manual B36172.NEW
A Tuneable (*) can be changed by using the Turtle Up or the Rabbit Up keys
to increase the value, and the Turtle Down or Rabbit Down keys to decrease
the value (see also adjusting setpoints).
To return to the menu header press the key, or to leave Service, follow the Configure
instructions.
5.5 Adjusting Setpoints
To adjust a set point, use the turtle up or the rabbit up keys to increase the
value, and the turtle down or rabbit down keys to decrease the value. The
rabbit up and rabbit down keys will make the rate of change faster than the
turtle up and turtle down keys. This is useful during initial set-up where a
value may need to be changed significantly. Where necessary, to select TRUE, use
either the turtle up or the rabbit up keys, and to select FALSE, use the
turtle down or rabbit down keys.
To obtain an exact value, press the = key. Key in the required figure and press ENTER.
This may only be done if the figure is within 10% of the existing value.
To save setpoints at any time, use the SAVE key. This transfers all new setpoint values
into EEPROM memory. The EEPROM retains all setpoints when power is removed from
the control.
!
CAUTION
To prevent possible damage to the engine resulting from improper control settings,
make sure you save the setpoints before removing power from the control. Failure
to save the setpoints before removing power from the control causes them to revert
to the previously saved settings.
5.6 Hand-Held Programmer Keys
The programmer keys have the following functions (see Figure 5.1):
(left arrow) Moves backward through Configure or Service, one menu at a

time.
(right arrow) Moves forward through Configure or Service, one menu at a time.
Toggles between the two displayed items (the first letter of the
(up/down arrow) active menu item will blink).
(up arrow) Moves backward through each menu, one step at a time.
(down arrow) Advances through each menu, one step at a time. Selects Service
from Main Screen.
Increases the displayed set point value slowly.
(turtle up)
Decreases the displayed set point value slowly.
(turtle down)
Increases the displayed set point value quickly (about 10 times
(rabbit up) faster than the turtle keys).
Decreases the displayed set point value quickly (about 10 times
(rabbit down) faster than the turtle keys).
5-2 Woodward
Manual B36172.NEW Hand-held Programmer
(minus) Increases setpoint values by one step at a time.

+ (plus) Decreases setpoint values by one step at a time.
(solid square) Debug mode.
ID Displays the In-Pulse Woodward logo, application name and
software revision.
ESC To return to menu header or to main screen.
SAVE Saves entered values (set points).
BKSP Deletes last figure when entering exact values.
SPACE Not used.
ENTER Used when entering exact values and accessing Configure.
= (equals) To enter exact values (within 10%).
. (decimal) To select Configure.
Figure 5.1 Hand-held Programmer
Woodward 5-3
Hand-held Programmer Manual B36172.NEW
5-4 Woodward
Manual B36172.NEW HMI Description
6. HMI DESCRIPTION
6.1 Introduction
The HMI is a simple two-line display, which will display Engine Alarms, Shutdown
conditions, engine status indications and engine analogue parameters.
It is used for display only. The setting and altering of tuneable values are done using the
HandHeld Programmer (see Chapter 5 HAND-HELD PROGRAMMER.
The 723Plus communicates with the 2-line display via an RS232 serial communication
link using the Modbus RTU protocol.
6.2 Description
Engine Speed :
345
R t S dR f
ENTE
F1 F2 F3 F4
Figure 6.1 HMI Display
The 2 line display has 5 buttons F1, F2, F3, F4 and Enter. Where possible both lines
have been used to display two parameters.
Push Buttons:
- F1 to F2 will display Analogue parameters.
- F3 to F4 will display Status parameters.
6.2.1 Engine Alarm, Shutdown or Start interlocks
If an Engine Alarm, Shutdown or Start interlock occurs this will overwrite the screen with
the first alarm condition that occurred. The display shows only one alarm condition at a
time, as the operator clears this alarm, if there are other alarms these will appear as the
last one was cleared.
Shutdown
Item Displayed Description
Overspeed 723 detect Overspeed detected by the electronic control.
Overspeed Mecn detct Overspeed by the Mechnaical overspeed detector.
LubOil Lo Press10psi Lub Oil Pressure less than 10 psi.
LubOil Lo Press30psi Lub Oil Pressure less than 30 psi.
Emerg Stop -Bridge Emergency Stop from Bridge.
2
CO2 Stop CO Stop.
Jacket Water Hi Temp Jacket Water High Temperature.
GB Ctrl Oil Low Pres Gear Box Signal from ISIS.
Woodward 6-1
HMI Description Manual B36172.NEW

Relay Test Mode ON 723Plus control in Relay test mode.
Mech Spd Ctrl

Watchdog Active 723Plus control fault.
Both MPU's Failed Both MPUs have failed.
1 MPU failed-torsnON One MPU has failed when the torsional filter is on.
Mech Selected Manual mode selected in LECP.
Act wire break Actuator wire break detected.
Sensor Fault
Remote Speed Demand 4-20mA signal from the telegraph failed.
Charge Air Pressure 4-20mA signal from the charge air pressure.
Jacket Water Temp 4-20mA signal from the jacket water temperature.
Charge Air Temp 4-20mA signal from the charge air temperature
Engine MPU 1 Engine speed Magnetic Pick Up 1 failed
Engine MPU 2 Engine speed Magnetic Pick Up 2 failed
Hardware Flt
723 CPU Fault 723Plus input/output channel/module fault
LN01_01 DI Fault LinkNet Digital Input Module 01 fault.
LN01_02 DO Fault LinkNet Relay Output Module 02 fault.
Alarm Go to Idle
Clutch Opend On Load Clutch has opened when engine loaded.
GB Ctrl Oil PressLow Gearbox Control Oil Low Pressure.
Alarm
Torque Fuel Limiter Engine load has exceeded its limit ref engine speed.
Charge Air Limiter Charge Air has exceeded its limit ref. engine speed.
Maximum Fuel Limiter The actuator has reached its maximum limit.
Near fuel Limit One of the above limiters is very close to its limit.
Act. Kickdown-Ovrspd Overspeed detected actuator has been kicked down.
LubOil Prime Lo Flow Lub Oil Priming low flow.
Start Failed Engine failed to start during cranking.
6-2 Woodward
Manual B36172.NEW HMI Description
Start Intrlck
Rundown Timer Active Rundown timer is still active.
Throttle-Stop postn Throttle is in the stop position.
Clutch Engaged The Clutch is engaged.
LubOil Prime <5 mins Lub Oil priming running for less then 5 minutes.
Rem Spd Ref NOT Idle Telegraph speed setting selected but not at minimum speed
setting.
Push Buttons F1 to F2 will display analogue parameters such as:
Use F1 to scroll down the list and F2 to scroll up the list.

Engine Speed: Engine Speed (rpm),
Remote Spd Ref: Remote Speed Reference (rpm),
Chrg Air Temp: Charge Air Temperature (Deg C),

Jack Wat Temp: Jacket Water Temperature (Deg C),
Chrg Air Press: Charge Air Pressure (Deg C),

Fuel Lim Val%: Fuel Limit Value (%),
Engine Load kW: Engine Load (kW),

Intercooler %: Intercooler (%),
Eng Speed #1: Engine Speed Sensor MPU 1 (rpm),

Eng Speed #2: Engine Speed Sensor MPU 2 (rpm),
Spd Ref Barred: Speed Reference Barred (rpm)

Actuator Pos %: Actuator Position (%)
Push Buttons F3 to F4 will display Status parameters such as:
Use F3 to scroll down the list and F4 to scroll up the list.

Speed Ref Stat Speed Reference Status, either Analog or Digital.
Rundown Timer(s) Number of seconds before the rundown timer has expired.
Luboil PrimeFlow Luboil Priming Flow, either OK or Low.

Cair B/Pass Vlv Charge Air Bypass Valve, either Open or Closed.
Hi Spd Ovrd Int High Speed Override Intercooler Valve.

Hi Cair Prs Ovrd High Charge Air Pressure Override Intercooler Valve.
Woodward 6-3
HMI Description Manual B36172.NEW

PID In Ctrl Icv PID in control of Intercooler Valve.
Heater On Intercooler Valve, either ON or OFF.
Inhib Clutch Inhibit clutch from closing, either ON or OFF.

Open Clutch Cmd Open Clutch Command given, either ON or OFF.
6-4 Woodward
Manual B36172.NEW Control Wiring Diagram
7. CONTROL WIRING DIAGRAM
7.1 Introduction
This chapter contains Control Wiring Diagram 9955-245. Sheet one of the drawing
contains notes and additional information. The following sheets identify the system cables
and show their interconnections, and give the pin-out detail of each cable connector.
Woodward 7-1
Control Wiring Diagram Manual B36172.NEW
7-2 Woodward
Manual B36172.NEW Functional Block Diagram
8. FUNCTIONAL BLOCK DIAGRAM
8.1 Introduction
This chapter contains Functional Block Diagram 9975-988.
Woodward 8-1
Functional Block Diagram Manual B36172.NEW
8-2 Woodward
Manual B36172.NEW Cabinet Layout Diagram
9. CABINET LAYOUT DIAGRAM
9.1 Introduction
This chapter contains Cabinet Layout Diagram 5454-215.
Woodward 9-1
Cabinet Layout Diagram Manual B36172.NEW
9-2 Woodward
Manual B36172.NEW Cabinet Sub Layout Diagram
10. CABINET SUB LAYOUT DIAGRAM
10.1 Introduction
This chapter contains Cabinet Sub Layout Diagram 5454-217.
Woodward 10-1
Cabinet Sub Layout Diagram Manual B36172.NEW
10-2 Woodward
Manual B36172.NEW Woodward Manuals
11. WOODWARD MANUALS

11.1 Introduction
This Chapter contains the following Woodward manuals:

- 723plus Digital Control Manual 02877
- PGA 12/29/58 FT-LBS Rotary Governor Manual 36082
- Integral EG Actuator for PG Governors Manual 36637
- Booster Servo Motor Manual 36684.
Woodward 11-1
Woodward Manuals Manual B36172.NEW
11-2 Woodward
11.2 723plus Digital Control Manual 02877
Woodward 11-3
11-4 Woodward
02877B
723PLUS
Digital
Control
9906-619, 9906-620, 9907-243, 9907-244

Hardware Only
UL Listed E120143
CE Compliant
Hardware Manual
Manual 02877B
! WARNING
Read this entire manual and all other publications pertaining to the work to
be performed before installing, operating, or servicing this equipment.
Practice all plant and safety instructions and precautions. Failure to follow
instructions can cause personal injury and/or property damage.
The engine, turbine, or other type of prime mover should be equipped with
an overspeed (overtemperature, or overpressure, where applicable)
shutdown device(s), that operates totally independently of the prime mover
control device(s) to protect against runaway or damage to the engine,
turbine, or other type of prime mover with possible personal injury or loss
of life should the mechanical-hydraulic governor(s) or electric control(s),
the actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or
the controlled device(s) fail.
! CAUTION
To prevent damage to a control system that uses an alternator or battery-
charging device, make sure the charging device is turned off before
disconnecting the battery from the system.
Electronic controls contain static-sensitive parts. Observe the following

precautions to prevent damage to these parts.
Discharge body static before handling the control (with power to the
control turned off, contact a grounded surface and maintain contact
while handling the control).
Avoid all plastic, vinyl, and styrofoam (except antistatic versions)
around printed circuit boards.
Do not touch the components or conductors on a printed circuit board
with your hands or with conductive devices.
! IMPORTANT DEFINITIONS
WARNING indicates a potentially hazardous situation which, if not
avoided, could result in death or serious injury.
CAUTIONindicates a potentially hazardous situation which, if not

avoided, could result in damage to equipment.
NOTEprovides other helpful information that does not fall under the
warning or caution categories.
RevisionsText changes are indicated by a black line alongside the text.
Woodward Governor Company reserves the right to update any portion of this publication at any time. Information
provided by Woodward Governor Company is believed to be correct and reliable. However, no responsibility is
assumed by Woodward Governor Company unless otherwise expressly undertaken.
1998 by Woodward Governor Company
All Rights Reserved
Manual 02877 723PLUS Hardware Manual
Contents
CHAPTER 1. GENERAL INFORMATION ............................................................. 1

Introduction............................................................................................................. 1
Declaration of Incorporation ................................................................................... 1
Application .............................................................................................................. 1
Control Options ...................................................................................................... 2
723PLUS Digital Control Accessories .................................................................... 2
CHAPTER 2. ELECTROSTATIC DISCHARGE AWARENESS ............................ 5
CHAPTER 3. INSTALLATION............................................................................... 7
Scope ..................................................................................................................... 7
Unpacking .............................................................................................................. 7
Power Requirements.............................................................................................. 7
Location Considerations ......................................................................................... 8
Class I, Division 2, Groups A, B, C, D Hazardous Locations ................................. 8
Internal Jumpers................................................................................................... 10
Electrical Connections .......................................................................................... 10
Shielded Wiring ............................................................................................ 10
Power Supply................................................................................................ 11
Analog Outputs (#1 & #2) ............................................................................. 12
Analog Outputs (#3 & #4) ............................................................................. 12
Speed Signal Inputs...................................................................................... 12
Load Sharing Lines Input.............................................................................. 12
Discrete Inputs.............................................................................................. 13
Analog Inputs (#1, #2, #3, & #4) ................................................................... 13
Installation Checkout Procedure .......................................................................... 13
Serial Port Communications................................................................................. 16
Termination................................................................................................... 16
Grounding and Shielding .............................................................................. 19
Special Setup Procedures ............................................................................ 20
CHAPTER 4. ENTERING CONTROL SET POINTS ........................................... 21

Introduction........................................................................................................... 21
Hand Held Programmer and Menus .................................................................... 21
Configure Menus .......................................................................................... 22
Service Menus .............................................................................................. 22
Adjusting Set Points ..................................................................................... 22
Hand Held Programmer Keys....................................................................... 23
CHAPTER 5. USING SERVLINK WITH WATCH WINDOW ............................... 25

Using Watch Window........................................................................................... 25
Downloading to the 723PLUS .............................................................................. 26
Transferring Tunable Values Between 723PLUS Controls .................................. 27
Woodward i
723PLUS Hardware Manual Manual 02877
Contents
CHAPTER 6. SERVICE OPTIONS ......................................................................29

Product Service Options.......................................................................................29
Replacement/Exchange ...............................................................................29
Flat Rate Repair............................................................................................30
Flat Rate Remanufacture .............................................................................30
Returning Equipment for Repair ...........................................................................30
Packing a Control .........................................................................................31
Return Authorization Number .......................................................................31
Replacement Parts ...............................................................................................31
How to Contact Woodward...................................................................................31
Additional Aftermarket Product Support Services ................................................32
Technical Assistance............................................................................................34
723PLUS CONTROLS SPECIFICATIONS ...............................inside back cover
Illustrations and Tables
1-1. 723PLUS Digital Speed Control..............................................................3

1-2. Hand Held Programmer..........................................................................4
3-1. 723PLUS Control Internal Jumpers ........................................................9
3-2. 723PLUS I/O....................................................................................14/15
3-3. RS-422 Terminator Locations...............................................................17
3-4. RS-485 Terminator Locations...............................................................17
3-5. 723PLUS RS-232 Connections ............................................................18
3-6. 723PLUS RS-422 Connections with Optional Termination
at Receiver.....................................................................................18
3-7. 723PLUS RS-485 Connections with Optional Termination ..................18
3-8. 723PLUS RS-422 Connections with Optional Termination
at Transmitter ................................................................................18
3-9. Preferred Multipoint Wiring Using Shielded Twisted-pair Cable
with a Separate Signal Ground Wire .............................................19
3-10. Alternate Multipoint Wiring Using Shielded Twisted-pair Cable
with a Separate Signal Ground Wire .............................................20
4-1. Hand Held Programmer Functions .......................................................24
ii Woodward
Chapter 1
General Information
Introduction
This manual describes the Woodward 723PLUS Digital Control hardware,
9906-619 (low voltage) 9906-620 (high voltage), 9907-243 (Wrtsil, low
voltage), and 9907-244 (Wrtsil, high voltage). These part numbers are EU
Directive compliant components.
Declaration of Incorporation
In accordance with the EMC Directive 89/336/EEC and its amendments, this
controlling device, manufactured by the Woodward Governor Company, is
applied solely as a component to be incorporated into a prime mover system.
Woodward Governor declares that this controlling device complies with the
requirements of EN500812 and EN500822 when put into service per the
installation and operating instructions outlined the product manual.
NOTICE: This controlling device is intended to be put into service only upon
incorporation into a prime mover system that itself has met the requirements of
the above Directive and bears the CE mark.
Application
The 723PLUS Digital Control can be programmed to suit applications requiring
two magnetic pickups (MPUs) or proximity switches (e.g. for torsional filtering)
as the hardware includes two speed inputs. It also includes four analog inputs,
three analog outputs, eight discrete inputs and three discrete outputs, all of which
can be programmed to satisfy the application. The control can be used in load
sharing systems as it contains circuitry and connections to support this.
The two LON channels can be used to support Woodward LonTalk or LinkNet
input/output nodes control functions.
The 723PLUS control (Figure 1-1) consists of a single printed circuit board in a
sheet-metal chassis. Connections are via three terminal strips and three 9-pin
subminiature D connectors.
Woodward 1
Control Options
The 723PLUS control requires the following power supply input voltages, with
40 watts as the nominal power consumption at rated voltage:
1840 Vdc (24 or 32 Vdc nominal)
90150 Vdc (125 Vdc nominal)
Discrete input voltages provide on/off command signals to the electronic control.
Each discrete input requires 10 mA at its 24 Vdc nominal voltage rating (for 24
volt switching logic).
Other control options are:

proximity switch input for speed signal frequencies below 100 Hz (see
NOTE)
01 mA for meter drivers
tandem actuator outputs
dual actuator outputs (0200 mA)
The control may be used with either proximity switches (see NOTE) or magnetic
pickups. The minimum frequency for steady state speed control is 30 Hz. For
more information see Control Specifications (inside back cover).
NOTE
EU Directive compliant applications are not currently able to use
proximity switches due to the sensitivity of the switches.
723PLUS Digital Control Accessories

Hand Held Programmer (Figure 1-2), part number 9907-205, can be used for
adjusting the 723PLUS control. It plugs into serial port J1 of the control.
This part is EU Directive compliant.
SPM-A Synchronizer, for synchronizing the generator phase to that of the
power bus. The synchronizer generates a close generator breaker signal to
parallel the generator with the power bus.
Power Output Sensor, for load sharing or droop operation in mechanical load
applications.
Real Power Sensor, for load sharing or droop-parallel generator applications.
Digital Synchronizer and Load Control (DSLC) for generator load
management.
Rack Position Sensor, for mechanical load sharing.
Load Pulse Unit, for improved system load transient response.
LinkNet nodes for additional input/output control functions.
2 Woodward
Figure 1-1. 723PLUS Digital Speed Control
Woodward 3
Figure 1-2. Hand Held Programmer
4 Woodward
Chapter 2
Electrostatic Discharge Awareness
All electronic equipment is static-sensitive, some components more than others.

