721 Digital Dual Engine Marine Control 02822B PDF

02822B
721
Digital
Marine
Control
Two-engine mechanical load-sharing

9907-210
9907-211 (CE Compliant)
Software Manual
WOODWARD GOVERNOR COMPANY
Manual 02822B
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.
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.
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.
© 1997 by Woodward Governor Company
All Rights Reserved
Manual 02822 721 Digital Marine Control
Contents
CHAPTER 1 GENERAL INFORMATION ....................................................... 1
Introduction ...................................................................................................... 1
Declaration of Incorporation ............................................................................. 1
Application ....................................................................................................... 2
721 Control Accessories .................................................................................. 3
CHAPTER 2 ELECTROSTATIC DISCHARGE AWARENESS ..................... 13
CHAPTER 3 INPUT/OUTPUT OPERATION ................................................ 15

Introduction .................................................................................................... 15
Speed Signal Output ...................................................................................... 15
Fuel Rack Position Output ............................................................................. 16
Tachometer Output ........................................................................................ 16
Actuator Output ............................................................................................. 17
Engine Speed Signal Input ............................................................................. 17
Load Sharing Lines ........................................................................................ 18
Contact Inputs ............................................................................................... 18
Remote Speed Setting Input .......................................................................... 19
Companion Speed Setting Input .................................................................... 20
External Fuel Limit Input ................................................................................ 20
Fuel Rack Position Input ................................................................................ 20
Major Alarm Contact Output .......................................................................... 21
Relay #2 Alarm Output .................................................................................. 21
Clutch Permissive Contact Output ................................................................. 22
Power Supply Input ........................................................................................ 22
+5 Vdc Auxiliary Device Power ...................................................................... 22
POWER AND CPU OK LED .......................................................................... 23
Alarm #1 and #2 LEDs ................................................................................... 23
CHAPTER 4 FUNCTION OPERATION ........................................................ 25

Introduction .................................................................................................... 25
Speed Control ................................................................................................ 25
Speed Sensing ....................................................................................... 25
Speed Reference ................................................................................... 29
Dynamics ............................................................................................... 30
Dynamic Adjustments .................................................................................... 33
Actuator Output ...................................................................................... 35
Fuel Limiting .................................................................................................. 37
Rack Position ......................................................................................... 38
Dynamics ............................................................................................... 39
External Fuel Limiting ............................................................................ 40
Torque Fuel Limiting .............................................................................. 41
Start Fuel Limiting .................................................................................. 42
Maximum Fuel Limiting .......................................................................... 42
Load Sharing ................................................................................................. 43
Load Sharing Lines ................................................................................ 43
Fuel Rack Position ................................................................................. 43
Speed Reference Bias ............................................................................ 44
Woodward Governor Company i

721 Digital Marine Control Manual 02822
Contents
CHAPTER 5 SERVICE AND CONFIGURE MENUS ..................................... 45
Introduction .................................................................................................... 45
Hand Held Programmer and Menus ............................................................... 45
Configure Menus .................................................................................... 46
Service Menus ....................................................................................... 46
Adjusting Set Points ............................................................................... 47
Hand Held Programmer Keys ................................................................. 47
Configure Menus ........................................................................................... 50
Service Menus ............................................................................................... 52
Default Values ............................................................................................... 61
Configure Menu Default Values .............................................................. 61
Service Menu Default Values ................................................................. 62
CHAPTER 6 INSTALLATION AND CALIBRATION ..................................... 67

Introduction .................................................................................................... 67
I/O Verification ............................................................................................... 68
I/O Calibration ............................................................................................... 72
Configure and Service Menu Preset ....................................................... 72
Engine Start Up ............................................................................................. 85
Dynamics Adjustments ........................................................................... 86
Synchronizing, Clutching, and Loading Adjustments ...................................... 88
Default Actuator Calibration ........................................................................... 90
Load Sharing Calibration ............................................................................... 91
Conclusion ..................................................................................................... 91
CHAPTER 7 FAULTS AND TROUBLESHOOTING ..................................... 93

Introduction .................................................................................................... 93
Major Alarms ................................................................................................. 93
Minor Alarms ................................................................................................. 94
Fault Delay Time ........................................................................................... 94
Fault Resets .................................................................................................. 95
Speed Sensor 1 & 2 Fault .............................................................................. 95
Overspeed Fault ............................................................................................ 96
Remote Speed Fault ...................................................................................... 96
Companion Speed Fault ................................................................................ 97
External Limit Fault ........................................................................................ 97
Rack Position Input Fault ............................................................................... 97
Fuel Limit Exceeded Fault ............................................................................. 98
PID at Zero Fault ........................................................................................... 98
Mode Switch Fault ......................................................................................... 98
Speed Reference Fault .................................................................................. 99
Troubleshooting Procedure ............................................................................ 99
ii Woodward Governor Company

Contents
CHAPTER 8. SERVICE OPTIONS .............................................................. 107
Product Service Options .............................................................................. 107
Replacement/Exchange ....................................................................... 107
Flat Rate Repair ................................................................................... 108
Flat Rate Remanufacture ..................................................................... 108
Returning Equipment for Repair ................................................................... 108
Packing a Control ................................................................................. 109
Additional Instructions .......................................................................... 109
Replacement Parts Information .................................................................... 109
How to Contact Woodward .......................................................................... 110
Other Service Facilities ................................................................................ 110
Additional Aftermarket Product Support Services ......................................... 110
System Troubleshooting Guide .................................................................... 111
Technical Assistance ................................................................................... 115
Illustrations and Tables

1-1. 721 Marine Load Sharing System ..................................................... 4
1-2. 721 Control ....................................................................................... 5
1-3. Hand Held Programmer .................................................................... 6
1-4. System Wiring Overview .................................................................. 7
1-5. Functional Block Diagram ............................................................. 8–9
1-6. Plant Wiring Diagram ................................................................ 10–11
3-1. Tachometer Calibration .................................................................. 16
4-1. Speed Sensor Roll-off Filter ............................................................ 26
4-2. Speed Sensor and Software Reset ................................................. 26
4-3. Speed Reference ............................................................................ 30
4-4. Linear Gain Function ...................................................................... 32
4-5. Gain Slope ...................................................................................... 32
4-6. Gain Window .................................................................................. 33
4-7. Actuator Driver Output .................................................................... 36
4-8. Fuel Limit Diagram ......................................................................... 37
4-9. Rack Position Calibration ................................................................ 38
4-10. Default Actuator Calibration ............................................................ 39
4-11. External Fuel Limit Scaling ............................................................. 40
4-12. External Fuel Limit Curve ............................................................... 40
4-13. Torque Fuel Limit ........................................................................... 41
4-14. Start Fuel Limit ............................................................................... 42
5-1. Hand Held Programmer Functions .................................................. 48
5-2. Service and Configure Headers ...................................................... 49
6-1. Tachometer Calibration .................................................................. 75
6-2. Companion Speed Calibration Connections .................................... 79
6-3. Companion Speed Calibration Connections .................................... 80
6-4. External Fuel Limit Scaling ............................................................. 82
6-5. Torque Fuel Limit Curve ................................................................. 84
6-6. Default Actuator Calibration ............................................................ 90
Table 7-1. Troubleshooting Procedure ........................................................ 100
Woodward Governor Company iii

iv Woodward Governor Company

Chapter 1
General Information
Introduction
This manual describes the following Woodward 721 Digital Marine Speed
Controls:
9907-210 Low Voltage power supply (18–40 Vdc)