To protect these components from static damage, you must take special
precautions to minimize or eliminate electrostatic discharges.
Follow these precautions when working with or near the control.
1. Before doing maintenance on the electronic control, discharge the static

electricity on your body to ground by touching and holding a grounded
metal object (pipes, cabinets, equipment, etc.).
2. Avoid the build-up of static electricity on your body by not wearing

clothing made of synthetic materials. Wear cotton or cotton-blend materials
as much as possible because these do not store static electric charges as
much as synthetics.
3. Keep plastic, vinyl, and styrofoam materials (such as plastic or styrofoam

cups, cup holders, cigarette packages, cellophane wrappers, vinyl books or
folders, plastic bottles, and plastic ash trays) away from the control, the
modules, and the work area as much as possible.
4. Do not remove the printed circuit board (PCB) from the control cabinet
unless absolutely necessary. If you must remove the PCB from the control
cabinet, follow these precautions:
Do not touch any part of the PCB except the edges.
Do not touch the electrical conductors, the connectors, or the

components with conductive devices or with your hands.
When replacing a PCB, keep the new PCB in the plastic antistatic
protective bag it comes in until you are ready to install it. Immediately
after removing the old PCB from the control cabinet, place it in the
antistatic protective bag.
Woodward 5
6 Woodward
Chapter 3
Installation
Scope
This chapter contains general installation instructions for the 723PLUS control.
Power requirements, environmental precautions, and location considerations are
included to help you determine the best location for the control. Additional
information includes unpacking instructions, electrical connections, and
installation checkout procedures.
Unpacking
Before handling the control, read Chapter 2, Electrostatic Discharge Awareness.
Be careful when unpacking the electronic control. Check the control for signs of
damage such as bent panels, scratches, and loose or broken parts. If any damage
is found, immediately notify the shipper.
Power Requirements
The high-voltage versions of the 723PLUS Digital Speed Control require a
voltage source of 90 to 150 Vdc. The low-voltage versions require a voltage
source of 18 to 40 Vdc.
! CAUTION
To prevent damage to the control, do not exceed the input voltage
range.
NOTE
If a battery is used for operating power, an alternator or other battery-
charging device is necessary to maintain a stable supply voltage.
! CAUTION
To prevent damage to the control, make sure that the alternator or
other battery-charging device is turned off or disconnected before
disconnecting the battery from the control.
Woodward 7
Location Considerations
Consider these requirements when selecting the mounting location:
adequate ventilation for cooling
space for servicing and repair
protection from direct exposure to water or to a condensation-prone
environment
protection from high-voltage or high-current devices, or devices which
produce electromagnetic interference in excess of levels defined in
EN500822
avoidance of vibration
selection of a location that will provide an operating temperature range of
40 to +70 C (40 to +158 F)
The control must NOT be mounted on the prime mover.
Class I, Division 2, Groups A, B, C, D Hazardous

Locations
This equipment is suitable for use in Class I, Division 2, Groups A, B, C, and D,
or non-hazardous locations only.
! WARNING
Explosion Hazard Substitution of components may impair
suitability for Class I, Division 2.
Explosion Hazard Do not disconnect equipment unless power has

been switched off or the area is known to be non-hazardous.
! AVERTISSEMENT
Risque d explosion La substitution de composants peut rendre ce
mat riel inacceptable pour les emplacements de Classe 1, Division 2.
Risque d explosion Avant de d connecter l quipement, coupler le

courant ou s assurer que l emplacement est d sign non dangereux.
NOTE
Installation wiring must be in accordance with Class I, Division 2
wiring methods in Article 501 4(b) of the NEC, and in accordance
with the authority having jurisdiction.
8 Woodward
Figure 3-1. 723PLUS Control Internal Jumpers
Woodward 9
Internal Jumpers
The 723PLUS control has ten, two-position internal jumpers (JPR1 through
JPR20) located on the top of the printed circuit board. If it is necessary to change
any jumper to match your control requirements, and this suits the nature of the
software, be sure to read Chapter 2, Electrostatic Discharge Awareness.
Remove power and all inputs. Wait 45 seconds, then remove cover. With your
fingers or a small pair of tweezers, carefully remove the appropriate jumper and
replace it securely over the proper two connectors (see Figure 3-1).
The jumper connections are listed:

JPR10 analog output #1 01 mA
* JPR9 analog output #1 020 mA
JPR12 analog output #2 01 mA

* JPR11 analog output #2 020 mA
* JPR13 & JPR2 actuator output #1 0200 mA, single

JPR13 & JPR1 actuator output #1 020 mA, single
JPR14 & JPR2 actuator output #1 0160 mA, tandem
JPR15 & JPR3 actuator output #2 0200 mA, single

* JPR15 & JPR4 actuator output #2 020 mA, single
JPR16 & JPR3 actuator output #2 0160 mA, tandem
* JPR6 & JPR18 speed sensor #1 magnetic pickup

JPR5 & JPR17 speed sensor #1 proximity switch
(see NOTE on page 2)
* JPR8 & JPR19 speed sensor #2 magnetic pickup

JPR7 & JPR20 speed sensor #2 proximity switch
(see NOTE on page 2)
* default jumper settings
Electrical Connections
External wiring connections and shielding requirements for each installation are
shown in Chapter 5 of the software manual appropriate to the application.
Shielded Wiring
All shielded cable must be twisted conductor pairs. Do not attempt to tin the
braided shield. All signal lines should be shielded to prevent picking up stray
signals from adjacent equipment. Connect the shields to the nearest chassis
ground. Wire exposed beyond the shield should be as short as possible, not
exceeding 50 mm (2 inches). The other end of the shields must be left open and
insulated from any other conductor. DO NOT run shielded signal wires along
with other wires carrying large currents. See Woodward application note 50532,
Interference Control in Electronic Governing Systems for more information.
10 Woodward
Where shielded cable is required, cut the cable to the desired length and prepare
the cable as instructed below.
1. Strip outer insulation from BOTH ENDS, exposing the braided or spiral
wrapped shield. DO NOT CUT THE SHIELD.
2. Using a sharp, pointed tool, carefully spread the strands of the shield.
3. Pull inner conductor(s) out of the shield. If the shield is the braided type,
twist it to prevent fraying.
4. Remove 6 mm (1/4 inch) of insulation from the inner conductors.
Installations with severe electromagnetic interference (EMI) may require

additional shielding precautions. Contact Woodward Governor Company for
more information.
Power Supply (Terminals 1/2)

Power supply output must be low impedance (for example, directly from
batteries). DO NOT power the control from high-voltage sources with resistors
and zener diodes in series with the control power input. The 723PLUS control
contains a switching power supply which requires a current surge to start
properly.
! CAUTION
To prevent damage to the control, do not power a low-voltage control
from high-voltage sources, and do not power any control from high-
voltage sources with resistors and zener diodes in series with the
power input.
Run the power leads directly from the power source to the control. DO NOT
POWER OTHER DEVICES WITH LEADS COMMON TO THE CONTROL.
Avoid long wire lengths. Connect the positive (line) to terminal 1 and negative
(common) to terminal 2. If the power source is a battery, be sure the system
includes an alternator or other battery-charging device.
If possible, do NOT turn off control power as part of a normal shutdown

procedure. Leave the control powered except for service of the system and
extended periods of disuse.
! CAUTION
Do NOT apply power to the control at this time. Applying power may
damage the control.
To prevent damage to the engine, apply power to the 723PLUS

control at least 60 seconds prior to starting the engine. The control
must have time to do its power up diagnostics and become
operational. Do not start the engine unless the green POWER AND
CPU OK indicator on the 723PLUS control cover comes on, because
test failure turns off the output of the control.
Woodward 11
Analog Outputs (#1 & #2) (Terminals 15/16 & 17/18)

Use shielded twisted-pair wires to connect to terminals 15(+) & 16() and 17(+)
& 18(). For an electrically isolated input device such as a 4 to 20 mA input
analog meter, the shield should be grounded at the control end of the cable. For
input to other devices, use the recommendation of the device manufacturer.
! CAUTION
To prevent possible damage to the control or poor control
performance resulting from ground loop problems, we recommend
using current-loop isolators if the 723PLUS control's analog inputs
and outputs must both be used with non-isolated devices. A number
of manufacturers offer 20 mA loop isolators. Consult Woodward
Governor Company for further information.
Analog Outputs (#3 & #4) (Terminals 19/20 & 21/22)

The actuator wires connect to terminals 19(+) & 20() and 21(+) & 22(). Use
shielded wires with the shield connected to chassis at the control.
Speed Signal Inputs (Terminals 11/12 & 13/14)

Connect a magnetic pick-up (MPU) or proximity switch (see NOTE on page 2)
to terminals 11 and 12. You may need to connect a second MPU/proximity
switch to terminals 13 and 14 (see relevant application manual). Use shielded
wire for all speed sensor connections. Connect the shield to the chassis. Make
sure the shield has continuity the entire distance to the speed sensor, and make
sure the shield is insulated from all other conducting surfaces.
! WARNING
The number of gear teeth is used by the control to convert pulses
from the speed sensing device to engine rpm. To prevent possible
serious injury from an overspeeding engine, make sure the control is
properly programmed to convert the gear-tooth count into engine
rpm. Improper conversion could cause engine overspeed.
Load Sharing Lines Input (Terminals 9/10)

Connect the output of a Woodward Load Sensor, or another 723PLUS control's
load sharing lines, to terminals 9(+) and 10(). Use a shielded twisted-pair cable.
Wire the remainder of the load sensor in accordance with the wiring diagram for
the sensor used.
12 Woodward
Discrete Inputs (Terminals 29 36)

For Lloyds Register of Shipping applications, use only isolated contacts
(dry or signal rated) for the discrete inputs. Power these contacts from the
control-supplied Aux Voltage.
Discrete inputs are the switch input commands to the 723PLUS control. In low
voltage systems, or other systems where nominal 24 Vdc is available, the
discrete inputs should be powered by this external voltage.
If you are using the control-supplied aux voltage, jumper terminal 37 to terminal
38. This connects the control's common to the discrete input common. Terminal
39 then supplies power (approximately +24 Vdc) to the discrete inputs. Since the
aux voltage is not isolated from other control circuits, use only isolated contacts
(dry or signal voltage rated) for the discrete circuits. DO NOT POWER ANY
OTHER DEVICES WITH THE AUX VOLTAGE SOURCE.
If you are supplying the discrete input voltage (24 Vdc), connect the voltage
source negative () to terminal 37 (DO NOT INSTALL THE JUMPER FROM
TERMINAL 37 TO 38). Then run the voltage source positive (+) to the
appropriate switch or relay contact and then to the corresponding discrete input.
Analog Inputs (#1, #2, #3, & #4) (Terminals 42/43,

45/46, 48/49, & 51/ 52)
Use shielded twisted-pair cable to connect to terminals 42(+) & 43(), 45(+) &
46(-), 48(+) & 49(), and 51(+) & 52(). Ensure that a jumper is installed
between relevant terminals (41 & 42#1, 44 & 45#2, 47 & 48#3, 49 & 50#4)
for the mA input. These inputs are not isolated from the other control inputs and
outputs (except the power supply input and the discrete inputs). If any other
analog input or output is used in a common ground system, an isolator must be
installed. A number of manufacturers offer 20 mA loop isolators. Consult
Woodward Governor Company for further information.
Installation Checkout Procedure

With the installation complete, do the following checkout procedure before
beginning set point entry or initial start-up adjustments.
Woodward 13
Notes for Figure 3-2

1. Shielded wires are twisted pairs, with shield grounded at one end only. When
mounting control to bulkhead, use the grounding stud and hardware supplied with
the chassis to ensure proper grounding.
2. Shields must not be grounded at any external point unless otherwise noted.
3. All shields must be carried continuously through all terminal blocks and must not be
tied to other shields except at the common ground point. Tie all shields together at
ground stud located near connector J1.
4. Remove jumper for voltage input.
5. Remove jumper if using external discrete input power.
6. Discrete inputs are isolated from other circuits and intended to be powered by TB1-
39 (+24) leaving the jumper in place. Input current is nominally 10 mA input into
2210
7. Unless otherwise specified:

A. Relays shown de-energized
B. Relays energize for function
C. Relay contact ratings for minimum 100,000 operations:
Resistive 2.0 A at 28 Vdc
0.1 A at 115 Vac 50 to 400 Hz
Inductive 0.75 A at 28 Vdc 0.2 Henry
0.1 A at 28 Vdc lamp
8. Analog output signals to other systems must be isolated from ground either by
design or employment of isolation amplifiers.
9. Analog input signals to other systems must be isolated from ground either by design
or employment of isolation amplifiers.
10. Factory set for MPU input.
11. Factory set for 20 160 mA output.
12. Factory set for 4 20 mA output.
13. Internal power supply provides dc isolation between the power source and all other
inputs and outputs.
14. Communication port J1 can be used with the Woodward ST2000 Hand Held
Programmer or PC Interface using Watch Window/ServLink software.
15. Communication port J2 or J3 can be configured as an RS-232, RS-422, or RS-485

serial interface. Port configuration can be done in the application software only. For
the pin assignment of J2 and J3, see later in this chapter.
16. This analog output may connect to a metering/controlling device. The shield should
be continuous between all connected devices with a single shield termination point
to ground.
17. Use twisted pair shielded wires only.
18. Remove jumper if used with the gas engine I/O node.
14 Woodward
Figure 3-2. 723PLUS I/O
Woodward 15
1. Visual inspection
A. Check the linkage between the actuator and fuel metering device for
looseness or binding. Refer to the appropriate actuator manual, and Manual
25070, Electric Governor Installation Guide for additional information on
linkage.
! WARNING
To prevent possible serious injury from an overspeeding engine, the
actuator lever or stroke should be near but not at the minimum
position when the fuel valve or fuel rack is at the minimum fuel
delivery position.
B. Check for correct wiring in accordance with the plant wiring diagram,
(see relevant Application Manual).
C. Check for broken terminals and loose terminal screws.
D. Check the speed sensor(s) for visible damage. If the sensor is a magnetic
pickup, check the clearance between the gear and the sensor, and adjust if
necessary. Clearance should be between 0.25 and 1.25 mm (0.010 and 0.050
inch) at the closest point. Make sure the gear runout does not exceed the
pickup gap.
2. Check for grounds

Check for grounds by measuring the resistance from all control terminals to
chassis. All terminals except terminals 2 and 38 should measure infinite
resistance (the resistance of terminals 2 and 38 depends on whether a
floating or grounded power source is used). If a resistance less than infinite
is obtained, remove the connections from each terminal one at a time until
the resistance is infinite. Check the line that was removed last to locate the
fault.
Serial Port Communications

The 723PLUS has two serial ports for communications. They may be software
configured as RS-232, RS-422, or RS-485. These ports may be software
configured to function as MODBUS communications ports at the time the
application software is written. If the J2 and J3 port are configured as a
MODBUS port, they will support either MODBUS ASCII or MODBUS RTU
protocols.
Termination
For RS-422, termination should be located at the receiver when one or more
transmitters are connected to a single receiver. When a single transmitter is
connected to one or more receivers, termination should be at the receiver farthest
from the transmitter. Figure 3-3 is an example.
16 Woodward
Figure 3-3. RS-422 Terminator Locations
Communicating with the OpTrend operator interface is a special case of Figure

3-3. Because the OpTrend master cannot put its transmitter into a high-
impedance state, and our bit rate is less than 90k bits/sec, termination is not
needed at the slave. Termination is needed at the OpTrend receiver, but because
there is no way to locate it there, it has to be put at the alternate location.
For RS-485, termination should be at each end of the cable. If termination cant
be located at the end of a cable, put it as close as possible to the ends. Figure 3-4
is an example.
Figure 3-4. RS-485 Terminator Locations
If you do not know if a master can put its transmitter into a high-impedance state,
terminate the line as shown in Figure 3-3. It does not hurt to terminate the line
even when it is not needed as in the case of the OpTrend operator interface.
Woodward 17
Termination is accomplished using a three-resistor voltage divider between a
positive voltage and ground. The impedance of the resistor network should be
equal to the characteristic impedance of the cable. This is usually about 100 to
120 ohms. The purpose is to maintain a voltage level between the two
differential lines so that the receiver will be in a stable condition. The
differential voltage can range between 0.2 and 6 volts; but the maximum voltage
between either receiver input and circuit ground must be less than 10 volts.
There is one termination resistor network for each port located on the 723PLUS
board. Connection to this resistor network is made through the 9-pin connectors
on pins 6 and 9. See Figures 3-5 through 3-8 for termination and cable
connection examples.
Figure 3-5. 723PLUS RS-232 Connections Figure 3-6. 723PLUS RS-422 Connections with
Optional Termination at Receiver
Figure 3-7. 723PLUS RS-485 Connections Figure 3-8. 723PLUS RS-422 Connections
with Optional Termination with Optional Termination at Transmitter
18 Woodward
Grounding and Shielding

The RS-422 and RS-485 specifications state that a ground wire is needed if there
is no other ground path between units. The preferred method to do this is to
include a separate wire in the cable that connects the circuit grounds together.
Connect the shield to earth ground at one point only. The alternate way is to
connect all circuit grounds to the shield, and then connect the shield to earth
ground at one point only. If the latter method is used, and there are non-isolated
nodes on the party line, connect the shield to ground at a non-isolated node, not
at an isolated node. Figures 3-9 and 3-10 illustrate these cabling approaches.
NOTE
Non-isolated nodes may not have a signal ground available. If signal
ground is not available, use the alternate wiring scheme in Figure
3-10 with the signal ground connection removed on those nodes
only.
Figure 3-9. Preferred Multipoint Wiring Using Shielded Twisted-pair Cable with
a Separate Signal Ground Wire
NOTE
The SG (signal ground) connection is not required if signal ground is
unavailable.
Woodward 19
Figure 3-10. Alternate Multipoint Wiring Using Shielded Twisted-pair Cable

without a Separate Signal Ground Wire
Special Setup Procedures

Node Addresses. The LinkNet modules each have rotary switches that set the
module address. Before installing or replacing the modules, insure that the
addresses are set to the value listed on the hardware description for that module.
20 Woodward
Chapter 4
Entering Control Set Points
Introduction
Due to the variety of installations, plus system and component tolerances, the
723PLUS control must be tuned to each system for optimum performance.
This chapter contains information on how to enter control set points through the
control's menu system using the Hand Held Programmer. If you have access to
the Watch Window software tool and ServLink software, you can set up and tune
the 723PLUS control from a PC (personal computer) using the instructions in
Chapter 5 of this manual.
! WARNING
An improperly calibrated control could cause an engine overspeed or
other damage to the engine. To prevent possible serious injury from
an overspeeding engine, read this entire procedure before starting
the engine.
Hand Held Programmer and Menus

The Hand Held Programmer is a hand-held computer terminal that gets its power
from the 723PLUS control. The terminal connects to the RS-422 communication
serial port on the control (terminal J1). To connect the terminal, slightly loosen
the right-hand screw in the cover over J1 and rotate the cover clockwise to
expose the 9-pin connector. Then firmly seat the connector on the terminal into
J1.
The programmer does a power-up self-test whenever it is plugged into the

control. When the self-test is complete, the screen will display two lines of
information. This is information relating to the application. Pressing the ID key
will change the display to show the part number of the software and version
letter.
The programmer screen is a four-line, backlighted LCD display. The display

permits you to look at two separate functions or menu items at the same time.
Use the UP/DOWN ARROW key to toggle between the two displayed items.
The BKSP and SPACE keys will scroll through the display to show the
remainder of a prompt if it is longer than the display screen's 18 characters.
The 723PLUS has two sets of menusthe Service menus and the Configure
menus. The Service menus allow easy access and tuning while the engine is
running. The Configure menus may be entered only if the I/O is shutdown (hence
the engine stopped).
Woodward 21
Configure Menus
To access the Configure menus, the engine must be shut down. Press the NH\
The display will show, To select configure, press enter. Press the ENTER key
and the display will show, To shutdown I/O, press enter. Press the ENTER key
and this will allow you into the Configure menus.
NOTE
If the engine is running during this process, it will be shut down due
to shutting down the I/O of the control.
To move between the menus use the LEFT ARROW and RIGHT ARROW keys.
To move through the set points within a menu, use the UP ARROW and DOWN
ARROW keys. Once within a menu, to return to the menu header, press the ESC
key.
To leave the Configure menus press the ESC key. The set points will be
automatically saved when leaving Configure.
Service Menus
To access the Service menus press the DOWN ARROW key. To move between
menus, and to move through set points within menus follow the instructions as
for the Configure menus. Also to return to return to the menu header, or to leave
Service, follow the Configure instructions.
Adjusting Set Points

To adjust a set point, use the TURTLE UP or the RABBIT UP keys to increase
the value, and the TURTLE or RABBIT DOWN keys to decrease the value. The
RABBIT UP and RABBIT DOWN keys will make the rate of change faster than
the TURTLE UP and TURTLE DOWN keys. This is useful during initial setup
where a value may need to be changed significantly. Where necessary, to select
TRUE, use either the TURTLE UP or the RABBIT UP keys, and to select
FALSE, use the TURTLE DOWN or RABBIT DOWN keys.
Use the + or keys to change integer values in the application software.
To obtain an exact value, press the = key. Key in the required figure and press
ENTER.
NOTE
This may be done only if the figure is within 10% of the existing
value.
22 Woodward
To save set points at any time, use the SAVE key. This will transfer all new set
point values into the EEPROM memory. The EEPROM retains all set points
when power is removed from the control.
! CAUTION
To prevent possible damage to the engine resulting from improper
control settings, make sure you save the set points before removing
power from the control. Failure to save the set points before
removing power from the control causes them to revert to the
previously saved settings.
Hand Held Programmer Keys

The programmer keys do the following functions (see Figure 4-1):
(left arrow) Moves backward through Configure or Service, one menu at a time.
(right arrow) Advances through Configure or Service, one menu at a time.
(up/down arrow) Toggles between the two displayed items.
(up arrow) Moves backward through each menu, one step at a time.
(down arrow) Advances through each menu, one step at a time. Selects Service
from Main Screen.
(turtle up) Increases the displayed set point value slowly.
(turtle down) Decreases the displayed set point value slowly.
(rabbit up) Increases the displayed set point value quickly (about 10 times faster
than the turtle keys).
(rabbit down) Decreases the displayed set point value quickly (about 10 times
faster than the turtle keys).
(minus) Increases set point values by one step at a time.
+ (plus) Decreases set point values by one step at a time.
(solid square) Not used.
ID Displays the 723PLUS control part number and software revision
level.
ESC To return to menu header or to main screen.
SAVE Saves entered values (set points).
BKSP Scrolls left through line of display.
SPACE Scrolls right through line of display.
ENTER Used when entering exact values and accessing Configure.
= (equals) For entering exact values (within 10%).
(decimal) To select Configure.
Woodward 23
Figure 4-1. Hand Held Programmer Functions
24 Woodward
Chapter 5
Using ServLink with Watch Window
Using Watch Window

Here are brief instructions for using Watch Window in conjunction with
ServLink to view the variables for your 723PLUS control on a PC (personal
computer). These instructions are meant to be introductory only. Full on-line
help is available in each application. It is assumed that you already have
ServLink and Watch Window installed. The default installation location can be
found by clicking the START icon (Microsoft Windows 95 or later) on the main
menu bar and then clicking the PROGRAMS menu item. Look for an icon called
WOODWARD WATCH WINDOW.
1. Make sure that all other programs that may access your computer
communications port are shut down.
2. Get the right cable to talk from your PC to the control (5416-614 will work
for J2 and J3, 5416-870 for J1).
3. Start the ServLink server and open a new file. Select the proper COM port
for your PC, verify that POINT TO POINT communications mode is
selected, and verify that the baud rate matches the baud rate of the 723PLUS.
The default baud rate is 19 200. See the on-line help file if you have been
changing the port settings of your control.
4. Select OK. If everything is working right, you should see an animated
picture of a string of 1s and 0s flying from the control to the PC on your
screen. You now have a network definition file whose default name is NET1.
You should save this file as your filename.NET (use FILE/SAVE AS).
Link this name to your control part number, as it will work only with that
application. For instance, if the upper level control number is 9907-031, you
could save the file as 9907031.NET. DO NOT DISCONNECT THE
SERVER.
5. In the ServLink window you will now have another dialog window titled
your filename.net. In this window you will see a ballhead icon and a
control identifier name. Unless you have given the control a serial number
(or name) with the SLSN.EXE program, this name will display as
<unidentified>.
6. Start the Watch Window application. When Watch Window executes, you
will have a screen displaying three windows entitled Watch Window,
Explorer, and Inspector.
7. The Explorer window will have two groups displayed, SERVICE and
CONFIGURE. Double clicking on either of these will expand them to show
groups of values. Explorer is used only to locate a tunable or monitor value.
In order to change a value or monitor a value, you must drag and drop a
value from the Explorer window into the Inspector window.
Woodward 25
8. Once a value is displayed in the Inspector, you can see several blocks of
information. The most important blocks for a tunable value are the FIELD
and VALUE blocks. The FIELD block is used to identify a particular value,
and the VALUE block displays the current value of a variable. There are two
types of values available in Watch Window. One is a monitor value, which is
marked in the INSPECTOR window with a pair of glasses. This means it
may only be looked at. The other value is a read/write value, which is
marked with a pencil. The read/write type may be modified using the up and
down arrows in the value block.
Downloading to the 723PLUS

NOTE that this is the only way to download to a 723PLUS, and it will not work
on a regular 723.
1. Make sure that all other programs that may access your computers
communication port are shut down.
2. Get the right cable to talk from your PC to the control J1 port (5416-870).
3. Start the ServLink server and open a new file. From the dialog window,
select the proper COM port for your PC, select POINT TO POINT
communications mode, and set the baud rate to 19200.
You should save this file. Link this name to your control part number as it
will only work with that application. For instance if the upper level control
number is 9907-031, you could save the file as 9907031.NET. DO NOT
DISCONNECT THE SERVER.
<unidentified>.
6. Start the Watch Window program. Under the title bar in the Explorer
window you will find a tab with your network file and the control ID
displayed. Right click this tab to display the pop-up menu, and select LOAD
APPLICATION. This will close the Inspector window and open a new
window where you will enter the name of the file you want to download.
Once the filename is correct, click on the OPEN button. A Warning screen
will ask you to make sure the engine is shut down before downloading.
Downloading will proceed automatically once your accept the message to
shut down the engine.
! WARNING
Be sure the engine is shut down before downloading. An engine
overspeed is possible if the engine is running during the download
process.
26 Woodward
Transferring Tunable Values Between 723PLUS

Controls
Note that this will not work with regular 723 controls.
1. Make sure that all other programs that may access your computers
communication port are shut down.
2. Get the right cable to talk from your PC to the control (5416-870 for J1,
5415- 614 for J2 or J3).
3. Start the ServLink server and open a new file. From the dialog window,
select the proper COM port for your PC, select POINT TO POINT
communications mode, and set the baud rate to 19200.
You should save this file. Link this name to your control part number as it
will only work with that application. For instance if the upper level control
number is 9907-031, you could save the file as 9907031.NET. DO NOT
DISCONNECT THE SERVER.
<unidentified>.
6. Start the Watch Window program. Under the title bar in the Explorer
window you will find a tab with your network file and the control id
displayed. Right click this tab to display the pop-up menu, and select
CONFIGURATION. If you want to take the configuration from a control,
select SAVE TO FILE. If you want to download a new configuration to a
control with an existing application, then select LOAD FROM FILE.
7. If you select SAVE TO FILE, you will have to provide the name of a file
where you want to save the configuration. If your control has a part number
of 9907-031 then you might want to call this file 9907031.cfg. Make the
name meaningful so you can find it easily the next time you need it.
8. If you select LOAD FROM FILE you will get a confirmation warning telling
you that the unit will be shut down. If you answer yes then you will be asked
for the name of the configuration file that you want to download.
Woodward 27
28 Woodward
Chapter 6
Service Options
Product Service Options

The following are the factory options available for the service of Woodward
equipment under Woodwards standard Product and Service Warranty (25222),
in effect at the time the product is sold from Woodward or the service is
performed:
Replacement/Exchange (24-hour service)
Flat Rate Repair
Flat Rate Remanufacture
If you are experiencing problems with installation or unsatisfactory performance

of an installed system, the following options are available:
Consult the troubleshooting guide in the manual.
Contact Woodward technical assistance (see How to Contact Woodward
later in this chapter) and discuss your problem. In most cases, your problem
can be resolved over the phone. If not, you can select which course of action
you wish to pursue based on the available services listed in this section.
Replacement/Exchange
Replacement/Exchange is a premium program designed for the user who is in
need of immediate service. It allows you to request and receive a like-new
replacement unit in minimum time (usually within 24 hours of the request),
providing a suitable unit is available at the time of the request, thereby
minimizing costly downtime. This is also a Flat Rate structured program and
includes the full standard Woodward product warranty, pursuant to Woodwards
Product and Service Warranty (25222).
This option allows you to call in advance of a scheduled outage or an unexpected

outage and request a replacement control unit. If the unit is available at the time
of the call, it can usually be shipped out within 24 hours. You replace your field
control unit with the like-new replacement and return the field unit to the
Woodward facility as explained later in this chapter.
Charges for the Replacement/Exchange service are based on a flat rate plus
shipping expenses. You are invoiced the flat rate replacement/exchange charge
plus a core charge at the time the replacement unit is shipped. If the core (field
unit) is returned to Woodward within 60 days, Woodward will issue a credit for
the core charge. [The core charge is the average difference between the flat rate
replacement/exchange charge and the current list price of a new unit.]
Woodward 29
Return Shipment Authorization Label. To ensure prompt receipt of the core,
and avoid additional charges, the package must be properly marked. A return
authorization label is included with every Replacement/Exchange unit that
leaves Woodward. The core should be repackaged and the return authorization
label affixed to the outside of the package. Without the authorization label,
receipt of the returned core could be delayed and cause additional charges to be
applied.
Flat Rate Repair

Flat Rate Repair is available for the majority of standard products in the field.
This program offers you repair service for your products with the advantage of
knowing in advance what the cost will be. All repair work carries the standard
Woodward service warranty, pursuant to Woodwards Product and Service
Warranty (25222) on replaced parts and labor.

Flat Rate Remanufacture is very similar to the Flat Rate Repair option with the
exception that the unit will be returned to you in like new condition and carry
with it the full standard Woodward product warranty, pursuant to Woodwards
Product and Service Warranty (25222). This option is applicable to mechanical
products only.
Returning Equipment for Repair

If a control (or any part of an electronic control) is to be returned to Woodward
for repair, please contact Woodward in advance to obtain a Return Authorization
Number. When shipping the item(s), attach a tag with the following information:
name and location where the control is installed;
name and phone number of contact person;
complete Woodward part number(s) and serial number(s);
description of the problem;
instructions describing the desired type of repair.
! CAUTION
To prevent damage to electronic components caused by improper
handling, read and observe the precautions in Woodward manual
82715, Guide for Handling and Protection of Electronic Controls,
Printed Circuit Boards, and Modules.
30 Woodward
Packing a Control
Use the following materials when returning a complete control:
protective caps on any connectors;
antistatic protective bags on all electronic modules;
packing materials that will not damage the surface of the unit;
at least 100 mm (4 inches) of tightly packed, industry-approved packing
material;
a packing carton with double walls;
a strong tape around the outside of the carton for increased strength.
Return Authorization Number

When returning equipment to Woodward, please telephone and ask for the
Customer Service Department [(1)(800) 835-5182 in North America or
(1)(970) 498-5811]. They will help expedite the processing of your order
through our distributors or local service facility. To expedite the repair process,
contact Woodward in advance to obtain a Return Authorization Number, and
arrange for issue of a purchase order for the item(s) to be repaired. No work can
be started until a purchase order is received.
NOTE
We highly recommend you make arrangement in advance for return
shipments. Contact a Woodward customer service representative at
(1)(800) 835-5182 in North America or (1)(970) 498-5811 for
instructions and for a Return Authorization Number.
Replacement Parts
When ordering replacement parts for controls, include the following
information:
the part number(s) (XXXX-XXX) that is on the enclosure nameplate;
the unit serial number, which is also on the nameplate.
How to Contact Woodward

In North America use the following address when shipping or corresponding:
Woodward Governor Company
PO Box 1519
1000 East Drake Rd
Fort Collins CO 80522-1519, USA
TELEPHONE: (1)(970) 498-511 (24 hours a day)

TOLL-FREE PHONE (in North America): (1)(800) 835-5182
FAX: (1)(970) 498-3058
Woodward 31
For assistance outside North America, call one of the following international
Woodward facilities to obtain the address and phone number of the facility
nearest your location where you will be able to get information and service.
FACILITY PHONE NUMBER

Australia (61)(2) 9758 2322
Brazil (55)(19) 708 4800
England (44)(118) 975 2727
India (91)(129) 230419
Japan (81)(476) 93-4661
The Netherlands (31)(23) 56 61111
Singapore (65) 270-0081
You can also contact the Woodward Customer Service Department or consult
our worldwide directory on Woodwards Internet website for the name of your
nearest Woodward distributor or service facility:
http://www.woodward.com/industrial/address.htm
[Woodwards website address is http://www.woodward.com]
Additional Aftermarket Product Support Services

Woodward Aftermarket Services offers the following after-sale support for all
Woodward products:
Customer Training
Technical Assistance
Field Service
Specialized Services
Customer Training is offered at our facility in Loveland, Colorado, or at your

site. This training, conducted by experienced trainers, will assure that customer
personnel will be able to maintain system reliability and availability. For
information concerning training available, call the number above and ask for
customer training.
Technical Assistance is available using the Woodward toll-free number. The

Aftermarket application engineering group is available to assist customers with
technical questions or problem solving during normal business hours or as
emergency support 24 hours a day. This group can also provide engineering
support for changes or enhancements after the commissioning of your system.
For technical engineering assistance, call the number above and ask for technical
assistance.
32 Woodward
Field Service engineers are dispatched from the Woodward facility in Colorado,
or from one of many regional or worldwide offices located near the customer to
provide prompt response. Woodward field engineers are experienced and are
continually updated on all Woodward products as well as much of the non-
Woodward equipment they interface with. The field engineers ensure that all
documentation is updated, and all field engineers are well informed as to new
problems which might arise. Woodward field service engineers are on-call 24
hours a day. Call the number above and ask for field service.
Specialized Services can be tailored to your specific needs. These services can
be based on a particular aspect of a single service or a combination of services
and are covered under one low-cost service contract. A contract may be for
regularly scheduled training courses or possibly to have a field engineer visit
your site at pre-determined intervals to provide a system analysis, verify proper
operation, and make recommendations for maintenance improvements,
enhancements, or other needs. These contracts are usually custom-designed and
structured to allow ultimate flexibility, thereby allowing you to plan and budget
more accurately. For more details, contact the Woodward sales representative, or
call the number above and ask for sales support to discuss specific needs.
Woodward 33
If you need to telephone for technical assistance, you will need to provide the following information.
Please write it down here before phoning:
General
Your Name
Site Location
Phone Number
Fax Number
Prime Mover Information