9907-211 Low Voltage power supply (18–40 Vdc) CE compliant model
These controls are intended to be used as a general two-engine mechanical drive

control, and as a replacement for the 9906-120 model. The 9907-210 and
9907-211 models are more flexible and can be used in a wider range of
applications with improved performance (see Chapter 3 for wiring differences
between the 9907-210, 9907-211, and 9906-120 applications).
NOTE
Several notes in this manual refer to versions of the application
software. Software version 3.10 is the same as the ‘C’ revision of the
9907-210 and -211 hardware. Pre-3.10 software versions apply only to
the NEW, ‘A’, and ‘B’ revisions of the 9907-210 and –211 hardware.
The software version should be verified with the hand held
programmer (Press “ID” twice) rather than using the hardware
revisions. The changes made to the 3.10 version are enhancements
to the application software. The 3.10 version can be used in place of
the previous versions with only minor adjustment from the earlier
versions.
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 an engine prime mover system.
Woodward Governor declares that this controlling device complies with the
requirements of EN50081-2 and EN50082-2 when put into service per the
installation and operating instructions outlined in the product manual.
NOTICE: This controlling device is intended to be put into service only upon
incorporation into an engine prime mover system that itself has met the
requirements of the above Directive and bears the CE mark.
Woodward Governor Company 1

Application
The 721 control is designed to regulate the speed and load of reciprocating engines
in dual-engine marine applications that require mechanical load sharing. The
applications include mechanically combined two-engine operation such as for main
propulsion or dredge operation, including those with flexible couplings (see Figure
1-1).
Features include:
♦ Clutch control and permissive logic, including soft loading and unloading,
speed matching, and idle verification
♦ Mechanical load sharing by matching fuel rack positions
♦ Advanced speed sensing algorithms including firing torsional and flexible
coupling torsional filtering
♦ Torque fuel limiting
♦ Two-point start-fuel limiting
♦ External fuel limiting for manifold fuel limiting or an external process fuel
limit setting
♦ Single throttle operation for both engines during clutched operation
Inputs include:
♦ Two magnetic pickups (MPUs) or proximity switches for sensing engine
speed, capable of filtering torsionals or providing redundant speed signals
♦ Remote speed setting input for de-clutched operations
♦ Companion engine speed signal input used for speed setting during clutching
operations
♦ External fuel rack input for an external means of controlling fuel rack
limiting
♦ Fuel rack position input for the fuel limiting functions and load sharing
♦ Eight discrete inputs (contact inputs) for: Run/Stop, De-clutch, Maneuver
Speed, Port and Starboard Clutch Status, Actuator Mode Switch, and
Alternate Dynamics
♦ Load sharing lines for mechanical load sharing
Outputs include:
♦ Speed signal output to the companion engine 721 control for clutched
operation
♦ Fuel rack position output
♦ Tachometer (engine speed) output
♦ Actuator output compatible with most Woodward actuators
♦ Three discrete outputs (relay outputs) for: Major alarm, Clutch permissive,
and a configurable output for either a minor alarm or actuator at maximum
output
♦ Serial port for a hand held programmer to monitor and program the 721
control
2 Woodward Governor Company

The 721 control provides several functions including speed governing, mechanical
load sharing, clutching and de-clutching control logic including speed matching,
and soft engine loading and unloading. Each engine requires a 721 control along
with the associated I/O connections, transducers, and accessories (see Figure 1-4).
The 721 controls use a master/slave relationship during clutching and load sharing
operations. The master unit is the first unit to close its clutch. The slave unit is the
last unit to close its clutch. The 721 control’s primary job is speed control. When
the engines are clutched together, the slave 721 control’s job becomes one of a
load sharing control using the master’s speed reference. The engine clutching
process starts by matching (synchronizing) the engine speeds and then giving a
clutch permissive command. Next, the engine is softly loaded until the loads are
balanced mechanically (equal fuel rack positions). The engines will maintain equal
loads (load sharing) during clutched operation, within the engine’s capabilities.
During a de-clutching operation the engine is softly unloaded and then a de-clutch
command is given. Note that several other items determine the 721 control’s
operation; see Chapter 4, Function Operation, for more details.
The 721 control consists of a single printed circuit board in a sheet metal chassis.
Connections are via three terminal strips and a 9-pin sub-miniature D connector.
The 721 control should be located in a protected location. See Woodward manual
02714, 721 Digital Control Hardware Manual, for installation details.
NOTE
This manual makes several references to specific menu items or
listings for adjustments or monitoring. Generally, the menu listings
are written in capital letters followed by the service or configure
header in parentheses. For example, ENGINE SPEED rpm (*SPD
CONTROL*) is the engine speed menu item located in the speed
control service menu. All service headers are denoted by asterisks
(*), and all configure headers are denoted by dashes (–).
721 Control Accessories

A hand held programmer, part number 9905-292 or 9907-205, is used to adjust
and monitor the 721 control. The programmer plugs into serial port J1 (9-pin D
connector).
Woodward has several LVDT devices that we can recommend for fuel rack
position transducers.

Figure 1-1. 721 Marine Load Sharing System

Figure 1-2. 721 Control

Figure 1-3. Hand Held Programmer

Figure 1-4. System Wiring Overview


Figure 1-5. Functional Block Diagram


Figure 1-6. Plant Wiring Diagram


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.


Chapter 3
Input/Output Operation
Introduction
NOTE
Before handling the 721 control, read Chapter 2, Electrostatic
Discharge Awareness.
This chapter contains the general input and output (I/O) description for the 721
controls, 9907-210 and 9907-211.
The 721 control hardware is intended to be a generic control platform suitable for
a wide range of applications. Each application is configured to include the I/O
function, range, and calibration. The I/O hardware is fixed, and the wiring
specifications for each 721 control remain the same, although the devices
connected to I/O will vary. All wiring and installation should be done as shown in
manual 02714, 721 Digital Control Hardware Manual. The hardware manual
contains all the information about the input and output electrical requirements,
including wire gauge and shielding requirements, environmental considerations,
and I/O configuration via the internal jumper selections. This software manual
contains the functional description for the I/O.
The 9907-210/-211 requires a jumper to be added between terminal 32 (Discrete

Input H) and either terminal 28 or 29 (Discrete Input D or E, Port or Starboard)
when replacing a 9906-120. This jumper will cause the alternate dynamics to be
activated when the respective clutch contact closes.
Speed Signal Output (Analog Output #1—TB9, TB10)

The speed signal output is a 4–20 mA signal to the companion 721 control. The
4–20 mA is fixed in software so that idle speed is 4 mA and rated speed is 20 mA.
The signal should not be used as an engine speed signal or tachometer. The signal
should not be changed to 0–1 mA. The companion 721 control uses the signal
during clutched operation. When either clutch (port or starboard) is open, this
output signal is based on the sensed engine speed. When both clutches are closed,
this output signal is based on the speed reference setting. The companion 721
control (slave) will synchronize to the sensed engine speed signal when a clutch
command is issued. Once the clutches have closed, the output switches to the
speed reference and the companion 721 control (slave) uses this signal as the
speed reference, ignoring its own remote speed setting input.