Engine/Turbine Model Number
Manufacturer
Number of Cylinders (if applicable)
Type of Fuel (gas, gaseous, steam, etc)
Rating
Application
Governor Information
Please list all Woodward governors, actuators, and electronic controls in your system:
Woodward Part Number and Revision Letter
Control Description or Governor Type
Serial Number
Serial Number
Serial Number
If you have an electronic or programmable control, please have the adjustment setting positions or
the menu settings written down and with you at the time of the call.
34 Woodward
723PLUS Control Specifications
Input Power
Low Voltage Model 18 40 Vdc (24 or 32 Vdc nominal)
High Voltage Model 90 150 Vdc (125 Vdc nominal)
Power Consumption 40 W nominal
Inrush Current (Low Voltage Model) 7 A for 0.1 ms
Inrush Current (High Voltage Model) 22 A for 15 ms
Inputs
Speed Signal Inputs (2)
Speed Input Voltage 1.0 50.0 Vrms
Speed Input Frequency Magnetic Pickup: 400 Hz to 15 kHz
Proximity Switch: 30Hz to 15 kHz
Speed Input Impedance 10 k( 15%
Note: EU Directive compliant applications are not currently able to use proximity switches due to
the sensitivity of the switches.
Discrete Inputs (8)
Discrete Input 24 Vdc, 10 mA nominal,18 40 Vdc range
Response Time 10 ms 15%
Impedance 2.3 k(
Note: For Lloyd s Register applications, use only control-supplied power.
Analog Inputs (4)
Analog Input 5 Vdc or 0 20 mA, transducers externally powered
Common Mode Voltage 40 Vdc
Common Mode Rejection 0.5% of full scale
Accuracy 0.5% of full scale
Load Sharing Input
Analog Input 0 4.5 Vdc
Common Mode Voltage 40 Vdc
Common Mode Rejection 1.0% of full scale
Outputs
Analog Outputs 0 1 or 4 20 mA (2)
Analog Output 0 1 mA or 4 20 mA (max. 600 ( load)
Analog Outputs 0 20 or 0 200 mA (2)
Analog Output 0 20 mA (max. 600 ( load) or
0 200 mA (max. 70 ( load)
Relay Contact Outputs (3)
Contact Ratings 2.0 A resistive @ 28 Vdc; 0.5 A resistive @ 125 Vdc
Environment
Operating Temperature 40 to +70 C ( 40 to +158 F)
Storage Temperature 55 to +105 C ( 67 to +221 F)
Humidity 95% at +20 to +55 C (+68 to +131 F)
Lloyd s Register of Shipping Spec. Humidity Test 1
Mechanical Vibration Lloyd s Register of Shipping Spec. Vibration Test 2
Mechanical Shock US MIL-STD 801C Method 516.2, Proc. I, II, V
EMI/RFI Specification Lloyd s Register of Shipping Specification
EN 50081 2 and EN 50082 2
Compliance
UL/cUL Listing Class 1, Division 2, Groups A, B, C, D
Lloyd s Register of Shipping LR Type Approval Test Specification No. 1 (1996) for
environmental categories ENV1, ENV2, & ENV3
Germanischer Lloyd Regulations for the Performance of Type Tests;
Regulations for the Use of Computer and Computer on
Board
American Bureau of Shipping (ABS) Rules (1997) 4/4.11.6, 4/5C2.17, 4/11.3.11 and 4/11.7.2
European Union (EU) Compliant with EMC Directive 89/336/EEC
(Low Voltage Model Only)
Det Norske Veritas (DNV) Rules for Classification of Ships and Mobile Offshore
Units
We appreciate your comments about the content of our publications.
Please send comments to:
Attention: Technical Publications
PO Box 1519
Please include the manual number from the front cover of this publication.
Industrial Controls
Woodward Governor Company, PO Box 1519 (1000 East Drake Road), Fort Collins CO 80522-1519, USA
Phone (1)(970) 482-5811 Fax (1)(970) 498-3058
Global Services
Woodward Governor Company, PO Box 3800 (3800 North Wilson Avenue), Loveland CO 80539-3800, USA
Phone (1)(970) 663-3900 Fax (1)(970) 962-7050
E-mail and World Wide Web Home Page http://www.woodward.com
Registered Firm
ISO 9001:1994/Q9001-1994
Certificate QSR-36
Woodward has company-owned plants, subsidiaries, and branches,

as well as authorized distributors and other authorized service and sales facilities throughout the world.
Complete address/phone/fax/e-mail information for all locations is available on the Internet at:
00/2/F
11.3 PGA 12/29/58 FT-LBS Rotary Governor Manual 36082
Woodward 11-5
11-6 Woodward

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4.1 Fuel rack does not open quickly when cranking the engine
Possible cause Solution
Low oil pressure in the PGA governor. Return the PGA governor to Woodward for repair.
Cranking speed too low. Use a booster servo motor if necessary.
Speed setting too low. Consult your engine manufacturer for correct
settings.
4.2 Engine hunts or surges
Compensation needle valve adjustment of the Adjust the compensation needle valve.
PGA governor is incorrect.
Dirty oil or sludge in PGA governor. Drain and clean the PGA governor and refill with
new or filtered oil. Bleed air and adjust the
compensation needle valve.
Low oil level which permits air to enter and Add oil to the governor and check oil level against
causes foaming. the mark on the sight glass.
If the oil level decreases and you dont see
external leaks on the PGA governor, then check
the drive shaft for oil leaks.
If foaming continues, drain the oil and refill with a
different type of oil.
Lost motion in engine linkage or fuel pumps. Repair linkage and/or pumps.
Binding in engine to PGA governor linkage or Repair and realign linkage and/or pumps.
fuel pumps.
PGA governor output shaft travel is too short Adjust travel until the PGA governor has the right
to provide full fuel. travel.
Spring too weak in telescopic link. Install heavier spring so that the link stays solid at
all times.
Low oil pressure. Normal operating pressure Return the PGA governor to Woodward for repair.
100 psi for 12/29 ft-lbs, 200 psi for 58 ft-lbs.
Pump check valves are not seating or Return the PGA governor to Woodward for repair.
accumulator springs too weak.

% / 1
4.2 Engine hunts or surges (continuation)
Fuel linkage incorrectly set. Adjust the linkage from PGA governor to engine to
get linear relationship.
Faulty linkage. Check yield links, shutdown arrangements, etc., to
be sure that the engine torque changes for very
small increments of governor output shaft travel.
4.3 Jiggle at the PGA governor output shaft
Rough engine drive or rough PGA governor Inspect drive mechanism.

drive. Check alignment of gears.
Inspect for rough gear teeth, eccentric gears or
excessive backlash in gear train.
Check gear keys and nuts or set screws holding
drive gears to shafts.
Check for bent drive shaft.
Check serrated or spline coupling for wear and
alignment.
Check the backlash and the gear shimmed so
that there is no binding, if you use a keyed drive.
Improper PGA governor alignment. Loosen the PGA governor mounting screws and
move the PGA governor slightly on its mounting
pad to align the drive shaft with its coupling.
Dirty or worn ballhead bearing. Return the PGA governor to Woodward for repair,
Rough or worn gear teeth. if one of these causes appear.
Bent speeder spring.
Air in the PGA governor which causes a jiggle Check that the PGA governor has the right oil
during startup or transient. pressure at normal operating speed.
100 psi for the PGA 12/29 ft-lbs governor and 200
psi for the PGA 58 ft-lbs governor.
4.4 Load does not divide properly on paralleled engines
Internal speed droop adjustment incorrect. Check if the governor travel is at least 50% of the
total travel, if necessary shorten the terminal shaft
lever.
Return the PGA governor to Woodward for
readjustment.
Speed settings of the PGA governors are not Check the control air pressure at the two
the same. governors with accurate pressure gauges.
Check that the manual speed setting knobs are at
minimum.
-

% / 1
4.5 Engine responds too slow to a speed change or a load change
Compensation needle valve adjustment Adjust the compensation needle valve. Open the
incorrect. compensation needle valve without causing
instability when running the governor without load.
Oil pressure <100 psi for 12/29 ft-lbs or <200 Return the PGA governor to Woodward to
psi for 58 ft-lbs in the PGA governor. inspect pump, check valves and accumulator
springs.
Incorrect buffer springs in the governor. Install new buffer springs.
Engine overloaded. Reduce the load.
Restricted fuel supply. Clean the fuel supply filters.
4.6 Engine does not reach rated full load
Fuel rack does not open far enough, or the Adjust the engine to the PGA governor fuel
PGA governor is at the end of its stroke. linkage.
Restricted fuel supply Clean the fuel supply filters. Gas pressure too low,
or gas with different calorific value.
4.7 Engine does not reach full speed and full load
Low control air pressure. Check pneumatic transmitter and air lines.
PGA governor at end of travel. Check the fuel linkage adjustments.
Check the fuel supply and filters.
Speed settings too low. Consult the engine manufacturer for new speed
settings.
4.8 Engine overspeeds on starting
PGA governor too slow. Adjust the compensation needle valve to

maximum opening.
Install lighter buffer spring, if possible.
Speed setting too high. Decrease the start speed setting.
Governor admits too much fuel for starting. Readjust the speed setting.
4.9 Engine stalls on deceleration on minimum speed
Governor too slow. Adjust the compensation needle valve for

maximum opening.
Install lighter buffer spring.
Minimum speed too low. Raise minimum speed.
Compensation not being cut-off at idle. Consult the Woodward Governor Company.
'

% / 1
4.10 Speed variations of the engine (not necessarily caused by the PGA governor)
Load changes beyond the capacity of the Check the load to see that the speed changes are
engine. not the result of the load changes.
Lost motion in linkage between the PGA Repair the linkage. There must be no binding or
governor and fuel rack or valve. lost motion.
Dirty or less oil in the PGA governor. Check that the oil is clean and the oil level is
correct at operating temperature.
Incorrect alignment of the drive to the PGA Check that the drive to the PGA governor is
governor. correctly aligned and free of roughness, side
loading and excessive backlash.
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11.4 Integral EG Actuator for PG Governors Manual 36637
Woodward 11-7
11-8 Woodward
36637D
Integral EG Actuator
for PG Governors
Installation, Operation, and Calibration Manual
Manual 36637D
! WARNING
Read this entire manual and all other publications pertaining to the work to
be performed before installing, operating, or servicing this equipment.
Practice all plant and safety instructions and precautions. Failure to follow
instructions can cause personal injury and/or property damage.
The engine, turbine, or other type of prime mover should be equipped with
an overspeed (overtemperature, or overpressure, where applicable)
shutdown device(s), that operates totally independently of the prime mover
control device(s) to protect against runaway or damage to the engine,
turbine, or other type of prime mover with possible personal injury or loss
of life should the mechanical-hydraulic governor(s) or electric control(s),
the actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or
the controlled device(s) fail.
Woodward Governor Company reserves the right to update any portion of this publication at any time. Information
provided by Woodward Governor Company is believed to be correct and reliable. However, no responsibility is
assumed by Woodward Governor Company unless otherwise expressly undertaken.
1995 by Woodward Governor Company
All Rights Reserved
Manual 36637 Integral EG Actuator for PG Governors
Contents
CHAPTER 1. GENERAL INFORMATION ............................................................. 1

Introduction............................................................................................................. 1
Description ............................................................................................................. 1
Reverse or Direct Acting ........................................................................................ 1
Vibration Resistance .............................................................................................. 1
CHAPTER 2. INSTALLATION............................................................................... 7
Receiving................................................................................................................ 7
Storage ................................................................................................................... 7
Mounting Requirements ......................................................................................... 7
Linkage................................................................................................................... 8
Electric and Hydraulic Connections........................................................................ 8
Clearances ............................................................................................................. 9
Governor Oil ........................................................................................................... 9
Oil Problems......................................................................................................... 10
Governor Oil Service ............................................................................................ 11
CHAPTER 3. PRINCIPLES OF OPERATION ..................................................... 13

Flapper Nozzle Systems....................................................................................... 13
Torque-motor System........................................................................................... 13
Direct and Reverse Acting.................................................................................... 14
CHAPTER 4. OPERATION AND ADJUSTMENTS ............................................. 19

Introduction........................................................................................................... 19
Centering Adjustment........................................................................................... 19
Parts List for Figure 4-1........................................................................................ 21
Adjustment of the Anti-rotation Device ................................................................. 24
Mode Select Valve and Mode Indicating Switch................................................... 24
Mode Indicating Pressure Switch ................................................................. 24
No Mode Select Block .................................................................................. 24
Mode Select Block........................................................................................ 25
Mode Select Valve........................................................................................ 25
Maintenance ................................................................................................. 26
Applications .................................................................................................. 26
CHAPTER 5. SERVICE OPTIONS ...................................................................... 31

Product Service Options....................................................................................... 31
Replacement/Exchange ............................................................................... 31
Flat Rate Repair ........................................................................................... 32
Flat Rate Remanufacture ............................................................................. 32
Returning Equipment for Repair........................................................................... 32
Packing a Control ......................................................................................... 33
Return Authorization Number ....................................................................... 33
Replacement Parts Information............................................................................ 33
How to Contact Woodward................................................................................... 33
Additional Aftermarket Product Support Services ................................................ 34
Technical Assistance............................................................................................ 36
Woodward i
Integral EG Actuator for PG Governors Manual 36637
Illustrations and Tables
1-1. PG-EG Actuator Connections.................................................................2

1-2. PGA/PGG-EG Governor Connections (without mode select block) .......3
1-3. PGA/PGG-EG Governor Connections (with mode select block) ............4
1-4. PGA-EG 200/300 Outline Drawing .........................................................5
2-1. Governor Travel......................................................................................9
3-1. Schematic of Pilot Valve and Pressure Regulator Section ...................12
3-2. PG-EG Schematic, without Mode Select Valve ....................................15
3-3. PG-EG Schematic, with Mode Select Valve, Controlling on PG...........16
3-4. PG-EG Schematic, with Mode Select Valve, Controlling on EG...........17
3-5. EG Actuator Schematic, No Ballhead Backup......................................18
4-1. Torque Motor Exploded View................................................................20
4-2. Mode Select Block Exploded View .......................................................22
4-3. Assembly and Tubing Exploded View...................................................28
ii Woodward
Chapter 1
General Information
Introduction
This manual contains information about the Woodward Integral EG Actuator for
PG governors as an add-on unit:
to form the PG-EG actuator (no ballhead) or
to create a ballhead backup governor (PGA-EG or PGG-EG) from the PGA
or PGG governor.
In this manual, PG-EG refers to any of these three governor types.
This manual covers the EG, governor components affected by the EG, and
information pertaining to the PG-EG. For more general governor information,
refer to the PGA governor manual (36604) or the PGG governor manual
(36627).
Description
The EG is an electro-hydraulically controlled actuator that accepts a 0200 mA
signal, and outputs on a standard PG servo proportional to the mA signal.
Reverse or Direct Acting

The actuator is available for use with either direct- or reverse-acting electronic
controls. Direct-acting units assume an increasing fuel as the current level
increases. Reverse-acting units assume a decreasing fuel position as the current
level increases.
Reverse-acting EG actuators are normally used on ballhead governors to provide

an automatic ballhead back-up in case the electrical control signal is lost or
interrupted.
Direct-acting EG actuators will cause shutdown if the electrical current to the

actuator is lost or interrupted.
Direct-acting Reverse-acting
Fuel Rack Position 0.0500.950" TR 0.0500.950" TR
Control Current 20160 mA 16020 mA
Vibration Resistance
The EG actuator is in itself resistant against vibration due to the torque motor
beam being mass-stabilized in all three axes. As a consequence, vibrations have
minimal influence on the position of the beam.
Woodward 1
Figure 1-1. PG-EG Actuator Connections
2 Woodward
Figure 1-2. PGA/PGG-EG Governor Connections (without mode select block)
Woodward 3
Figure 1-3. PGA/PGG-EG Governor Connections (with mode select block)
4 Woodward
Figure 1-4. PGA-EG 200/300 Outline Drawing
Woodward 5
6 Woodward
Chapter 2
Installation
Receiving
Your PG governor is shipped from the factory bolted to a wooden platform in a
vertical position. After being tested at the factory, the governor is drained of oil.
This leaves a light film of oil covering the internal parts, preventing rust. No
internal cleaning is required.
! CAUTION
Use care in handling the governor. Be particularly careful to avoid
striking the drive shaft. Do not drop or rest the governor on its drive
shaft. Such treatment could damage the gears and bearings in the
governor oil pump.
Most PG governors lift from an eye-bolt threaded into a 0.375-16 (inch) hole in
the center of the cover. PG-200, PG-300, and PG-500 governors must be lifted
with a sling. Some PG governors have split covers which need to be lifted with a
sling as well.
Storage
The governor may be stored for up to a year as received from the factory. Store
the governor in a vertical position. Fill completely with oil if extended storage is
necessary.
Mounting Requirements
A gasket must be used between the governor and the accessory mounting pad. A
0.032 inch thick (0.81 mm) gasket is recommended for this purpose. The gasket
is used to absorb imperfections between the governor base and the mounting pad,
and to avoid oil leakage between the governor and the drive portion of the
engine.
Install the governor square on the accessory pad, using the correct length of
coupling between the governor and the drive. Make sure the driveshaft does not
bind, and that there is no excessive side load on the driveshaft assembly. Make
sure the coupling is tight, and do not use force when installing the drive shaft
into the coupling. The governor must be installed in a vertical position.
A rough or non-concentric drive can prevent smooth governor operation and
shorten governor life. The drive should be as smooth as possible. Poor drive
dynamics can damage governor seals and bearings.
! CAUTION
Rotation direction is factory set for some governors. Damage will
result if the governor is installed on a drive which rotates in the
Woodward 7
wrong direction. Specifications for individual governors indicate if
the unit has been plugged to limit rotation to one direction only.
Many PG governors are equipped with check valves in the pump,
allowing rotation in both clockwise and counterclockwise directions.
Linkage
Align the linkage from the governor to the fuel pumps or valves to eliminate
binding and excessive backlash. The relationship of governor/terminal shaft
angular position to the fuel control position must be adjusted in accordance with
the engine manufacturer's specifications. The linkage must not limit the
governor's ability to call for maximum fuel or to shut down the engine.
Linkage must not give during major transients and must not be so heavy that it
hinders accurate governor response. Linkage must be designed to resist wear.
Linkage is responsible for many apparent governor problems, and proper

design and installation of the linkage between the governor output and the engine
is extremely important.
The fuel-control linkage must be adjusted so at least 15% of the governor travel
(output) from minimum position has been used when the fuel control is at idle
no-load (A and D; see Figure 2-1). This minimum setting is required due to the
location of the compensation cut-off port (if so equipped).
Use as much of the governor output travel as possible. Stability is greatly

improved with the use of maximum governor travel. Design linkage so governor
output and resultant power output of the engine are nearly linear.
Electrical and Hydraulic Connections