Fuel Rack Position Output

(Analog Output #2—TB11, TB12)
The fuel rack position output is a 4–20 mA signal and is intended for a panel
meter or other monitoring device. It should not be used as a controlling signal.
This output is hard coded so that 0% fuel rack position gives 4 mA and 100% fuel
rack position gives 20 mA. The output signal can be calibrated to compensate for
hardware variances. The output signal is proportional to the sensed fuel rack
position. The output will be true rack position if the rack position sensor is not
faulted. If there is a rack position fault, (–10% > rack position > 110%), the
output will be the default rack position signal based on the actuator output.
NOTE
The rack output signal calibration is available only in versions 3.10 or
later.
Tachometer Output (Analog Output #3—TB13, TB14)

The tachometer output is a 4–20 mA signal and is intended for a panel meter or
other monitoring device. It should not be used as a controlling signal. The output
is programmable over a wide sensed engine speed range. The tachometer output is
set in the * TACH CAL* service menu. The tachometer output is determined by
setting the two end points of a line. The signal can be direct or inverse acting. The
tachometer output will be limited by speed sensing configuration. The maximum
Hertz, MAX HERTZ SS 1 or 2 (-ENG/ACT-), setting may prevent the
tachometer output from reaching its programmed output.
Figure 3-1 Tachometer Calibration

Actuator Output (TB15, TB16)

The actuator output can be set for either forward or reverse acting actuators in the
software configuration. The hardware configuration (jumper configuration) for the
actuator output can either be 0–200 mA (for 20–160 mA actuators) standard, or
0–20 mA (for 4–20 mA actuators). See the hardware manual, 02714, for more
details about the hardware jumpers. The actuator terminal shaft position is
proportional to the actuator output signal. The actuator output is compatible with
most Woodward Governor proportional actuators (hydraulic and electric) that
accept 20–160 mA or 4–20 mA. See Chapter 4, Function Operation, for more
information.
Engine Speed Signal Input

(Speed Sensor Input #1, #2—TB17, TB18, TB19, TB20)
The two speed sensor inputs can be used with either a magnetic pickup (MPU)
standard, for high-speed signals, (400–15 000 Hz) or proximity switch for low-
speed signals (7.5–1000 Hz), and is determined by the hardware configuration
(jumper configuration). See the hardware manual, 02714, for more information.
The maximum engine speed the 721 control can be configured for is 2000 rpm,
regardless of the gear teeth setting.
There are three different modes of sensing speed: single speed sensing input,
redundant speed sensing, and torsional filtering of flexible couplings speed
sensing. An adjustable low pass filter, SPEED FILTER Hz (*DYNAMICS* and
*ALT DYNAMICS*), is also used to filter out firing torsionals on both speed
signal inputs regardless of the speed sensing mode.
For single speed sensing, we recommend the speed sensor inputs #1 and #2 be
jumpered together (terminals 17 to 19 and terminals 18 to 20) and configured for
redundant speed sensing. This way nuisance speed sensing problems are avoided.
If both speed sensing inputs are used, the speed sensing mode will be either
redundant speed sensing or torsional filtering. The speed sensing mode is
determined by the setting of the ENBL TORSIONAL (-ENG/ACT-) value. If
ENBL TORSIONAL (enable torsional filtering) is false, the torsional filtering is
disabled and the redundant speed sensing is active. Redundant speed sensing uses
the higher of the two speed signals (high-signal select) as the sensed engine speed.
If ENBL TORSIONAL is true, the torsional filtering is enabled and the redundant
speed sensing is the back-up mode should one of the speed sensors fail. For
torsional filtering, speed sensor #1 must be installed on the engine speed-sensing
gear, and speed sensor #2 must be installed on the opposite side of the flexible
coupling. Both speed sensors must be installed on shafts rotating at the same speed
for either dual speed sensing mode.

Load Sharing Lines (TB21, TB22)

The load sharing lines are part of the 721 control’s load sharing bridge, which is
used by both 721 controls to share load. The load sharing line voltage (0–3 Vdc)
represents no-load to full-load rack position during load sharing conditions (both
clutches closed). When the companion 721 control (slave) is clutching in, the
companion senses the load sharing line voltage and increases the companion load
until the load sharing voltage is equal to the companion fuel rack position. Once
the companion has softly loaded, the 721 control closes the internal load sharing
relay and the two engines are in normal load sharing mode. In load sharing mode,
both 721 controls bias the load sharing lines and are capable of sensing the voltage
on the load sharing lines (TB21, TB22). Both units are capable of matching their
load to the load indicated on the load sharing lines.
Contact Inputs (Discrete Inputs A–H—TB25–TB32)

Discrete Input A—Run/Stop: Close this contact to activate the stop mode in the
721 control. The 721 control will command minimum fuel to the actuator.
Discrete Input B—De-clutch: Close this contact to begin the de-clutching

process. The process begins by softly unloading the engine and then
de-clutching. Once de-clutched, the engine speed will be forced to idle and then
returned to its normal remote speed setting reference.
Discrete Input C—Maneuver Speed: Close this contact to force the engine
speed reference to the fixed (tunable) maneuver speed setting. This contact will
override the remote speed setting input.
Discrete Input D—Port Clutch: This contact must close when the port engine is
clutched in and open when the port engine is clutched out. This input must be used
on both controls (port or starboard).
Discrete Input E—Starboard Clutch: This contact must close when the
starboard engine is clutched in and open when the starboard engine clutched out.
This input must be used on both controls (port or starboard).
Discrete Input F—Synch Speed and Clutch: Close this contact to begin the
clutching process. The process begins by automatically checking the other
engine’s speed and synchronizing (adjusting up or down) if needed. Next, the 721
control’s clutch-in contact permissive (Relay Output #3) is closed and the engine
is loaded as required to balance with the other engine.
Discrete Input G—Actuator Mode Switch: This contact is an indication from

the actuator that it is running on the mechanical ballhead governor. This optional
input is used for fault detection (721 not in control) and can only be used with
appropriate reverse-acting actuators.