Make the pneumatic (if applicable), hydraulic, and electrical connections
required for the particular governor. Refer to Figures 1-1 through 1-3.
Standard electrical connections are made to the four-pin connector on the side of
the column (see figures). Optionally, the EG actuator may be wired to the
connector on the receiver bracket through an internal mounting bracket.
Instead of a connector, the governor may be equipped with a flying lead, leaving
the governor on the side of the column. This option is used mostly on governors
in a high-vibration environment.
8 Woodward
Figure 2-1. Governor Travel
Clearances
Leave adequate clearance to connect the linkage, to fill the governor with oil,
and to remove the cover (if necessary).
Governor Oil
Governor oil must have lubricating and hydraulic properties. The oil must have a
viscosity index that allows it to perform over the operating temperature range of
the governor. The oil must have additives that allow it to remain stable and
predictable over the operating temperature range of the governor. The oil used in
the governor must be compatible with the nitrile, polyacrylic, and fluorocarbon
seals used in the governor.
Many oils and synthetic lubricating fluids used in the engines controlled by PG
governors meet these specifications. When possible use the same grade and
weight of oil used in the engine. Information in this manual is intended to be
used only in the selection of the governor lubricating oil, not for selecting engine
lube oil. USE ONLY NEW, CLEAN OIL. DO NOT USE USED ENGINE OIL
IN THE GOVERNOR.
Woodward governors and actuators are designed to give stable operation with
oils which provide 50 to 3000 SUS (Saybolt Universal Seconds) of viscosity
throughout the operating temperature range. Ideally the viscosity at the normal
operating temperature should be between 100 and 300 SUS. Poor governor
response or instability is often an indication that the oil being used is too thick or
too thin.
Woodward 9
For more detailed information on the choice of governor oil, refer to manual
25071, Oils for Hydraulic Controls.
The recommended oil temperature for continuous governor operation is 60 to 93

C (140 to 200 F). Measure the oil temperature of the governor or actuator on
the outside lower part of the power case. The actual oil temperature will be about
6 C (10 F) higher. The governor is designed to operate in ambient temperatures
of +29 to +93 C (+20 to +200 F).
Oil Problems
A filter is located between the oil pump and the control pilot valve of the EG
actuator. Should this filter become clogged, it can seriously hinder the ability of
the actuator to control, even on the mechanical ballhead side. Take extra care
with the PG to be sure that oil is clean and that it does not deteriorate due to
heat.
Excessive component wear or seizure in a governor indicates the possibility of

insufficient lubrication caused by:
An oil that flows slowly when it's cold or at start-up;
High or low governor oil level;
Restrictions in oil lines to boosters or heat exchangers;
Contaminated oil (usually caused by dirty oil containers used when
transferring oil to the governor);
A governor exposed to heating and cooling cycles, creating condensation of
water in the oil;
Oil not suitable for the operating conditions.
Operating a governor continuously beyond the high-limit temperature of the oil
will result in oil oxidation. This is identified by varnish or sludge deposits on
governor parts. To reduce oil oxidation, lower the oil operating temperature with
a heat exchanger or other means, or change to an oil more oxidation resistant at
the operating temperature.
PG-governors operating with internal oil-pressures in excess of 1655 kPa (240

psi) often require a heat exchanger to protect the oil from damage.
NOTE
Many governor problems are the result of improper selection or
improper maintenance of governor oil. The governor should be
serviced on a routine schedule. Develop the schedule with
consideration to the governor operating temperature and the
cleanliness of the atmosphere in which the governor operates.
! WARNING
A loss of stable governor control and possible engine overspeed may
result if oil viscosity exceeds the 50 to 3000 SUS range.
10 Woodward
Governor Oil Service

Replace the governor oil if it is contaminated or if it is suspected of causing
governor problems. Drain the oil while it is still hot and agitated. Flush the
governor with kerosene or an equivalent solvent. If drain time is insufficient for
the solvent to completely drain or evaporate, flush with the same grade and
weight of oil which will be used to refill the governor. Discard the oil used to
flush out the solvent.
To avoid contamination of the governor, the replacement oil must be free of dirt,
water, or other foreign material. Use clean containers to store and transfer oil.
Refer persistent or recurring oil problems to an oil specialist.
After the oil is selected, fill the governor with new, clean oil, in the volumes
listed here: Type 12/29/58 (1.4 L/1.5 qt), Type 200/300 (6.2 L/6.5 qt), Type 500
(6.6 L/7.0 qt).
While the engine is not running, fill the governor to the maximum level
indication. During normal operation, this level should not drop below the
minimum level. Do not add oil when operating the governor.
PG-EG 200, 300, and 500 cases must be filled in two stages. Fill with about 4
liters/quarts before starting, then add the amount needed to bring the oil up to
operating levels after start-up. On these governors, there is an oil level dipstick
inside the fill port cap. On newer types, a small sight gauge glass has been added
onto the terminal shaft housing. Always use the dipstick for accurate oil level
readings. All other PG-EGs have an oil filler cup in the cover and a special long
oil gauge glass on the power case.
To prevent contamination of the flapper nozzle system, an oil filter has been
fitted to the oil feed line going to the EG actuator. Check this filter every time
the oil is changed, and clean if necessary.
Woodward 11
Figure 3-1. Schematic of Pilot Valve and Pressure Regulator Section
12 Woodward
Chapter 3
Principles of Operation
Flapper Nozzle System

The flapper nozzle system is basically a hydraulic amplifier which converts the
torque motor beam position through the pilot valve into a servo position. Pump
pressure oil is supplied to the interior of the pilot valve and lowered by the
pressure regulating valve into the regulated pressure at 690 kPa (100 psi). This
flow of 690 kPa oil is then directed onto the bottom of the control land and
through a dropping orifice (giving the pilot valve control pressure) to the top of
the same control land but with a larger surface. At the same time, pilot valve
control pressure oil is directed through a nozzle and sprays onto the bottom of
the torque motor beam (acting as the flapper).
The balance of these hydraulic pressures and forces positions the pilot valve in
the bushing and causes the pilot valve to follow the position of the torque motor
beam. To center the pilot valve in the bushing in steady state, the gap between
the flapper (the torque motor beam) and the nozzle is adjustable by means of the
center adjustment.
The control land of the pilot valve, balanced between the regulated pressure
below and the pilot valve control pressure above, provides a hydraulic
amplification of the position of the torque-motor beam. This permits accurate
positioning of the plunger in the bushing without having the bushing rotate to
eliminate static friction as is necessary in the mechanical pilot valve system.
Torque-motor System
The torque-motor system consists of an electromagnetic coil and a beam. On top
of the beam, an armature is mounted which is placed into the electromagnetic
field of the coil. The beam itself is suspended by a torsion spring, allowing a
small degree of rotation of the beam around the center of the torsion spring but
no translations.
The torque-motor beam is balanced between the restoring spring, the level-adjust
spring, and the torque from the torque-motor. With the system in steady state, the
pilot valve of the flapper nozzle system is centered and the servo is stationary.
By changing the current to the coil, the amount of torque on the armature
changes, and thus the torque on the torque-motor beam. This will change the gap
between the beam and the pilot valve, cause the pilot valve to follow the
movement of the beam, and allow oil to flow to or from the servo. The resultant
change in servo position causes the restoring lever to load or unload the restoring
spring, and thus restores the equilibrium of the torque-motor beam at the new
current level. The torque motor beam resumes its original position, and the gap
between the beam and the pilot valve will be restored to its original size with the
pilot valve centered.
Woodward 13
Direct and Reverse Acting

The same set of springs may be set for either a direct- or reverse-acting actuator.
The only difference is the level to which the level-adjust spring is set, and the
wires to the torque-motor which are reversed.
14 Woodward
Figure 3-2. PG-EG Schematic, without Mode Select Valve
Woodward 15
Figure 3-3. PG-EG Schematic, with Mode Select Valve, Controlling on PG
16 Woodward
Figure 3-4. PG-EG Schematic, with Mode Select Valve, Controlling on EG
Woodward 17
Figure 3-5. EG Actuator Schematic, No Ballhead Backup
18 Woodward
Chapter 4
Operation and Adjustments
Introduction
Because the PGA-EG and PGG-EG are each a combination of an electric
actuator and a ballhead governor, routine start-up adjustments can be more
complex than on other governors.
When installing or adjusting a PGA-EG/PGG-EG which has been taken off an

engine or has been repaired, make sure to understand if the governor is running
under control of the electronics or on the ballhead. Be sure of electronic control
when setting the dynamics of the electronic control system.
Centering Adjustment
The torque-motor/pilot valve relationship in the electric actuator is
calibrated at the factory and should not need readjustment unless the
torque motor, the pilot valve plunger, or the pilot valve bushing is replaced.
The adjustment is extremely sensitive and will change all other adjustments.
DO NOT TOUCH any of the calibration adjustments unless thoroughly

familiar with the electrical portions of the control. Complete calibration of
the actuator should not be attempted on the engine as overspeeding or other
dangers may occur during the calibration process.
It is absolutely vital that the armature/torque motor beam combination is

correctly centered between the magnets of the torque motor. If the tools to assist
this action are not available, do not attempt to do this.
If a torque motor has been disassembled, it may be necessary to re-magnetize the

magnets to ensure the torque motor will have enough power to allow all settings
to be made. Since measuring the amount of magnetism present is very difficult,
do not disassemble the magnet unless you are able to re-magnetize it afterwards.
! CAUTION
Use of the proper tools for the centering adjustment is essential to
proper control operation. These tools are available only in specially-
equipped workshops.
NOTE
DO NOT DISASSEMBLE any part of the torque motor outside a
Woodward plant.
Woodward 19
Figure 4-1. Torque Motor Exploded View
20 Woodward
Parts List for Figure 4-1

Ref. No. Part Name................................... Quantity
36637-1 internal retaining ring ................................1
36637-2 bi-metal washer ........................................1
36637-5 flat washer ................................................1
36637-6 regulator spring.........................................1
36637-7 regulator ...................................................1
36637-8 bushing .....................................................1
36637-9 actuator plunger........................................1
36637-10 grommet ...................................................1
36637-11 screw 6-32 x .750 .....................................2
36637-12 torque motor cover ...................................1
36637-13 armature stop ...........................................1
36637-14 torque motor magnet ................................1
36637-15 reduced nut...............................................2
36637-16 spring adjuster ..........................................1
36637-17 trim spring.................................................2
36637-18 armature ...................................................1
36637-19 torsion spring ............................................1
36637-20 flapper spacer...........................................1
36637-21 torque motor beam ...................................1
36637-22 not used
36637-23 not used
36637-24 not used
36637-25 not used
36637-26 screw 8-32 x .750 .....................................1
36637-27 control adjuster .........................................1
36637-28 torque motor house ..................................1
36637-29 screw 6-32 x 1.000 ...................................4
36637-30 washer ......................................................4
36637-31 buffer spring..............................................1
36637-32 primary feedback lever .............................1
36637-33 screw 10-32 x .375 ...................................1
36637-34 range adjustment strap.............................1
36637-35 screw 10-32 x 1.000 .................................1
36637-36 tailrod clamp .............................................1
36637-37 secondary feedback lever.........................1
36637-38 pivot pin ....................................................2
Woodward 21
Figure 4-2. Mode Select Block Exploded View
22 Woodward

36637-101 O-ring........................................................1
36637-102 O-ring........................................................2
36637-103 block- PG-200...........................................1
36637-104 screw- .250-20 x 1.50 ..............................4
36637-105 washer ......................................................4
36637-106 O-ring........................................................2
36637-107 O-ring........................................................1
36637-108 block- PG-58.............................................1
36637-109 screw- .312-18 x 2.50 ...............................4
36637-110 washer ......................................................4
36637-111 O-ring........................................................1
36637-112 O-ring........................................................2
36637-113 O-ring........................................................1
36637-114 pilot valve..................................................1
36637-115 spring........................................................1
36637-116 O-ring........................................................1
36637-117 plug ...........................................................1
36637-118 retaining ring .............................................1
36637-119 pressure switch.........................................1
36637-120 elbow ........................................................1
numbers 121 to 129 not used
36637-130 screw- .250-20 x 3.00 ...............................3
36637-131 washer ......................................................3
36637-132 plate- cover...............................................1
36637-133 O-ring........................................................1
36637-134 seal ...........................................................1
36637-135 plunger- driver ..........................................1
36637-136 connector..................................................1
36637-137 block- pneumatic mode select..................1
36637-138 decal-PGEG mode select .........................1
36637-150 screw- .250-20 x 1.75 ...............................3
36637-151 washer ......................................................3
36637-152 knob..........................................................1
36637-153 O-ring........................................................1
36637-154 block- manual mode select.......................1
36637-155 retaining ring .............................................1
36637-156 decal- manual mode select ......................1
36637-170 screw- .250-20x2.00 .................................3
36637-171 washer ......................................................3
36637-172 block- electric mode select .......................1
36637-173 valve 3 way-solenoid ................................1
36637-174 decal- electric mode select .......................1
Woodward 23
Adjustment of the Anti-rotation Device

On the PG-EG actuator with no ballhead, to prevent the feedback lever between
the tailrod and the actuator from becoming dislodged by vibration, an anti-
rotation device has been added. It consists of a steel plate mounted on the cover
of the torque motor which guides a pin protruding from the tailrod. Because of
the tolerance of the slot in which the pin moves up and down, and the thickness
of the plate, it is important that pin and plate are perpendicular to each other. To
adjust this, the mounting screws of the plate run through two slots, allowing the
plate to be positioned correctly.
If the guiding plate has been removed, assemble as follows.
1. Install the guiding plate and mount the screws by hand. Do not tighten the
screws but allow small adjustments.
2. First check visually if the plate is set perpendicular to the pin. Adjust this by
moving the plate in its slots until it is.
3. Now run the tailrod up and down. This will set the plate in the correct
position and ensure the slot and the tailrod are exactly parallel. Now tighten
the screws to a torque of 0.7-0.8 Nm (6-7 lb-in).
Mode Select Valve and Mode Indicating Switch
Mode Indicating Pressure Switch

To show the mode the governor is working in, a mode indicating pressure switch
is available.
Two switches are available:

one for use with 690896 kPa (100130 psi) pump pressure governors, with
a switch point of 586 kPa (85 psi);
one for use with 1379 kPa (200 psi) pump pressure governors, with a switch
point of 1276 kPa (185 psi).
The switch is mounted in one of two locations, depending on whether or not the
governor is equipped with a mode select valve.
No Mode Select Block

When the governor is not equipped with a mode select block, use the switch
mounting position available on the mode select block. For both 690 kPa/100 psi
and 1379 kPa/200 psi pump pressures, the resultant signals are:
pins A-C closed = pins A-B open = EG-mode;
pins A-B closed = pins A-C open = PG-mode.
24 Woodward
Mode Select Block

When the governor is equipped with a mode select block, use only the position
available on the mode select block. Do not use the switch mounting position on
the connecting block in this case. For both 690 kPa/100 psi and 1379 kPa/200 psi
pump pressures, the resultant signals are:
pins A-C closed = pins A-B open = EG-mode;
pins A-B closed = pins A-C open = PG-mode.
Mode Select Valve

A mode select valve allows the operator to choose and influence the mode the
governor is controlling in. This can be done by means of either a manual,
electrical, or pneumatic signal to the mode select valve.
The valve has two modes:

Mechanical Control (or PG mode): The oil from the accumulator is routed
through the mode select valve to the ballhead pilot valve/compensation
system and into the servo.
Electrical Control (or EG mode): The oil from the accumulator is routed
through the mode select valve to the actuator pilot valve, back to the mode
select valve, and through the ballhead pilot valve/compensation system into
the servo.
NOTE
In electrical mode, the actuator pilot valve and the ballhead pilot
valve are placed in series. In order for the governor to operate in this
mode, it is necessary to raise the mechanical speed setting over the
electrical speed setting, since this offset will open the ballhead pilot
valve and keep it out of the way. This speed difference should
amount to 5-10% of the maximum speed.
For more detail on the additional set-up conditions when used as a PGA-
EG/PGG-EG tracking ballhead with a Woodward control, please refer to
Woodward Application Note 50529, Matching PGA-EG Ballhead Speed to the
507 Speed Setting Signal.
! CAUTION
Under EG mode, the ballhead will still control if the PG speed setting
is lower than the EG.
The mode select valve consists of a pilot valve located in a block which is
mounted onto the side of the governor power case. Internal governor hydraulics
are routed through the block. When the pilot valve is driven against a return
spring, the valve will switch. When the driving force is removed, the spring
returns the pilot valve and the valve switches back. Two pilot valves are
available: a direct-acting one and a reverse-acting one.
Woodward 25
Five different methods are available to drive the mode select valve:
ManualTurning a knob clockwise directs pressure oil against the end of the
valve plunger and forces the plunger against the return spring to switch into PG
mode. Turning the manual knob counterclockwise connects the operating end of
the mode select valve plunger to drain, allowing the return spring to move the
plunger and switch to EG mode.
Direct ElectricalA 24 Vdc signal moves a solenoid valve to direct pressure

oil against the end of the direct-acting valve plunger and forces it against the
return spring to switch into PG mode. Removal of the electrical signal connects
the operating end of the valve plunger to drain, allowing the return spring to
move the plunger and switch to EG mode.
Reverse ElectricalA 24 Vdc signal moves a solenoid valve to direct pressure

oil against the end of the reverse-acting valve plunger and forces it against the
return spring to switch into EG mode. Loss or removal of the signal connects the
operating end of the valve plunger to drain, allowing the return spring to move
the plunger and switch to PG mode.
Direct PneumaticAir pressure drives a plunger which shuttles the direct-

acting mode select valve plunger against the return spring to switch into PG
mode. Removal or loss of air pressure will cause the return spring to move the
plunger back and switch to EG mode.
Reverse PneumaticAir pressure drives a plunger which shuttles the reverse-

acting mode select valve plunger against the return spring to switch into EG
mode. Removal or loss of air pressure will cause the return spring to move the
plunger back and switch to PG mode.
Maintenance
The mode select valve should require minimal or no maintenance. O-rings
should be replaced to eliminate possible oil leaks. The pneumatic, electric, or
manual actuator which sets the position of the pilot valve may be removed from
the housing for cleaning or repair.
! CAUTION
Do not attempt to disassemble any portion of the mode select valve
with the governor running. Pressure oil circulates in all parts of the
valve, and the governor will quit operating, and oil will be pumped
out of the governor should any part of the valve be loosened or
removed while the governor is running.
26 Woodward
Applications
The ballhead governor and the electric-input actuator operate continually, with
each having its own desired fuel-output position. PGA-EG hydraulics select the
lesser of the two fuel outputs for the actual fuel output.
Setting up for reverse-acting means that the electronics in the control are
programmed for reverse-acting; the actuator must be calibrated to accept this
reverse signal. Loss of electrical signal to the actuator causes the actuator to call
for increased fuel, moving the output to increase until the ballhead takes over
control (remember that for correct actuator use, the mechanical speed setting
must be raised by 5-10%). This means that the reverse-acting setup of control
and governor results in automatic switching from electrical control to ballhead
control should electronic failure occur, although at a higher speed.
When control and actuator are set up for direct-acting, loss of electronic signal to
the actuator means that the actuator goes to minimum fuel. Since the ballhead is
set to a speed 5-10% above the electronic maximum speed, it cannot take over
control.
Woodward 27
Figure 4-3. Assembly and Tubing Exploded View
28 Woodward