Discrete Input H—Alternate Dynamics: Close this contact to activate the

alternate set of dynamics, allowing optimum performance under two distinct
conditions such as low rotating inertia/high rotating inertia. When the contact is
open, the 721 control uses the standard set of dynamics.
NOTE
The 9906-120 alternate dynamics switching was done internally
based on the clutch status. When replacing a 9906-120 with a
9907-210/-211, a jumper must be added from the respective clutch
contact (TB 28 or 29) to the alternate dynamics (TB 32) to remain
functionally equivalent.
Remote Speed Setting Input

(Analog Input #1—TB35–TB37)
The remote speed setting input is used to set the speed reference for the 721
control during normal (bridge control) operation. The 4–20 mA (or 1–5 Vdc) input
is fixed so 4 mA input is the idle speed reference and 20 mA is the rated speed
reference. The remote speed reference will be proportional to the remote speed
setting input as long as it is between 4 and 20 mA. The remote reference is limited
so it cannot go below the idle speed (4 mA) or above the rated speed (20 mA). The
fault levels for the input are fixed at 2 mA and 22 mA. If the input signal is
outside the limits for the fault delay time, the remote speed setting fault in the
service menu will be latched (however the minor alarm is non-latching). Once the
input signal returns as a valid signal, the minor alarm will clear. The remote speed
setting fault in the service menu will remain true until an alarm reset is activated.
The remote speed reference will still track the input to either idle or rated speed
after a fault is latched. The remote speed setting is intended to be used with only
one speed setting device (typically the bridge controller). Multiple speed setting
devices may be used, however optimal system performance may be sacrificed
(throttle lever calibration accuracy). See Remote Speed Input Calibration in
Chapter 6 for more information.
NOTE
In versions prior to 3.10, the minor alarm latches and remains active
until an alarm reset.

Companion Speed Setting Input

The companion speed setting input is the speed signal from the other 721 control.
Companion always refers to the other 721 control in the system. The 4–20 mA (or
1–5 Vdc) input is fixed so 4 mA input is the idle speed reference and 20 mA is the
rated speed reference. The companion speed reference will be proportional to the
companion speed setting input as long as the input is not faulted. The fault levels
for the input are fixed at 2 mA and 22 mA. If the signal is outside the limits for the
fault delay time, the companion speed fault will latch and the companion speed
reference will go to the idle speed reference and a
de-clutch command will be issued.
The companion speed setting input is used by the slave 721 control during
clutched operation. The master 721 control does not use the companion speed
setting. When either clutch (port or starboard) is open, this signal is the sensed
engine speed of the companion 721 control. When both clutches are closed, this
signal is the speed reference setting of the companion 721 control.
External Fuel Limit Input

The external fuel limit input is used as a means of limiting fuel rack position from
an outside process, typically a manifold pressure signal for transient smoke
limiting. This input can be calibrated so the 4–20 mA (or 1–5 Vdc) input can
represent almost any scale (0–100%, 0–414 kPa, etc.) from 0 to 1000 units. The
scaling can be set for either forward or reverse acting. The fault levels for the
input signal are fixed at 2 mA and 22 mA. If the signal exceeds these limits for the
fault delay time, the external fuel limit fault is latched and the external fuel limit is
disabled. See Chapters 4 and 6 for more information about the external input
scaling and calibration.
Fuel Rack Position Input

The fuel rack position input is a signal from a transducer, usually an LVDT or
RVDT, that allows the 721 control to accurately measure the amount of fuel given
to the engine. The 4–20 mA input signal is scaled for 0–100% fuel rack position.
This signal can also be calibrated for almost any portion of the range. For
example, 6–16 mA could be calibrated for low idle to full rated fuel rack position.
The fault levels are fixed at –10% and 110% fuel rack position, not 2 mA and 22
mA. Any time the fuel rack position input signal causes the scaled fuel rack
position to exceed –10% or 110% for the fault delay time, the fuel rack position
fault will latch. The 721 control will then switch over to default fuel rack position
based on the actuator command signal.

Major Alarm Contact Output

(Relay Output #1—TB3, TB4)
The major alarm output is a normally-open set of dry contacts, software
configured for normally-closed operation. The contacts are closed during normal
721 control operations. The contacts will open if a major alarm occurs (both speed
signals failed), watchdog (CPU) time out failure, 721 control loss of power, or
critical hardware failure (the watchdog time out failure can be caused by corrupt
software, memory problems or other CPU troubles).
Relay #2 Alarm Output (Relay Output #2—TB5, TB6)

The relay #2 alarm output is a normally-open set of dry contacts. This set of
contacts can be software configured for one of two functions. The first mode of
operation is for a 721 control minor alarm indication, and the second mode is for
an indication that the 721 control’s actuator output is at its maximum limit. The
minor alarm mode will close the contacts if any one of the following minor alarms
is detected:
Speed Sensor 1 or 2 Fault
110% Fuel Limiter Exceeded
Speed PID at Zero Fault
Speed Reference Fault
Actuator Mode Switch Closed
Remote Speed Input Fault (non latching)
Companion Speed Input Fault
External Fuel Limit Input Fault (if enabled)
Fuel Rack Position Input Fault
If the maximum limit mode is selected, the contacts will close if the actuator
command reaches 100%. The configuration for the relay output #2 is RLY 2
MINOR ALARM (-SET FUNCTION-). Setting RLY 2 MINOR ALARM (relay
output #2 minor alarm) true will activate the minor alarm mode and false will
activate the maximum limit mode.

Clutch Permissive Contact Output

(Relay Output #3—TB7, TB8)
The clutch permissive contact is a normally-open dry set of contacts. The 721
control issues a clutch closure permissive (if the necessary conditions have been
met) by closing this set of contacts. For the contacts to close the following
conditions must be met:
Master 721 Control (neither clutch yet closed)

Sync Speed and Close Clutch Request (Discrete Input F)
No De-clutch Request (Discrete Input B)
Engine Speed Within the Idle Check Window
Slave 721 Control (Master’s clutch already closed)

Sync Speed and Close Clutch Request (Discrete Input F)
No De-clutch Request (Discrete Input B)
No Companion Speed Fault
Slave Engine Speed Within the Synch Check Window (compared to Master)
Power Supply Input (TB1, TB2)

The 9907-210/-211 are low voltage 721 controls: 18–40 Vdc must be connected
to terminals 1 (+) and 2 (–). The 721 control requires about 18 W power. The
power supply is reverse voltage protected. The 721 control’s internal power
supply is designed to be left on continuously rather than removing power between
engine shutdowns. Do not remove power to the 721 control as part of the normal
engine shutdown procedure.
! WARNING
To prevent damage to the engine, apply power 10 seconds prior to
starting the engine. The 721 control must have time to complete its
power-up diagnostics and become operational. Do not attempt to
start the engine if the green POWER AND CPU OK indicator does not
turn on.
+5 Vdc Auxiliary Device Power (TB33, TB34)

The 721 control can provide 5 Vdc power for external devices up to 50 mA. The 5
Vdc can be used for the devices (typically potentiometers or transducers)
connected to the analog inputs.