36637-201 O-ring........................................................3
36637-202 connector- elbow ......................................1
36637-203 connector- straight....................................2
36637-204 tubing .375 OD ......................................AR
36637-205 washer ......................................................2
36637-206 screw .250-28 x 2.50 ................................2
36637-207 filter...........................................................1
36637-208 manifold block...........................................1
36637-209 plug .125 NPTF ........................................2
36637-210 O-ring........................................................2
36637-211 gasket .......................................................1
36637-212 washer ......................................................1
36637-213 screw .250-28 x 1.25 ................................1
Woodward 29
30 Woodward
Chapter 5
Service Options
Product Service Options

The following are the factory options available for the service of Woodward
equipment under Woodwards standard Product and Service Warranty (25222),
in effect at the time the product is sold from Woodward or the service is
performed:
Replacement/Exchange (24-hour service)
Flat Rate Repair

Consult the troubleshooting guide in the manual.
Contact Woodward technical assistance (see How to Contact Woodward
later in this chapter) and discuss your problem. In most cases, your problem
can be resolved over the phone. If not, you can select which course of action
you wish to pursue based on the available services listed in this section.
Replacement/Exchange
Replacement/Exchange is a premium program designed for the user who is in
need of immediate service. It allows you to request and receive a like-new
providing a suitable unit is available at the time of the request, thereby
minimizing costly downtime. This is also a Flat Rate structured program and
includes the full standard Woodward product warranty, pursuant to Woodwards
Product and Service Warranty (25222).
This option allows you to call in advance of a scheduled outage or an unexpected

outage and request a replacement control unit. If the unit is available at the time
of the call, it can usually be shipped out within 24 hours. You replace your field
control unit with the like-new replacement and return the field unit to the
Woodward facility as explained later in this chapter.
shipping expenses. You are invoiced the flat rate replacement/exchange charge
plus a core charge at the time the replacement unit is shipped. If the core (field
unit) is returned to Woodward within 60 days, Woodward will issue a credit for
the core charge. [The core charge is the average difference between the flat rate
replacement/exchange charge and the current list price of a new unit.]
Woodward 31
authorization label is included with every Replacement/Exchange unit that
leaves Woodward. The core should be repackaged and the return authorization
label affixed to the outside of the package. Without the authorization label,
receipt of the returned core could be delayed and cause additional charges to be
applied.
Flat Rate Repair

Flat Rate Repair is available for the majority of standard products in the field.
This program offers you repair service for your products with the advantage of
knowing in advance what the cost will be. All repair work carries the standard
Woodward service warranty, pursuant to Woodwards Product and Service
Warranty (25222) on replaced parts and labor.

Flat Rate Remanufacture is very similar to the Flat Rate Repair option with the
exception that the unit will be returned to you in like new condition and carry
with it the full standard Woodward product warranty, pursuant to Woodwards
Product and Service Warranty (25222). This option is applicable to mechanical
products only.
Returning Equipment for Repair

If a control (or any part of an electronic control) is to be returned to Woodward
for repair, please contact Woodward in advance to obtain a Return Authorization
Number. When shipping the item(s), attach a tag with the following information:
complete Woodward part number(s) and serial number(s);
! CAUTION
handling, read and observe the precautions in Woodward manual
82715, Guide for Handling and Protection of Electronic Controls,
Printed Circuit Boards, and Modules.
32 Woodward
Packing a Control
Use the following materials when returning a complete control:
protective caps on any connectors;
material;
Return Authorization Number

When returning equipment to Woodward, please telephone and ask for the
Customer Service Department [(1)(800) 835-5182 in North America or
(1)(970) 498-5811]. They will help expedite the processing of your order
through our distributors or local service facility. To expedite the repair process,
contact Woodward in advance to obtain a Return Authorization Number, and
arrange for issue of a purchase order for the item(s) to be repaired. No work can
be started until a purchase order is received.
NOTE
We highly recommend you make arrangement in advance for return
shipments. Contact a Woodward customer service representative at
(1)(800) 835-5182 in North America or (1)(970) 498-5811 for
instructions and for a Return Authorization Number.
Replacement Parts
When ordering replacement parts for controls, include the following
information:
How to Contact Woodward

In North America use the following address when shipping or corresponding:
PO Box 1519
1000 East Drake Rd
TELEPHONE: (1)(970) 498-511 (24 hours a day)

TOLL-FREE PHONE (in North America): (1)(800) 835-5182
FAX: (1)(970) 498-3058
Woodward 33
Woodward facilities to obtain the address and phone number of the facility
nearest your location where you will be able to get information and service.

Australia (61)(2) 9758 2322
Brazil (55)(19) 708 4800
England (44)(118) 975 2727
India (91)(129) 230419
Japan (81)(476) 93-4661
The Netherlands (31)(23) 56 61111
Singapore (65) 270-0081
You can also contact the Woodward Customer Service Department or consult
our worldwide directory on Woodwards Internet website for the name of your
nearest Woodward distributor or service facility:
[Woodwards website address is http://www.woodward.com]
Additional Aftermarket Product Support Services

Woodward Aftermarket Services offers the following after-sale support for all
Woodward products:
Customer Training
Field Service
Customer Training is offered at our facility in Loveland, Colorado, or at your

site. This training, conducted by experienced trainers, will assure that customer
personnel will be able to maintain system reliability and availability. For
information concerning training available, call the number above and ask for
customer training.

support for changes or enhancements after the commissioning of your system.
For technical engineering assistance, call the number above and ask for technical
assistance.
34 Woodward
Specialized Services can be tailored to your specific needs. These services can
be based on a particular aspect of a single service or a combination of services
and are covered under one low-cost service contract. A contract may be for
regularly scheduled training courses or possibly to have a field engineer visit
your site at pre-determined intervals to provide a system analysis, verify proper
operation, and make recommendations for maintenance improvements,
structured to allow ultimate flexibility, thereby allowing you to plan and budget
more accurately. For more details, contact the Woodward sales representative, or
call the number above and ask for sales support to discuss specific needs.
Woodward 35
If you need to telephone for technical assistance, you will need to provide the following information.
Please write it down here before phoning:
General
Your Name
Site Location
Phone Number
Fax Number
Prime Mover Information

Engine/Turbine Model Number
Manufacturer
Number of Cylinders (if applicable)
Type of Fuel (gas, gaseous, steam, etc)
Rating
Application
Governor Information
Please list all Woodward governors, actuators, and electronic controls in your system:
Serial Number
Serial Number
Serial Number
If you have an electronic or programmable control, please have the adjustment setting positions or
the menu settings written down and with you at the time of the call.
36 Woodward
Attention: Technical Publications
PO Box 1519
Please include the manual number from the front cover of this publication.
Industrial Controls
Woodward Governor Company, PO Box 1519 (1000 East Drake Road), Fort Collins CO 80522-1519, USA
Phone (1)(970) 482-5811 Fax (1)(970) 498-3058
Global Services
Woodward Governor Company, PO Box 3800 (3800 North Wilson Avenue), Loveland CO 80539-3800, USA
Phone (1)(970) 663-3900 Fax (1)(970) 962-7050
E-mail and World Wide Web Home Page http://www.woodward.com
Registered Firm
ISO 9001:1994/Q9001-1994
Certificate QSR-36
Woodward has company-owned plants, subsidiaries, and branches,

as well as authorized distributors and other authorized service and sales faciities throughout the world.
99/9/F
11.5 Booster Servo Motor Manual 36684
Woodward 11-9
11-10 Woodward
36684L
Booster
Servomotor
Single-Cylinder (8901-037, -043, -051)

Tandem (8901-065, -067)
Two-Stage (8901-091, -103)
Installation and Operation Manual
WOODWARD GOVERNOR COMPANY
Manual 36684L
WARNING
Read this entire manual and all other publications pertaining to the
work to be performed before installing, operating, or servicing this
equipment. Practice all plant and safety instructions and
precautions. Failure to follow instructions can cause personal injury
and/or property damage.
The engine, turbine, or other type of prime mover should be

equipped with an overspeed (overtemperature, or overpressure,
where applicable) shutdown device(s), that operates totally
independently of the prime mover control device(s) to protect against
runaway or damage to the engine, turbine, or other type of prime
mover with possible personal injury or loss of life should the
mechanical-hydraulic governor(s) or electric control(s), the
actuator(s), fuel control(s), the driving mechanism(s), the linkage(s),
or the controlled device(s) fail.
Woodward Governor Company reserves the right to update any portion of this publication at any time.
Information provided by Woodward Governor Company is believed to be correct and reliable. However, no
responsibility is assumed by Woodward Governor Company unless otherwise expressly undertaken.
1974, 1998 by Woodward Governor Company
All Rights Reserved
Manual 36684 Booster Servomotor
TABLE OF CONTENTS
Chapter 1. GENERAL INFORMATION...................................................................................................... 1

INTRODUCTION.......................................................................................................................................... 1
DESCRIPTION............................................................................................................................................. 1
TYPES OF BOOSTERS .............................................................................................................................. 1
Single-Cylinder Booster ......................................................................................................................... 2
Tandem Booster .................................................................................................................................... 2
Two-Stage Booster ................................................................................................................................ 2
Chapter 2. INSTALLING AND ADJUSTING A BOOSTER SERVOMOTOR ............................................ 7

GENERAL RULES ....................................................................................................................................... 7
Location ................................................................................................................................................. 7
Oil Lines................................................................................................................................................. 7
Oil Leakage ........................................................................................................................................... 7
Starting-Air Valve................................................................................................................................... 7
INSTALLING AND ADJUSTING A SINGLE CYLINDER BOOSTER........................................................... 7
INSTALLING AND ADJUSTING A TANDEM BOOSTER ............................................................................ 8
INSTALLING AND ADJUSTING A TWO-STAGE BOOSTER ................................................................... 10
Chapter 3. PRINCIPLES OF OPERATION.............................................................................................. 17

HOW SINGLE-CYLINDER AND TANDEM BOOSTERS OPERATE......................................................... 17
First Phase of Operation...................................................................................................................... 17
Second Phase of Operation ................................................................................................................ 17
HOW A TWO-STAGE BOOSTER OPERATES ......................................................................................... 18
First Phase of Operation...................................................................................................................... 18
Second Phase of Operation ................................................................................................................ 18
Third Phase of Operation .................................................................................................................... 18
Chapter 4. REPLACEMENT PARTS ....................................................................................................... 19

ORDERING REPLACEMENT PARTS....................................................................................................... 19
PARTS LIST FOR FIGURE 4-1 ................................................................................................................. 19
Chapter 5. SERVICE OPTIONS............................................................................................................... 25

PRODUCT SERVICE OPTIONS ............................................................................................................... 25
Replacement/Exchange ...................................................................................................................... 25
Flat Rate Repair .................................................................................................................................. 26
Flat Rate Remanufacture .................................................................................................................... 26
RETURNING EQUIPMENT FOR REPAIR ................................................................................................ 26
Packing a Control ................................................................................................................................ 26
Additional Instructions ......................................................................................................................... 27
REPLACEMENT PARTS INFORMATION ................................................................................................. 27
HOW TO CONTACT WOODWARD .......................................................................................................... 27
OTHER SERVICE FACILITIES.................................................................................................................. 27
ADDITIONAL AFTERMARKET PRODUCT SUPPORT SERVICES ......................................................... 28
Woodward Governor Company i

Booster Servomotor Manual 36684
SYSTEM TROUBLE-SHOOTING GUIDE.................................................................................................. 29

Actuators ............................................................................................................................................. 29
Linkage ................................................................................................................................................ 29
Valves.................................................................................................................................................. 29
Oil/Hydraulic System ........................................................................................................................... 30
Fuel Injection Pumps ........................................................................................................................... 30
Fuel/Steam Conditions ........................................................................................................................ 30
Control, Alarm, And Fault Indications .................................................................................................. 30
Input Signals........................................................................................................................................ 30
Output Signals ..................................................................................................................................... 31
Transducers......................................................................................................................................... 31
Magnetic Pickups And Other Speed Sensing Devices ........................................................................ 31
Input Voltage/Power Supplies ................................................................................................... .......... 31
Electrical Connections ......................................................................................................................... 32
Voltage Regulator ................................................................................................................................ 32
External Devices.................................................................................................................................. 32
TECHNICAL ASSISTANCE ....................................................................................................................... 33
General................................................................................................................................................ 33
Prime Mover Information ..................................................................................................................... 33
Governor Information........................................................................................................................... 33
LIST OF FIGURES
1-1. Schematic of Single Booster Connections to PG-Type of Governor............................................... 3

1-2. Schematic of Tandem Booster Connections to PG-Type of Governor ........................................... 3
1-3. Outline Drawing of Single Booster .................................................................................................. 4
1-4. Outline Drawing of Tandem Booster ............................................................................................... 5
1-5. Outline Drawing of Two-Stage Booster........................................................................................... 6
2-1. Governors Used with Single-Cylinder Boosters ............................................................................ 12
2-2. Governors Used with Single-Cylinder Boosters ............................................................................ 13
2-3. Governors Used with Tandem Boosters ....................................................................................... 14
2-4. Governors Used with Two-Stage Boosters ................................................................................... 15
3-1. Single Booster, Phase 1................................................................................................................ 17
3-2. Single Booster, Phase 2................................................................................................................ 17
3-3. Two-Stage Booster, Phase 1 ........................................................................................................ 18
4-1. Exploded View of Single Boosters ................................................................................................ 20
4-2. Exploded View of Tandem Boosters ............................................................................................. 22
4-3. Exploded View of Two-Stage Boosters......................................................................................... 24
ii Woodward Governor Company

CHAPTER 1
GENERAL INFORMATION
INTRODUCTION This manual covers the three types of Woodward booster servomotor:
Low-volume, single-cylinder booster
Medium-volume, double-cylinder (tandem) booster
High-volume, two-stage booster
DESCRIPTION A booster servomotor supplies pressurized oil to mechanical-hydraulic governors

and electro-hydraulic actuators at the instant starting air reaches the engine. This
instant oil pressure eliminates the time required for the rotary gear pump in the
governor to build up enough oil pressure to move the linkage. This produces a
faster start, which conserves starting air, and in vessels with direct reversible
engines, improves maneuverability.
When the booster is inactive, a piston is held at one end of a cylinder by a spring.
The cylinder is full of oil supplied from a line from the governor's sump.
Compressed air applied to the side of the piston opposite this oil forces the piston
against the oil, which flows through ports at the other end of the cylinder to the
governor.
When air is removed from the piston, the spring returns the piston to its rest
position. Reduced pressure in the cylinder causes oil to flow into it from the sump.
Check valves at all oil ports allow oil to flow in only one direction. This prevents
oil in the booster from flowing back to the governor's sump when the booster
operates, and prevents oil in the booster outlet lines from flowing back into the
booster when it is inactive.
TYPES OF Boosters are available with different air-to-oil pressure ratios, making them
BOOSTERS suitable for both high and low air pressure applications:
Model Type Pressure Ratio
(Oil Out to Air In)
8901-037, -043 single-cylinder 1:1
8901-051 single-cylinder 2:1
8901-065 tandem 1:1
8901-067 tandem 2:1
8901-091 two-stage 2:1
8901-103 two-stage 3:1
Single-cylinder boosters supply enough oil for governors with small and medium
work outputs, such as UG-8/-40, EGB-10/-13, 3161, and PG governors with
outputs of 16 and 23 J (12 and 17 ft-lbs).
Woodward Governor Company 1

Tandem boosters, with larger volumes of oil and three oil outlets, are appropriate
for PG-29/-58, EG-29/-58, and PG-TM 58 governors (39/79 J; 29/58 ft-lb).
Two-stage, high-volume boosters meet the boost oil requirements for PG, EGB,
and PG-TM governors with 271, 407, and 678 J (200, 300, and 500 ft-lb) power
cases.
Single-Cylinder (Figures 1-1 and 1-3)

Booster
Single-cylinder boosters have two oil outlets: one is unrestricted, and one has a
built-in orifice-type restriction. Outlet #1 (unrestricted) is connected directly to
the governor's oil pressure system. Outlet #2 (restricted) can be used to pressurize
the speed setting servo, which compresses the speeder spring of PGA, PGPL, and
PGG governors equipped with any shutdown feature.
A single-cylinder booster has two air inlets, one restricted and one unrestricted.
Using the restricted air inlet results in slower movement of the fuel rack.
Tandem Booster (Figures 1-2 and 1-4)
Tandem boosters have two cylinders and three oil outlets. Outlet #1 is
unrestricted. The other two outlets are restricted by an adjustable needle valve.
Oil outlet #1 is connected to the governor's accumulator. Outlet #2 is connected to

the speed setting servo (of PGA, PGPL, and PGG governors equipped with any
shutdown feature). Outlet #3 is connected to a point directly under the power
piston.
If outlet #2 is used, its needle valve determines the rate at which the speeder
spring is compressed. The needle valve in outlet #3 controls the rate at which the
power piston moves.
Two-Stage (Figures 1-5, 2-4, and 3-3)

Booster
Two-stage boosters have three oil outlets, but a two-stage feature allows oil to
flow through outlet #2 before it flows through the other two outlets.
In most applications, outlet #1 supplies oil to the power piston in the governor.
Outlet #2 supplies oil to the speed setting servo (of PGA, PGPL, and PGG
governors equipped with any shutdown feature). Outlet #3 supplies oil to the relay
piston.
2 Woodward Governor Company

Figure 1-1. Schematic of Single Booster Connections to PG-Type of Governor
Figure 1-2. Schematic of Tandem Booster Connections to PG-Type of Governor

Figure 1-3. Outline Drawing of Single Booster

Figure 1-4. Outline Drawing of Tandem Booster

Figure 1-5. Outline Drawing of Two-Stage Booster

CHAPTER 2
INSTALLING AND ADJUSTING A BOOSTER SERVOMOTOR
GENERAL Observe the following rules when you install a Woodward booster servomotor.
RULES
Location Install the booster servomotor at a lower level than the governor to prevent air
from being trapped in the booster and oil lines.
Oil Lines Oil lines must slope up from the booster to the governor with a minimum of loops
and bends.
Oil Leakage It is not unusual for small oil particles (from assembly oil) to come out of the vent
hole at initial use of the booster and after several starts in a row, due to oil
particles in the bleed air.
Starting-Air Valve A starting-air valve (supplied by the customer) must be installed in the air line to
the booster. This valve must admit compressed air to the booster at the same time
that starting air is supplied to the engine, and it must vent the air cylinder of the
booster to atmosphere when starting air is removed from the engine. Air pressure
at the booster air inlet must not exceed 3500 kPa (500 psi).
CAUTION
Purge air from the booster's oil chamber, the tubing, and the
governor before starting the engine, by cycling the booster piston
with start-air or air from a separate source. Failure to purge air
completely may result in sluggish governor response.
INSTALLING AND Models 8901-037, -043, and -051 (Figures 1-3, 2-1, and 2-2)
ADJUSTING A
SINGLE Refer to the general rules at the beginning of this section.
CYLINDER
BOOSTER Figures 2-1 and 2-2 show locations of inlet and outlet ports on Woodward
governors with which a single-cylinder booster can be used. Figure 1-3 shows
locations of ports and the stroke limit screw on a single-cylinder booster.
Install 10 mm (3/8 inch) steel tubing from the sump of the governor to the oil inlet
on the booster.
Install 6 mm (1/4 inch) steel tubing from oil outlet #1 on the booster to the power
piston (the inlet marked "OIL FROM BOOSTER OUTLET-1") of the governor.