POWER AND CPU OK LED

The POWER AND CPU OK light is a green LED (Light Emitting Diode). The
LED is illuminated when the internal power supply is functioning and the CPU is
operating normally. When the LED is not illuminated, do not attempt to start or
run the engine. The LED will turn off if the power supply is turned off or failed,
CPU failed, watchdog error, or if the configure menu is accessed (I/O lock) with
the hand held programmer.
Alarm #1 and #2 LEDs

The ALARM #1 and ALARM #2 lights are red LEDs (Light Emitting Diodes).
The ALARM LEDs are programmed to illuminate if a speed sensor fault has been
detected. ALARM #1 illuminates when a speed sensor 1 fault has been detected,
and ALARM #2 illuminates when a speed sensor 2 fault has been detected. The
speed sensor fault is activated if the sensed speed is below the failsafe speed
setting or if the sensed speed is greater than 1.2 times the rated speed setting
(overspeed). These faults are latching faults and will remain illuminated even if the
speed sensing returns to normal. See Chapter 7 for more speed sensing fault
details.


Chapter 4
Function Operation
Introduction
The 9907-210/-211 applications contains several functions. The functional
differences between the 9907-210/-211 and 9906-120 are minor. The three
primary functions of the 721 control are speed control, fuel limiting, and load
sharing. These functions will be broken down in this chapter as follows:
Speed Control Fuel Limiting Load Sharing

Speed Sensing Rack Position Load Sharing Lines
Speed Reference Dynamics Rack Position
Dynamics External Fuel Limiting Speed Reference Bias
Actuator Output Torque Fuel Limiting
Start Fuel Limiting
Maximum Fuel Limiting
Speed Control
The primary job of the 721 control is to control the engine speed. The 721 control
compares the engine speed to the speed reference and then adjusts the actuator
output to maintain a zero error between the engine speed and the speed reference.
This is done with a PID (Proportional, Integral, Derivative) controller. There are
several tunable variables (dynamics) available so the 721 control can be tuned for
optimal performance over a wide range of engine operating conditions.
Speed Sensing
The speed sensors provide the feedback for the speed control PID. The 721 control
has two speed sensor inputs that allow the application to sense engine speed in one
of three ways: single speed sensing input, redundant speed sensing, and torsional
filtering for flexible coupling speed sensing.
An adjustable low pass filter is used block high frequency signals like firing
torsionals. SPEED FILTER Hz (*DYNAMICS* and *ALT DYNAMICS*) is the
roll-off frequency set point. The low pass filter is used to filter out firing torsionals
on both speed signal inputs regardless of the speed sensing mode. The proper roll-
off frequency setting can be found using the following formula:
Camshaft Frequency = Engine rpm / 60 [for 2-cycle engines]
OR Camshaft Frequency = Engine rpm / 120 [for 4-cycle engines]
Roll-off Frequency = (Camshaft Frequency) * (# of engine cylinders)

Figure 4-1. Speed Sensor Roll-off Filter
Figure 4-2. Speed Sensor and Software Reset

For single speed sensing, we recommend that speed sensor inputs #1 and #2 be
jumpered together (terminals 17 to 19 and terminals 18 to 20), and use redundant
speed sensing.
If both speed sensing inputs are used, the speed sensing mode will be either
redundant speed sensing or torsional filtering, depending on the status of the
ENBL TORSIONAL(-ENG/ACT-). If ENBL TORSIONAL is false, the torsional
filtering is disabled and the redundant speed sensing is active. Redundant speed
sensing uses the higher of the two speed signals (high-signal select) as the sensed
engine speed. If ENBL TORSIONAL is true, the torsional filtering is enabled and
the redundant speed sensing is the back-up mode should one of the speed sensors
fails. For torsional filtering, speed sensor #1 must be installed on the engine speed
sensing gear, and speed sensor #2 must be installed on the opposite side of the
flexible coupling. Both speed sensors must be installed on shafts rotating at the
same speed for either dual speed sensing mode. The torsional filter factor value,
INERTIA FACTOR (*DYNAMICS* or *ALT DYNAMICS*) should be set
according to the following formula:
Inertia Factor = Engine Rotating Inertia / Engine plus Load Rotating Inertia
OR
Inertia Factor = Rotating Inertia on Engine Side of Coupling / Total Inertia
All of the speed signal configurations are located in the -ENG/ACT- configure
menu. GEAR TEETH SS1 (-ENG/ACT-) should be set to the number of gear
teeth on the gear where speed sensor #1 is installed. If the gear is not rotating at
the same speed as the crankshaft, the gear teeth must be adjusted accordingly. In
this case, set the gear teeth equal to the number of teeth that will pass the MPU in
one complete engine revolution.
Speed Signal (Hz) = Gear Teeth * Engine rpm / 60
MAX HERTZ SS1 (-ENG/ACT-) needs to be set above the maximum speed
signal in hertz that will ever be seen at speed signal #1. This value is typically set
to 1.2 times the rated speed frequency and should be higher than the overspeed trip
point of the separate overspeed shutdown device. The maximum frequency can be
calculated using the following formula:
Max Speed Signal (Hz) = 1.2 * (Gear Teeth * Rated Engine rpm / 60)
GEAR TEETH SS2 (-ENG/ACT-) should be set to the number of gear teeth on
gear where speed sensor #2 is installed. If the gear is not rotating at the same
speed as the crankshaft, the gear teeth must be adjusted accordingly. In this case,
set the gear teeth equal to the number of teeth that will pass the MPU in one
complete engine revolution. This gear must rotate at the same speed as the gear
used for speed sensor #1. MAX HERTZ SS2 (-ENG/ACT-) needs to be set above
the maximum speed signal in hertz that will ever be seen at speed signal #2. This
value is typically set to 1.2 times the rated speed frequency and should be higher
than the overspeed trip point of the separate overspeed shutdown device. The
maximum frequency can be calculated using the above formula.

If the speed signal input is not used, the respective configuration values do not
need to be set. For a single speed sensor, we recommend jumpering both speed
sensor input together. If the speed sensor inputs are jumpered, both sets of
configuration values must be set equal.
! WARNING
The MAX HERTZ SS# (-ENG/ACT-) is used by the control to set the
range and resolution of the speed sensor. To prevent possible
serious injury from an overspeeding engine, make sure the control is
properly programmed to the maximum frequency the control will see.
! WARNING
The number of gear teeth is used by the 721 control to convert the
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 the engine to
overspeed.
Should the engine speed sensor input fall below the failsafe speed, the 721 will
consider the speed sensor failed and shut down the actuator output. The failsafe
speed, FAILSAFE SPEED rpm (-ENG/ACT-), should be set lower than the
minimum cranking speed of the engine. A typical setting is between 50 rpm and
100 rpm. The speed sensors also have a failsafe voltage level. The 721 control
must have at least 1 Vrms MPU voltage to operate. An amplitude less than 1
Vrms is considered to be a failed speed signal and the 721 control will go to
minimum fuel.
The 721 control also monitors the engine speed for an overspeed condition. The
overspeed fault will latch if the engine speed is greater than 120% of the rated
speed setting for the fault delay time. Unlike the other faults, this fault is not reset
when the engine speed clears the failsafe speed. The overspeed can be reset only
by using the software reset, SOFTWARE RESET (*ALARMS*). The overspeed
fault is only an indication the engine speed has exceeded the 120% of rated speed
and will not shut down the engine.
! 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.