If the governor is a PGA, PGPL, or PGG equipped with any shutdown feature,
install 6 mm (1/4 inch) steel tubing from oil outlet #2 on the booster to the speed
setting servo (the inlet marked "OIL FROM BOOSTER OUTLET-2) of the
governor. Otherwise, plug outlet #2 (this plus is delivered with the booster).
Connect a line containing an air-starting valve from the starting-air supply to the
appropriate air inlet on the booster. Use the inlet with the built-in orifice if you
want to move the fuel racks at a slower rate. The other air inlet needs to be
plugged.
Fill the governor with oil to the proper level (refer to the installation manual for
the governor).
When all air and oil connections are secure, purge air from the booster and oil
lines by cycling air to the booster from a remote source without cranking the
engine. Add oil to the governor as needed.
When there is no more air in the booster and oil lines, set the initial opening of the
fuel racks by adjusting the stroke of the booster piston. Turn the stroke limit screw
counterclockwise to increase starting fuel, and clockwise to decrease it. This
screw limits the intake stroke of the booster and the volume of oil supplied to the
governor in one stroke of the booster servomotor.
INSTALLING AND Models 8901-065 and 8901-067 (Figures 1-4 and 2-3)
ADJUSTING A
TANDEM
BOOSTER
NOTE
On PGA governors, decals indicating where to connect lines from the
booster do NOT apply to tandem boosters. Refer to Figure 2-3 when
connecting a tandem booster to a PGA governor.
Refer to the general rules at the beginning of this section.
Figure 2-3 shows locations of outlet and inlet ports on governors with which a
tandem booster can be used. Figure 1-4 shows locations of stroke limit screws and
ports on a tandem booster.
Connect 10 mm (3/8 inch) steel tubing from the sump of the governor to the oil
inlet on the booster; and from oil outlet #1 of the booster to the accumulator of the
governor.
On PGA, PGPL, and PGG governors equipped with any shutdown feature,
connect 6 mm (1/4 inch) steel tubing from oil outlet #2 on the booster to the speed
setting servo of the governor.

On PGA, PGPL, and PGG governors, connect 6 mm (1/4 inch) steel tubing from
oil outlet #3 on the booster to the power piston of the governor.
Connect a line with an air-starting valve from the starting-air supply to the air inlet
on the booster.
Plug the unused oil outlet and air inlet (these plugs are delivered with the booster).
Fill the governor with oil to the correct level (refer to the installation manual for
the governor).
When all oil and air connections are secure, purge air from the booster and oil
lines by cycling air to the booster from a remote source without cranking the
engine. Add more oil to the governor as needed.
When there is no more air in the booster and oil lines, limit the volume of oil
going to the governor by adjusting the two stroke limit screws. The positions of
these screws determine the maximum volume of oil supplied by the booster. This,
in turn, determines the maximum travel of the fuel racks. Turn the screws
clockwise to reduce the travel of the racks, and counterclockwise to increase the
travel.
Adjust the needle valves in oil outlets #2 and #3. If outlet #2 is used, its needle
valve controls the rate of oil flow to the speeder spring servo, which determines
how fast the speeder spring servo moves. The needle valve in outlet #3 controls
the rate at which the power piston moves. Turn the needle valve clockwise to
restrict oil flow, and counterclockwise to increase flow.
NOTE
Outlets #2 and #3 are connected to separate cylinders. Outlet #1 is
connected to both cylinders, with check valves preventing flow
between the cylinders. Unequal amounts of oil will flow through the
two outlets if the stroke limit screws are adjusted unequally. It is
usually best to adjust both of these screws the same distance, and
regulate the rate of oil flow through outlets #2 and #3 with their
respective needle valves.

INSTALLING AND Models 8901-091 and 8901-103 (Figures 1-5 and 2-4)
ADJUSTING A
TWO-STAGE
BOOSTER
NOTE
On PGA, PGPL, and PGG governors, decals indicating where to
connect lines from the booster do NOT apply to two-stage boosters.
Refer to Figure 2-4 when connecting a two-stage booster to a PGA,
PGPL, or PGG governor.
Refer to the general rules at the beginning of this section.
Connect 12 mm (1/2 inch) steel tubing from the sump of the governor to the oil
inlet port on the booster, and from oil outlet #1 on the booster to the power piston
of the governor.
On PGA, PGPL, and PGG governors equipped with any shutdown feature,
connect 8 mm (5/16 inch) steel tubing from oil outlet #2 on the booster to the
speed setting servo of the governor.
Connect 8 mm (5/16 inch) steel tubing from oil outlet #3 on the booster to the
relay piston of the governor.
NOTE
If you have an EGB-200, -300, or -500 actuator, leave oil outlet #3 of
the booster plugged and loosen the plug in outlet #2. Turn the shuttle
piston adjusting screw fully clockwise, thereby opening up the
passage to outlet #1 (otherwise, the booster servomotor remains
inactive). Tighten the plug in outlet #2.
Connect a line with an air-starting valve from the starting-air supply to the air inlet
on the booster.
Fill the governor with oil to the correct level (refer to the installation manual of
the governor).
When all air and oil connections are secure, purge air from the booster and oil
lines by cycling air from a remote source to the booster without cranking the
engine. Add oil to the governor as needed.
When there is no more air in the booster and oil lines, regulate the volume of oil
going to the governor by adjusting the stroke limit screw. If you are not using an
EGB-200, -300, or -500 actuator, adjust the shuttle piston adjusting screw and the
needle valve in oil outlet #3.

Remember that:
The stroke limit screw limits the volume of oil going to the governor
through oil outlets #1 and #3. This controls the maximum amount of fuel
output during a booster-assisted start.
If you use outlet #2, the shuttle piston adjusting screw limits the volume
of oil going to the speed setting servo through oil outlet #2.
The needle valve limits the rate of flow of oil through oil outlet #3; this
controls the rate at which the output shaft of the governor moves. The
needle valve setting also limits the stroke of the power piston in the
governor.
Turn the stroke limit screw clockwise to reduce the volume of oil to the governor
and fuel to the engine, and counterclockwise to increase volume.
Turn the needle valve clockwise to reduce the rate and volume of oil flow, and
counterclockwise to increase the rate and volume.

Figure 2-1. Governors Used with Single-Cylinder Boosters

Figure 2-2. Governors Used with Single-Cylinder Boosters

Figure 2-3. Governors Used with Tandem Boosters

Figure 2-4. Governors Used with Two-Stage Boosters


CHAPTER 3
PRINCIPLES OF OPERATION
HOW SINGLE-CYLINDER AND TANDEM BOOSTERS OPERATE
First Phase of Operation
Refer to Figure 3-1 (Figure 3-1 represents a single-

cylinder booster; a tandem booster has two pistons and
three oil outlets, but its principle of operation is the
same).
When compressed air enters the booster, the piston(s)

moves up, forcing oil through the outlets to the
governor's pressurized oil system. The governor's
power piston moves to increase fuel.
A check valve in the oil inlet prevents oil from flowing

from the booster back to the sump in the governor.
Figure 3-1. Single Booster, Phase 1
Second Phase of Operation
Refer to Figure 3-2 (Figure 3-2 represents a single

cylinder booster; a tandem booster has two pistons and
three oil outlets, but its principle of operation is the
same).
When starting air is removed, the booster is vented to

atmosphere through the starting-air valve (customer
supplied) in the booster's air line. Spring force returns
the booster's piston(s) to the original position. Oil stops
flowing out of the booster. Reduced pressure in the
booster causes sump oil to flow back into the booster.
The booster is ready to start again.
Check valves in the oil outlets prevent oil from flowing

back through the oil outlets into the booster.
Figure 3-2. Single Booster, Phase 2

HOW A TWO-STAGE BOOSTER OPERATES
First Phase of Operation
When compressed air enters the booster, the main

piston moves to the right, forcing oil to the shuttle
piston cavity and moving the shuttle piston up. The
shuttle piston forces oil through oil outlet #2 and blocks
oil outlets #1 and #3.
The shuttle piston adjusting screw limits the stroke of

the shuttle piston, which limits the amount of oil
supplied through oil outlet #2.
Figure 3-3. Two-Stage Booster, Phase 1
Second Phase of Operation
When the shuttle piston reaches the end of its stroke, it uncovers the passages to
outlets #1 and #3, and oil flow through outlet #2 ceases. Oil remaining in the
booster flows through outlets #1 and #3 to the relay and power pistons in the
governor, moving them to increase fuel.
The needle valve in outlet #3 limits the amount of oil

that goes through this outlet and its rate of flow. This, in
turn, limits the stroke of the power piston in the
governor and the rate at which fuel is supplied to the
engine.
The stroke limit screw limits the stroke of the main

booster piston, which limits the total amount of oil
supplied to the governor by the booster.
Check valves prevent oil from flowing from the booster

into the governor's sump.
Third Phase of Operation
The air side of the main piston is vented to atmosphere

through the starting-air valve. Spring forces return the
main booster piston and shuttle piston to their original
positions. Reduced pressure in the booster causes sump
oil to flow back into the booster.
Check valves prevent oil from flowing into the booster

from the oil outlet lines.

CHAPTER 4
REPLACEMENT PARTS
ORDERING When ordering replacement parts, include the following information:

REPLACEMENT
1. The booster servomotor part number shown on the nameplate.
PARTS
2. The manual number printed on the cover of the manual (this is Manual
36684).
3. The part reference number in the parts list, and the description of the part or
part name.
Figures 4-1, 4-2, and 4-3 and their associated parts lists illustrate and name all the
replaceable parts of the various booster servomotors. The numbers assigned are
used as reference numbers and are not specific Woodward part numbers.
Woodward will determine the exact part number for your particular booster.
PARTS LIST FOR Part No. Name No. Req'd

FIGURE 4-1 36684-6 0-ring 1
36684-7 Glide Ring 1
36684-15 5/16"-24 Nut 4
36684-16 0-ring 1 or2
36684-23 Glide Ring 1 or 2
36684-24 0-ring 1 or 2
36684-25 Check Valve Assembly 3
36684-31 Cylinder Head 1
36684-32 Booster Spring 1
36684-33 Accumulator Cylinder 1
36684-34 Piston 1
36684-35 End Cap 1
36684-36 5/16"-24 Screw 4
36684-37 Flat Washer 8
36684-38 5/16" Shakeproof Washer 4
36684-39 1/4" Thread Seal 1
36684-41 1/4"-28 Nut 1
36684-42 1/4''-28 Stroke Limit Screw 1
36684-44 Cylinder Head 1
36684-45 0-ring 1
36684-46 Reducing Bushing 1
36684-49 Piston 1

Figure 4-1. Exploded View of Single Boosters


FIGURE 4-2 36684- 6 0-ring 2
36684- 7 Glide Ring 2
36684-15 5/16"-24 Nut 6
36684-18 1/8"-27 Steel Plug 4
36684-23 Glide Ring 2 or 4
36684-24 0-ring 2 or 4
36684-25 Check Valve Assembly 6
36684-34 Piston 2
36684-36 5/16"-24 Screw 6
36684-38 5/16" Shakeproof Washer 6
36684-39 1 /4" Threadseal 2
36684-41 1/4"-28 Nut 2
36684-49 Piston 2
36684-52 Needle Valve 2
36684-53 0-ring 2
36684-55 1 /4"-28 Stroke Limit Screw 2
36684-56 End Cap 1
36684-58 Gasket 4
36684-59 Servo Head 1

Figure 4-2. Exploded View of Tandem Boosters


FIGURE 4-3 36684-25 Check Valve Assembly 4
36684-63 Booster Servo Piston 1
36684-64 Seal 1
36684-65 Block Vee Seal 2
36684-66 Backup Ring 1
36684-67 Seal Retainer 1
36684-68 .500 Springlock Washer 9
36684-69 .500-13 Cap Screw 1
36684-70 2:1 Ratio Spring 1
36684-72 Booster Servo Sleeve 1
36684-73 Booster Servo End Cap 1
36684-74 4.234 ID O-ring 1
36684-75 .500 Thread Seal 1
36684-76 .500 Flat Washer 1
36684-77 .500-13 Hex Nut 1
36684-78 .500-13 Stroke Limit Screw 1
36684-79 3.484 ID O-ring 1
36684-80 Servo Head Assembly 1
36684-81 Steel Ball 1
36684-82 Ball Check Spring 1
36684-83 Int. Retaining Ring 1
36684-84 Oil Failure Piston 1
36684-85 Spring 1
36684-86 .864 ID O-ring 1
36684-87 Booster Servo Plug 1
36684-88 Int. Retaining Ring 1
26684-89 Needle Valve 1
36684-90 .301 IDO-ring 1
36684-91 Stop Screw 1
36684-92 .312 UNF Steel Plug 1
36684-93 .562 UNF Steel Plug 1
36684-94 .486 IDO-ring 3
36684-95 Breather Filter Cap 1
36684-96 .239 ID O-ring 2
36684-97 Threaded Rod 4
36684-98 .500-20 Hex Nut 8
36684-101 7/16 UNF Plastic Plug 1
36684-104 .351 ID O-ring 1
36684-105 .438 UNF Steel Plug 1

Figure 4-3. Exploded View of Two-Stage Boosters

CHAPTER 5
SERVICE OPTIONS
PRODUCT The following are the factory options available for the service of Woodward
SERVICE equipment:
OPTIONS
Replacement/Exchange (3-year warranty) (24-hour service)
Flat Rate Repair (6-month warranty)
Flat Rate Remanufacture (3-year warranty)

Consult the system troubleshooting guide in this section.
Contact Woodward technical assistance (see HOW TO CONTACT
WOODWARD later in this chapter) and discuss your problem. In most
cases, your problem can be resolved over the phone. If not, you can select
which course of action you wish to pursue based on the available services
listed in this section.
Replacement/ Replacement/Exchange is a premium program designed for the user who is in

Exchange need of immediate service. It allows the user to request and receive a like-new
providing a suitable unit is available at the time of the request, thereby minimizing
costly downtime. This is also a Flat Rate structured program and includes the full
3-year warranty.
This option allows customers to call in advance of a scheduled outage or an

unexpected outage and request a replacement control unit. If the unit is available
at the time of the call, it can usually be shipped out within 24 hours. The customer
replaces his field control unit with the like-new replacement and returns the field
unit to the Woodward facility as explained later in this chapter.
shipping expenses. The customer is invoiced the flat rate charge at the time the
replacement unit is shipped and must return the field unit to Woodward within 30
days. If the unit is not received within that time frame, the customer is invoiced
the difference between the flat rate replacement/exchange charge and the current
list price of a new unit.

authorization label is included with every Replacement/Exchange unit that leaves
Woodward. The core should be repackaged and the return authorization label
affixed to the outside of the package. Without the authorization label, receipt of
the returned core could be delayed and cause additional charges to be applied.

Flat Rate Repair Flat Rate Repair is available for the majority of standard products in the field.
This program offers the user repair service for their products with the advantage
of knowing in advance what the cost will be. All repair work carries a 180-day
warranty on replaced parts and labor.
Flat Rate Flat Rate Remanufacture is very similar to the Flat Rate Repair option with the
Remanufacture exception that the unit will be returned to the user in like new condition and
carry with it a full 3-year warranty. This option is applicable to mechanical
products only.
RETURNING If any part of the electronic control is to be returned to Woodward Governor

EQUIPMENT FOR Company for repair, attach a tag to the part with the following information:
REPAIR
complete Woodward Governor Company part number(s) and serial
number(s);
WARNING
Explosion HazardDo not connect or disconnect while circuit is live,
unless area is known to be non-hazardous.
Explosion HazardSubstitution of components may impair
suitability for Class I, Division 2.
CAUTION
handling, read and observe the precautions in Woodward Governor
Company Manual 82715, Guide for Handling and Protection of
Electronic Controls, Printed Circuit Boards, and Modules.
Packing a Control Use the following materials when returning a complete control:
protective caps on all connectors;
material;

Additional When returning equipment to Woodward, please telephone and ask for the
Instructions Customer Service Department [(800) 8355182 or (970) 6633900]. They will
help expedite the processing of your order through our distributors or local service
facility. Factory repairs will be greatly expedited if a purchase order has been
issued for the item(s) to be repaired. Make arrangements in advance if possible.
REPLACEMENT When ordering replacement parts for electronic controls, include the following
PARTS information:
INFORMATION
HOW TO In North America use the following address when shipping or corresponding:
CONTACT Woodward Governor Company
WOODWARD Industrial Controls Group
PO Box 3800
3800 North Wilson Ave
Loveland CO 80539-3800 USA
TELEPHONE: (970) 663-3900 (24 hours a day)

TOLL-FREE PHONE (in North America): (800) 835-5182
FAX: (970) 962-7050
Woodward Governor Company facilities to obtain the address and phone number
of the facility nearest your location where you will be able to receive information
and service.
Australia 61 2 9758 2322
Brazil 55 19 242 4788
England 44 118 9752727
India 0091 129 232840/41
Japan 81 476 93 4661
The Netherlands 31 2356 61111
Singapore 65 270 0081
There is also information and e-mail addresses on Woodwards Internet (World

Wide Web) home page:
http://www.woodward.com
OTHER SERVICE Contact Woodward Governor Company, Customer Service Department, for the
FACILITIES name of your nearest Woodward distributor or service facility.