Speed Reference
The speed reference for the speed control PID is controlled by several factors
including: remote speed setting, companion speed setting, load sharing, and the
maneuver speed contact. The operation mode (clutching, de-clutching, etc.) of the
721 control determines which factor will bias the speed reference. The speed
reference rate of change is controlled to an adjustable rate.
The speed reference is determined by the remote speed setting input during single
engine operation. The remote input is set so 4 mA is the idle speed and 20 mA the
rated speed. This range is hard coded and cannot be changed. The speed reference
is proportional to the 4–20 mA signal. The idle, IDLE SPEED rpm
(-ENG/ACT-), and rated, RATED SPEED rpm (-ENG/ACT-) speed references
are the minimum and maximum speed references for the 721 control and must be
set the same on both units. The speed signals shared between the two 721 controls
use the idle and rated speeds for clutching, de-clutching, and load sharing and are
assumed to be the same between the units.
The maneuvering speed reference provides a fixed speed control mode regardless
of the remote speed setting input. The maneuvering speed can be used as an
emergency speed reference setting should the remote speed setting input fault. The
maneuver speed is activated by closing the maneuver contact (Discrete Input C).
The maneuver speed reference, MANEUVER SPEED rpm
(-ENG/ACT-), does not have to be the same in the 721 controls. The maneuver
speed will override the remote speed setting input, but it will not override the
companion speed setting in the slave 721 control.
The load bias signal from the load sharing lines is another input capable of
changing the speed reference. The load bias, LD ERROR rpm (*LS/CLUTCH*),
is determined by calculating the error between the load sharing line voltage
(system load) and the 721 control’s rack position (unit load). The 721 control
speed reference is biased until the load error is zero. The amount of bias is
proportional to the amount of load error.
The speed reference rate of change is also limited. The speed reference ramp rate,
REF RAMP rpm/sec (* SPD CONTROL *), is the maximum rate at which the
speed reference will be changed. The speed reference ramp rate is limited in both
acceleration and deceleration. The load sharing bias bypasses the ramp rate limiter
so load sharing response is not limited by the speed reference ramp rate.

Figure 4-3. Speed Reference
Dynamics
The speed control PID has several dynamics adjustments to assure optimal engine
response over widely varying operating conditions. The three basic dynamics
adjustments are: gain, reset, and actuator compensation. The reset, RESET sec
(*DYNAMICS*), and actuator compensation, ACT COMP sec (*DYNAMICS*),
remain fixed throughout the operating range of the engine. The gain, however, is
affected by engine speed and actuator output (load). The speed control gain is
separated into an idle gain, IDLE GAIN (*DYNAMICS*), and a rated gain,
RATED GAIN (*DYNAMICS*). The idle gain is the gain of the speed control at
the idle speed reference, and the rated gain is the gain of the speed control at the
rated speed reference. The speed control gain between idle and rated is linearized
between the two speeds (see Figure 4-4).

The maneuvering mode also has its own gain setting. Whenever the maneuvering
mode is selected, the idle and rated gain function is bypassed, and the maneuver
gain is used. The gain is the amplitude, or amount of fuel, of actuator response to
a speed error. The reset is the amount of time to return to zero speed error. The
actuator compensation compensates for the time lag in the fuel system. A complete
alternate set of dynamics is also available (see the *ALT DYNAMICS* service
menu). The alternate dynamics function the same way and are used for different
engine operation conditions (clutched and
de-clutched, hot and cold, etc.). The alternate dynamics are enabled by closing the
alternate dynamics contact (Discrete Input H).
NOTE
The maneuver gain is available only in version 3.10 and later. When
upgrading to version 3.10, the dynamics settings may need to be
altered slightly due to the differences in the internal gain calculations.
Beside the three dynamic adjustments listed above, there are two more dynamics
features that are functions of gain as well: gain slope and gain window. There is
an alternate set of these two features as well. The gain slope affects the speed
control gain as a function of actuator output (load) and the gain window as a
function of the speed error. The gain slope, GAIN SLOPE (*DYNAMICS*),
increases (or decreases) the speed control gain as the actuator output increases
above the gain break point. The gain break point, GAIN BKPT %
(*DYNAMICS*), is the point in the actuator output (load) where the gain starts to
be affected by the gain slope (see Figure 4-5). A gain slope of 0.0 disables the gain
slope function. The gain window multiplies the speed control gain by the gain ratio
when the speed error (engine speed – speed reference) is becoming greater than the
gain window (see Figure 4-6). A gain ratio of 1.0 disables the gain window
function. The initial dynamic adjustments should begin with the gain slope and
gain window disabled. Once the basic dynamics have been tuned for acceptable
steady state operation, the gain slope and gain window can be adjusted to improve
transient response.
The gain settings are also affected slightly by the clutch status of both units. When
both units are clutched together, the gain setting is automatically reduced. The
automatic gain reduction ensures stable operation when both units are clutched
together. The automatic gain reduction also allows the individual gain settings to
be increased for improved single engine operation.
NOTE
The automatic gain reduction is available only in versions 3.10 and
later. When upgrading to version 3.10, the gain settings may need to
be increased to maintain similar engine response.

Figure 4-4. Linear Gain Function
Figure 4-5. Gain Slope

Figure 4-6. Gain Window
Dynamic Adjustments
The objective of the dynamic adjustments is to obtain the optimum, stable engine
speed response from minimum speed/load to full speed and load. All adjustments
apply to both standard dynamics and alternate dynamics.
Do the following adjustments first for standard dynamics (alternate dynamics

contact open). Then repeat the adjustments for auxiliary dynamics (alternate
dynamics contact closed), if used.
1. Minimum Load Adjustment
Do this adjustment at the minimum speed and load conditions at which the engine
is operated. Speed must be set with the 4 to 20 mA Remote Speed Setting input.
Disable the Gain Ratio and Gain Slope by tuning the Gain Ratio to 1.0 and the
Gain Slope to 0.0 to begin the dynamic adjustments.
NOTE
Adjust the dynamics when the engine is at both idle and rated
speeds. Use the Idle Gain near idle speed and the Rated Gain near
rated speed. For versions 3.10 and later, use the Maneuver Gain
when the maneuvering mode (TB27) is selected.