ADDITIONAL Woodward Aftermarket Services offers the following after-sale support for all
AFTERMARKET Woodward products:
PRODUCT
Customer Training
SUPPORT
SERVICES Technical Assistance
Field Service
Customer Training is offered either at our facilities in Loveland and Fort Collins,
Colorado, or at the customers site. This training, conducted by experienced
trainers, will assure that customer personnel will be able to maintain system
reliability and availability. For information concerning training available, call the
number above and ask for customer training.

support for changes or enhancements after the commissioning of your system. For
technical engineering assistance, call the number above and ask for technical
assistance.
Specialized Services can be tailored to the specific needs of the customer. These
services can be based on a particular aspect of a single service or a combination of
services and are covered under one low-cost service contract. A contract may be
for regularly scheduled training courses or possibly to have a field engineer visit
the customer site at pre-determined intervals to provide a system analysis, verify
proper operation, and make recommendations for maintenance improvements,
structured to allow ultimate flexibility, thereby allowing the customer to plan and
budget more accurately. For more details, contact the Woodward sales
representative, or call the number above and ask for sales support to discuss
specific needs.
For more information on Woodward aftermarket services, access

http://www.woodward.com on the Internet.

SYSTEM The following is a general troubleshooting guide for areas to check which may
TROUBLE- present potential difficulties. By making these checks appropriate to your engine/
SHOOTING turbine before contacting Woodward for technical assistance, your system
GUIDE problems can be more quickly and accurately assessed.
Actuators Is the oil clean?

Is the oil level normal?
Does the actuator have the correct hydraulic pressure (if required)?
Does the actuator have the correct pneumatic pressure (if required)?
Does the driveshaft rotate (if required), and in the correct direction?
Is the actuator wiring correct?
Is the direction of the stroke correct?
Has the compensation (if so equipped) been adjusted correctly?
If there is a mechanical governor, are the speed, droop, and load limit
adjusted correctly?
Is the hydraulic return line free and not clogged?
Is there back pressure on the hydraulic return line?
Is the feedback (if any) adjusted correctly and sending the correct signal?
Linkage Is there slop or lost motion?

Is there misalignment, binding, or side loading?
Is there visible wear or scarring?
Does the linkage move smoothly?
Valves Does the valve move through its proper stroke smoothly?
Does the valve travel its full stroke?
Can mid-stroke be obtained and held?
Does the valve fully seat (close) before the governor reaches full
minimum stroke?
Does the valve fully open before the governor reaches maximum stroke?
Is the bypass valve(s) (if any) in the proper position?
If a steam turbine, are there nicks or contamination which allow steam to
pass when the valve is closed?

Oil/Hydraulic Is the oil at the proper operating pressure?

System
Is the oil temperature too high for the type of oil being used?
Is the oil contaminated?
Does the actuator have sufficient flow of oil?
Are the accumulators (if any) charged to the correct pressure?
Are the filters plugged?
Is the oil pump operating properly?
Fuel Injection Are any rack shafts stuck?

Pumps
Do all rack shafts move through their full stroke smoothly?
Are all rack shaft settings equal, cylinder to cylinder, as the governor
output shaft is rotated from min to max fuel?
Are any drain lines clogged?
Are all injection lines in good condition and free of leaks?
Fuel/Steam Is the engine/turbine inlet pressure at design specification?

Conditions
Is the fuel/steam pressure in the proper operating range?
Are pressure transducers (if any) located close to the engine/turbine?
Are there any pressure regulating devices or valves which may interfere
with governor operation or proper fuel/steam flow?
Control, Alarm, Does the governor indicate it is in the correct control mode?
And Fault
Is the governor issuing any alarms?
Indications
Are any of the components of the governor indicating hardware faults?
Does the actuator demand agree with the actual valve position?
Are any shutdown conditions present?
Have the control dynamics been tuned to match the system response?
Input Signals Are all input signals properly scaled?

Are the inputs free of electrical noise and properly shielded?
Is the wiring correct?
Have all field input signals to the control been verified?
Is the polarity of the signals correct?

Output Signals Are the outputs calibrated?

Have the actuator drivers been calibrated to the stroke of the fuel injection
pump, fuel valves, or turbine valves?
Are the output signals free of noise and properly shielded?
Is the wiring correct?
Transducers Is the transducer calibrated for the proper range?

Has it been tested by simulating its input and measuring its output
signal?
Does the transducer have power?
Are the sensing lines feeding the transducer clear of obstructions?
Are all block, bleed, and bypass valves positioned properly?
Magnetic Pickups Is the wiring between the speed sensing pickup and the control correct?
And Other Speed
Are there any grounding problems or worn shields?
Sensing Devices
Is the signal sufficient (at least 1.5 Vrms)?
Is the signal a clean sine wave or square wave with no spikes or
distortions?
Is the MPU head clean and free of oil or metallic particles?
Is the MPU head free of any nicks or chips?
Is the MPU or proximity probe correctly aligned with the gear?
Is the speed sensing probe adjusted to the correct gap?
Is the speed sensing probe head the correct size for the toothed wheel it is
being used with?
Input Voltage/ Is the input power within the range of the controls power supply input?
Power Supplies
Is the input power free of switching noise or transient spikes?
Is the power circuit dedicated to the governor only?
Are the controls supplies indicating that they are OK?
Are the controls supplies outputting the correct voltage?

Electrical Are all electrical connections tight and clean?

Connections
Are all signal wires shielded?
Are shields continuous from the device to the control?
Are the shields terminated according to Woodward specifications?
Are there low voltage signal wires running in the same wiring trays as
high voltage wiring?
Are the governors signal common or grounds not tied to any other
devices?
Have the signals been checked for electrical noise?
Voltage Regulator Is the voltage regulator working properly?
External Devices Are there external devices the control is dependent on for input signals?
Are these devices providing the correct signal to the control?
Is the external device configured or programmed to be compatible with
the control?

TECHNICAL If you need to telephone for technical assistance, you will need to provide the
ASSISTANCE following information. Please write it down here before phoning:
General Your Name __________________________________________________

Site Location _________________________________________________
Phone Number _______________________________________________
Fax Number _________________________________________________
Prime Mover Engine/Turbine Model Number __________________________________

Information Manufacturer_________________________________________________
Number of Cylinders (if applicable) _______________________________
Type of Fuel (gas, gaseous, steam, etc) ____________________________
Rating ______________________________________________________
Application __________________________________________________
Governor Please list all Woodward governors, actuators, and electronic controls in your
Information system:
Woodward Governor Part Number and Revision Letter

_____________________________________________________
_____________________________________________________
Serial Number ________________________________________________

_____________________________________________________
_____________________________________________________
Serial Number ________________________________________________

_____________________________________________________
_____________________________________________________
Serial Number ________________________________________________
If you have an electronic or programmable control, please have the adjustment

setting positions or the menu settings written down and with you when you phone.

Woodward Governor Company/Industrial Controls Group
Attention: Marketing Communications
PO Box 3800
Loveland CO 80539-3800 USA
WOODWARD GOVERNOR COMPANY / INDUSTRIAL CONTROLS GROUP

Engine, Turbomachinery, and Hydraulic Turbine Controls
3800 North Wilson Ave, PO Box 3800, Loveland CO 80539-3800 USA Phone (970) 663-3900 Fax (970) 962-7050
E-mail and World Wide Web Home Pagehttp://www.woodward.com
Registered Firm
ISO 9001:1994/Q9001-1994
Certificate QSR-36
US FACILITIES
Industrial Controls Group, Fort Collins and Loveland, Colorado
Corporate Headquarters/Aircraft Controls Group, Rockford and Rockton, Illinois
HSC Controls Inc, Buffalo, New York
Additional offices in Birmingham, Alabama; Walnut Creek, California; Olympia Fields, Illinois;
Norristown, Pennsylvania; Houston, Texas; Bellevue, Washington
DISTRIBUTORS
Canada (Edmonton, Alberta; Concord, Ontario), Caribbean (Curaao, Netherlands Antilles)
Mexico (Mexico DF), Scotland (Aberdeen), Spain (Cadiz), Venezuela (Caracas),
United States (Ventura, California; American Canyon, California; Wilmington, Delaware; New Orleans, Louisiana;
Rocky Mount, North Carolina; Houston, Texas; Seattle, Washington)
INTERNATIONAL LOCATIONS
Australia (Kingsgrove), Brazil (Campinas), China (Beijing, Tianjin), Czech Republic (Plzen), England (Reading),
Germany (Aken, Kelbra, Tettnang), India (Ballabgarh), Japan (Kobe, Tomisato), Korea (Pusan), Mexico (Mexico DF),
The Netherlands (Hoofddorp), New Zealand (Christchurch), Poland (Warsaw), Singapore, United Arab Emirates (Abu Dhabi)
plus Authorized Dealers and Authorized Independent Service Facilities throughout the world
98/5/L
Manual B36172.NEW Troubleshooting Guide
12. TROUBLESHOOTING GUIDE

12.1 Introduction
This chapter contains Woodward Troubleshooting Guide B36172FMEA.
Woodward 12-1
Troubleshooting Guide Manual B36172.NEW
12-2 Woodward
Woodward document B36172FMEA / Revision: NEW / Date:20 Nov.2000
Usage: MAN B&W Diesel Ltd, Ruston 20RK270M for Incat 056,057 058 & 059 / Reference: GAP software 5414-608 Rev.G
No Item Failure Description Failure Effect Failure Detection Corrective Action Time to Correct Severity of Failure "on Probability of Failure Critical Rating
item" "on engine"
Description Function Mode Cause Local to end - "on

"item" engine"
A Speed Setting
system
A.1 723 speed control controls engine speed loss of output failure of 723 engine reverts speed falls to yes select manual speed minutes major extremely improbable low
and other functions speed control to ballhead idle control at LECP. Speed
speed control control is resumed from
bridge on mech governor
A.2 loss of input failure of 4-20mA 723 speed engine speed yes select manual speed minutes minor improbable low
signal to 723 setting returns falls to idle control at LECP. Speed
to idle control is resumed from
A.3 I/P convertor converts mA signal to loss of input failure of 4-20mA air pressure engine speed no Using knob on governor / minutes minor improbable low
pressure signal signal to I/P falls to PG falls to idle actuator, increase ballhead
convertor governor/actu speed to max, allowing 723
ator to regain control.
A.4 loss of input failure of air pressure engine speed no Using knob on governor / minutes minor improbable low
compressed air falls to PG falls to idle actuator, increase ballhead
supply to I/P governor/actu speed to max, allowing 723
convertor ator to regain control.
B Power Supply
B.1 LECP Control of engine loss of output failure of power 723 shutdown engine yes select manual speed minutes minor improbable low
supply reverts to control at LECP. Speed
ballhead control is resumed from
speed bridge on mech governor
control,
speed falls to
idle
B.2 Safety Circuit External stop / loss of output failure of power shutdown none (engine yes investigate fault / replace minutes minor improbable low
emergency stop / supply circuits will is still fuse
secondary overspeed not operate stopped via
protection 723)
B.3 Clutch circuit clutch command and loss of input failure of power loss of clutch engine speed yes Press "reset" on LECP. minutes minor improbable low
status indication to / from supply closed falls to idle Select "local" on LECP. Use
steering indication raise / lower commands on
LECP to control speed.
B.4 Gearbox circuit clutch command and loss of output failure of power loss of clutch none no investigate fault / replace minutes minor improbable low
status indication to / from supply control fuse
gearbox
B.5 Field supply various field devices loss of input failure of power watchdog engine speed yes select manual speed minutes minor improbable low
supply relay de- falls to idle control at LECP. Speed
energised and control is resumed from
switchover bridge on mech governor
relay switches
to mechanical
speed control
C Electrical cabinet
C.1 723 control controls engine speed loss of output failure of 723 engine reverts speed falls to yes select manual speed minutes major extremely improbable low
and other functions speed control to ballhead idle control at LECP. Speed
C.2 LinkNet module 1 monitors boolean input Loss of input (for LinkNet failure loss of clutch speed falls to yes Turn off power supply to minutes major extremely improbable low
signals from external detail see Wiring closed idle 723. Select manual mode
devices Diagram) indication on LECP. Speed Control is
resumed from bridge on
mech governor
C.3 LinkNet module 2 controls boolean output loss of output (for LinkNet failure loss of none yes replace LinkNet when minutes major extremely improbable low
signals to external detail see Wiring indication on convenient
devices Diagram) local display
C.4 LinkNet module 3 controls boolean output loss of output (for LinkNet failure loss of none yes replace LinkNet when minutes major extremely improbable low
signals to external detail see Wiring indication on convenient
devices Diagram) local display
C.5 LinkNet module4 controls boolean output loss of output (for LinkNet failure loss of speed falls to yes select manual speed minutes major extremely improbable low
signals to external detail see Wiring indication on idle control at LECP. Speed
devices Diagram) local display control is resumed from
D PG governor /
actuator
D.1 governor / actuator maintains engine fuel structural failure drive shaft breaks loss of oil shut down no replace PG governor / 1 hour major extremely improbable medium
racks at desired setting pressure actuator
D.2 external leakage oil seal failure loss of oil shut down no replace PG governor / 1 hour major extremely improbable medium
pressure actuator
D.3 open (electrical) coil failure loss of speed falls to yes select manual speed minutes major extremely improbable low
electronic idle control at LECP. Speed
.
If you want to have more detailed information about this equipment, contact Woodward.

Woodward
Hoofdweg 601
2131 BA Hoofddorp
The Netherlands
Phone: +31 (23) 5661111

Fax: +31 (23) 5636529
23 PLANTS & SUBSIDIARIES 15 BRANCHREGIONAL OFFICES 19 DISTRIBUTORS/REPS.

IN 10 COUNTRIES IN 10 COUNTRIES IN 9 COUNTRIES
Australia (New South Wales) Canada (Qubec) Canada (Alberta & Ontario)
Brazil (Campinas) China (Beijing) France (Le Havre)
China (Tianjin) Czech Republic (Plzen) Italy (Genoa)
Germany (Aken/Elbe & Kelbra) Germany (Tettnang) Mexico (Mexico City)
India (Haryana) Korea (Pusan) Netherlands Antilles (Curaao)
Japan (Tomisato & Kobe) Mexico (Mexico City) Spain (Cadiz)
Netherlands (Hoofddorp & Rotterdam) New Zealand (Christchurch) United Kingdom (Dyce, Scotland)
Singapore Poland (Warsaw) Unted States (California[2], Delaware,
United Kingdom (Prestwick, Scotland) United Arab Emirates (Abu Dhabi) Florida, Louisiana, Minnesota, Puerto
United States (Colorado, Illinois, United States (Alabama, California, Rico, Texas[2], Washington)
Michigan, New York, South Carolina, Illinois, Pennsylvania, Texas,
Venezuela (Caracas)
Tennessee) Washington)
plus Authorized Facilities throughout the world

B36172 New

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723PLUS DIGITAL CONTROL

APPLICATION NAME : INCAT 059 PROPULSION CONTROL

When not installed in a control, modules should be kept in a protective antistatic

3. SYSTEM DESCRIPTION...................................................................................................... 3-1

7. CONTROL WIRING DIAGRAM ............................................................................................ 7-1

Figure 3.1 Overview of the RK20 Engine Control .......................................................................... 3-1

The propulsion control system comprises:

Local Engine Control Panel (LECP):

1.1 System Compliance

1.2 General Safety Precautions

1.3 Notes, Warnings and Cautions

2. ESD PROTECTION AND HANDLING

Follow these precautions when working with or near the control.

1. Before doing maintenance on the electronic control, discharge the static

- Do not touch the electrical conductors, the connectors, or the components

The propulsion control system provides:

Local Engine Control Panel

Echelon LON Network

Hardwired Input & Outputs,

RK20 engine Fly Clutch Pump

Figure 3.1 Overview of the RK20 Engine Control

3.2 Mechanical or Ballhead Backup Speed Control

Failure Modes Speed Setting Block Diagram

Two Isolated 4-20mA Speed Setting

I to P convertor: I Control Air to set ballhead

3.3 723plus Engine Speed Control

3.3.1 Engine Speed Detection

3.3.1.1 Speed Sensing

3.3.1.2 Overspeed Protection

3.3.1.3 Speed Filtering

3.3.2 Speed Control

3.3.2.1 Engine Start

Ramp rate Set 1:

Ramp rate Set 2:

Both sets of ramp rates 1 and 2 are fully tuneable.

3.3.2.2 Droop Control

To operate in Droop mode the clutch must be closed.

3.3.3 Limiters and Load Rejection

3.3.3.1 Start and Maximum Fuel Limiter

3.3.3.2 Charge Air Pressure Fuel Limiter

3.3.3.3 Torque Fuel Limiter

3.3.4 PID Control and Actuator Output

3.3.4.1 Speed/Droop Control

3.3.4.2 Actuator Hit

3.4 Safety and Alarm Functions

Any of the following shutdown inputs will cause a shutdown:

Emergency Stop Alarm Indications:

3.4.4 Engine Alarms

Engine alarms can be broken-down in to the following categories:

3.4.5 Sensor Faults

Sensor faults can arise from any analogue device:

3.4.6 Hardware Faults

723plus Control unit fault

3.4.7 Resetting of Alarms

Will be via the reset push-button on the LECP.

3.5 Start and Stop Control Functions

Jacket water heater off

Shutdown Solenoid Activated

Engine Stop Initiated

3.5.3 Intercooler Valve Position

PID control overrides

Valve output signal should always be 4mA when:

3.5.4 Clutch Control

SHUTDOWN & ALARM

CALIB 4-20mA INPUTS

DISPLAY ANLG MON

GAIN SLOPE SP

GAIN RATIO SP

ENGINE SPEED SP

SPEED REF SP

START/MAX LIM SP

CHG AIR LIM SP

TORQUE LIM SP

ANALOG O/P CNFIG SP

SENSOR FAULT MON

723 RELAY TEST

START ENGINE SP

INTCOOL VLV SP

INTCOOL VLV MON

SHUTDOWN ALMS MON

START PERMIT MON

START SEQ MON

HARDWARE FLT MON

START SEQ SP