Observe the movement of the actuator. If the activity of the actuator is excessive,
reduce the Gain set point slightly to get the actuator movement to an acceptable
level. Set the gain break point % to the Actuator % read in the *SPD CONTROL*
menu at low idle, for forward acting actuators. For reverse acting actuators,
subtract the Actuator Command from 100%.
If there is a slow periodic cycling of the engine speed above and below the speed
setting, there are two possible causes:
Gain is too high and Reset is too low. Reduce the Gain by 50% (i.e., if the Gain
was 0.02, reduce it to 0.01) and increase Reset slightly. Observe the movement of
the actuator. Continue to increase Reset until the movement is acceptable but not
excessive. A final value of Reset should be between 1.0 and 2.0 for most large
engines. If the Reset value exceeds 2.0, but this procedure continues to improve
performance, increase the Compensation set point 50% and repeat the procedure.
Gain is too low. If the preceding procedure does not improve the slow periodic
cycling of the engine speed, the control may be limiting cycling through the low
gain control region set by the Window Width set point. Increase the Gain set point
to minimize the cycling. If actuator movement becomes excessive, reduce the
Compensation set point until movement is acceptable. In some cases,
Compensation may be reduced to zero and only the Gain and Reset adjustments
used. This should be done only if necessary to eliminate excessive actuator
response to misfiring or other periodic disturbances. Reduce the Window Width
set point until the limit cycle amplitude is acceptable without excessive rapid
actuator movement.
2. Full Load Adjustment
Repeat these adjustments at the speed and load at which the engine is most often
operated.
NOTE
Adjust dynamics when the engine is at both idle and rated speeds.
Use the Idle Gain near idle speed and Rated Gain near rated speed.
If operation in this range is satisfactory, no further dynamic adjustments are

necessary. If during changes in speed or load, excessive speed errors occur,
increase the Gain Slope adjustment until engine performance is satisfactory. If
excessive actuator movement again occurs, do procedure 4, then repeat procedure
3. If the settling time after a speed or load change is too long, reduce the Reset set
point slightly and increase the Gain slightly. If slow-speed hunting occurs after a
load or speed change but decreases or stops in time, increase the Reset set point
slightly and reduce the Gain set point.

! WARNING
The use of negative Gain Slope should be considered carefully. Low
gain at high fuel levels will result in poor load rejection response or
possible overspeed. To prevent possible serious injury from an
overspeeding engine, the Max Fuel Lmt % (*FUEL LMT*) must be set
near the full load output current demand to prevent excessive
integrator windup and a subsequent low gain condition.
3. When speed and load changes occur, the control should switch automatically
to high gain to reduce the amplitude of the offspeeds. Reduce (or increase) the
Window Width set point to just greater than the magnitude of acceptable speed
error. A value of Gain Ratio too high will cause the control to hunt through the
low-gain region. This normally will occur only if the Window Width is too low. If
necessary to decrease the Window Width to control limit cycling (identified by the
engine speed slowly cycling from below to above the speed setting by the amount
of Window Width), the Gain Ratio may be reduced for more stable operation.
4. Verify that performance at all speed and load conditions is satisfactory and
repeat the above procedures if necessary.
5. While operating at full load, record the Actuator Output. Select the Max Fuel
Lmt % (*FUEL LMT*) set point. Set at approximately 10% over the full load
output if desired, otherwise leave at 100%.
We recommend you check the operation from both hot and cold starts to obtain the
optimum stability under all conditions.
NOTE
See Woodward Application Note 01304, Dynamic Adjustment
Procedure, 700-series Controls, for more information on the
dynamics tuning.
Actuator Output
The actuator output is the fuel command from the speed control PID. The amount
and rate of change of the actuator output is determined by the dynamics settings.
The actuator provides the muscle for the speed control. The actuator output can be
programmed for either forward or reverse output. Setting the REVERSE
ACTING (-ENG/ACT-) value to true makes the actuator output reverse acting.
Setting the value false makes the actuator output forward acting. In a forward
acting applications, the actuator output for minimum fuel is 0% actuator
command (0 mA). The actuator output for maximum fuel is 100% actuator
command (20 mA or 200 mA). In a reverse acting application, the actuator output
for minimum fuel is 100% actuator command (20 mA or 200 mA). The actuator
output for maximum fuel is 0% (0 mA).

Since the most likely actuator output failure mode (zero actuator current) will
cause the engine fuel rack to increase to maximum fuel for reverse acting
applications, a mechanical ballhead back up governor is required for these
applications. The mechanical ballhead back up is also available for forward acting
systems, but in these applications a manual override device must be used to
activate the mechanical governor.
Figure 4-7. Actuator Driver Output
For most 721 control troubleshooting, we recommend monitoring the actuator

voltage and not the current. Take extreme care when using a current meter in the
actuator wiring—if a lead falls off, an unexpected engine shutdown or overspeed
will occur. A volt meter is a safer tool for troubleshooting—an open lead will not
cause an unexpected shutdown or overspeed. In general, a Woodward Governor
actuator voltage will be approximately 0–7 Vdc.

Fuel Limiting
The second primary function of the 721 control is to provide fuel rack limiting to
protect the engine. The fuel rack limiting is done with a deadband controller. The
deadband controller, like the speed control PID, has dynamics (deadband window
and ramp rate) adjustments accessible to improve fuel limiter response. The fuel
rack position provides feedback to the 721 control via the 4–20 mA transducer (0–
100% fuel rack position). The deadband controller compares the lowest active fuel
limiter value to the actuator fuel rack position and ramps the actuator output
accordingly. If the rack position is lower than the set point, the actuator output is
increased. If the rack position is higher than the set point, the actuator output is
decreased. The fuel limiting uses the actual rack position and not the actuator
output. The rack position fuel limiting provides a more accurate and consistent
fuel limiting because the actuator terminal shaft to actuator output relationship can
drift over time as well as temperature.
All of the fuel rack limiters in the 721 control are connected to a low signal select
(LSS) bus. The lowest active fuel limiter input will be the output limit sent to the
fuel limit deadband controller as the fuel limit reference. Under some conditions,
the fuel limiters may interfere with each other.
NOTE
The fuel limiters are direct acting and require direct acting rack
position signal percent (Increasing fuel provides an increasing signal
in rack percentage). If the rack position sensor input is faulted, the
fuel limiters use the actuator low signal select bus calibration
(forward or direct acting) as a proportional approximation of rack
position.
Figure 4-8. Fuel Limit Diagram

Rack Position
The fuel rack limiting feedback signal for the deadband controller is the fuel rack
position. The 721 control uses the 4–20 mA rack position signal (Analog Input
#4) to accurately measure fuel rack position. The 4–20 mA input signal is scaled
so the 721 control will read the rack position in percent of full rack travel, not
actual millimeters. The rack position input is configurable for almost any range
within 4–20 mA (see Figure 4-9). For example, the rack transducer may read 8–
16 mA for 0–100% rack position where 0% is minimum fuel and 100% is
maximum fuel. The input signal can be direct or indirect acting, however the rack
position must be calibrated so the rack percent increases as the fuel rack increases
(minimum to maximum fuel position).
Figure 4-9 Rack Position Calibration
Although the rack position input is not optional, should the rack position signal
become faulted, the fuel rack limiting will automatically switch to the default
mode. In the default mode, the actuator low signal select output is used as the rack
position signal instead of the rack position input signal. The default actuator
settings should be calibrated so the actuator output is a close approximation of the
rack position. For example, 10% actuator output is minimum fuel (0% rack
position) and 90% actuator output is maximum fuel (100% rack position) (see
Figure 4-10). The default rack position mode assumes the actuator output is
proportional to engine load. If a non-linear linkage is used, the default rack
position mode will not accurately limit the fuel rack position.

Figure 4-10. Default Actuator Calibration
Dynamics
The fuel rack limit deadband controller has two adjustable dynamic values. These
values allow the deadband controller to optimally limit fuel rack position for a
given application. The deadband ramp rate, FL RAMP %/SEC (*TORQ FUEL
LMT* and *EXT FUEL LMT*) in percent actuator per second, is used to control
how fast the actuator output is ramped up or down to correct for a near-zero fuel
rack error (difference between the fuel rack and the active fuel rack limiter). A
ramp rate that is too fast will cause the actuator to oscillate around active fuel
rack limit, and a ramp rate that is too slow will cause sluggish response and
excessive transient overshoots prior to fuel limit control. The other value is the
deadband window, FL DB WIN % (*TORQ FUEL LMT* and *EXT FUEL
LMT*), in ± rack position percent. The deadband window is the error (near zero
fuel rack error) between the fuel rack and the active fuel rack that the deadband
controller will attempt to control at. A window that is too small will cause actuator
output to oscillate around active fuel rack limit, and a window that is too large will
cause an inaccurate fuel rack limit that may be much higher or lower than desired.
These two dynamic variables can be found in either of the following menus,
*TORQ FUEL LMT* and *EXT FUEL LMT*, but only one set requires
adjustment.

External Fuel Limiting

The external fuel limit input (Analog Input #3) is a configurable 4–20 mA input
that allows the fuel rack to be limited by an external process, usually manifold
pressure (transient smoke) limiter, or a rough sea limiter. This is an optional input
and can be disabled in the configure header, ENBL EXT LMT (-SET
FUNCTION-). The external fuel limit is a tunable four point curve located in the
*EXT FUEL LMT* service menu. If the function is disabled, service headers
(*EXT FUEL LMT* and *EXT LMT CAL*) relating to the external fuel limit
will not appear on the hand held programmer.
The external fuel limit can be calibrated for any scale between 0 and 1000 units
for the 4–20 mA input. The calibrated units will be the displayed number in
service as well as the fuel limiter input (see Figure 4-11). The external fuel limit is
disabled during cranking until the speed control takes control of the actuator
output.
Figure 4-11. Figure 4-12.

External Fuel Limit Scaling External Fuel Limit Curve

Torque Fuel Limiting

The torque fuel limit is a fuel rack limit based on engine speed or engine speed
reference. There are five tunable points on the torque fuel limit curve located in the
*TORQ FUEL LMT* service header. The torque fuel limit input can either be set
for engine speed or the engine speed reference, TFL ON SPD REF (*TORQ
FUEL LMT*). Torque fuel limit on speed reference is usually recommended for
best stability. The torque fuel limit is an optional input that can be disabled in the
configure header. If the function is disabled, any service headers (*TORQ FUEL
LMT*) relating to the torque fuel limit will not appear on the hand held. The
torque fuel limit is disabled during engine cranking until the speed control takes
control of the actuator output.
Figure 4-13. Torque Fuel Limit

Start Fuel Limiting

The start fuel limit is a fuel rack limit that is used during cranking and start up.
The start fuel limit helps limit smoke and cylinder wash down during start up.
Once the engine speed clears the failsafe speed set point, the start fuel limit will go
to the ‘A’ start fuel limit level, SFL A % (*START FUEL LMT*). The start fuel
will remain at that point until the engine speed reaches the start fuel limit ‘B’
speed set point, SELECT SFL B rpm (*START FUEL LMT*). When the engine
speed exceeds the ‘B’ speed set point, the start fuel limit will jump to the ‘B’ start
fuel level, SFL B % (*START FUEL LMT*). The start fuel limit will remain at
that point until speed control takes control of the actuator output.
Figure 4-14. Start Fuel Limit
Maximum Fuel Limiting

The maximum fuel limit is an absolute electronic rack stop that is active as a final
high fuel limit at all times. This is the maximum fuel rack position the 721 control
will allow under any conditions and can be used to set the maximum engine
horsepower rating. It can also be used as a troubleshooting tool to block the fuel
rack during unstable conditions.

Load Sharing
The third primary function of the 721 control is to load share equally between two
engines tied together mechanically through a common gear box. The load sharing
is done mechanically. The 721 controls communicate their loads over the load
sharing lines and try to maintain equal fuel rack positions between the two
engines. The 721 control compares the signal on the load sharing lines to its load
(fuel rack position) and then biases its speed reference so the load sharing line
signal and its load are equal.
Load Sharing Lines

The load sharing lines provide the communications link for the 721 control loads.
The signal on the load sharing lines is an analog voltage from 0–3 Vdc (no load to
full load) based on fuel rack position. The voltage signal is proportional to the
total load on both units. The 721 control is capable of biasing the load sharing
lines as well as reading the voltage signal on the load sharing lines. An internal
relay isolates the 721 control from the load sharing lines until the unit is ready to
begin load sharing. This is done shortly after a clutching operation begins. After
the engine speeds are matched (synchronized), the clutch is closed. The 721
control then begins to soft load the oncoming engine until its load is equal to the
load signal on the load sharing lines. Once the loads of the engines have been
balanced, the internal load sharing relay is closed and the 721 control is in load
sharing mode. In load sharing mode, both 721 controls will share load as one unit
using the master 721 control’s speed reference. There are no load sharing line
calibrations available to the customer (unlike the 9906-120 application software).
The calibrations for the load sharing lines are set at the factory and should not
require any field adjustments. Contact your local authorized Woodward
Distributor or Woodward Governor/Engine Controls.
Fuel Rack Position

The 721 control load sharing method is based on fuel rack position. The 721
control uses the rack position signal as the engine load and biases the load sharing
lines based on the rack position signal. It is assumed the fuel rack position is
proportional to engine load and each engine has the same load at a given fuel rack
position. Therefore, the load sharing can only be as accurate as the engine’s fuel
rack calibrations. It is important to have as linear a relationship as possible
between the fuel rack transducer output and the actual engine output (power). The
engine’s fuel rack (or pump) calibrations must be matched closely. The rack
position calibration can be used to compensate for small differences between
engines.

For troubleshooting in single unit operation (one engine clutched), the voltage on
the load sharing lines will be proportional to the fuel rack position. At 0% fuel
rack position, the load sharing line voltage will be 0 ± 0.1 Vdc, and at 100% fuel
rack position, the load sharing voltage will be 3.0 ± 0.1 Vdc. If the voltage on the
load sharing lines does not match the given fuel rack position, verify the following:
1) The load sharing relay must be closed (*LS/CLUTCH* service header). 2)
Determine if the 721 control is in actual fuel rack position or the default fuel rack
mode. In either case, the fuel rack or default fuel rack must be properly calibrated
(*LS/CLUTCH* service header).
Speed Reference Bias

When two isochronous speed controlled engines are coupled together, the actuator
output of the speed control will diverge if not in the load sharing mode with proper
load sharing line connections. The speed of the system would be the average of the
two engine speeds coupled together. Because the two engine speed references can
never be exactly the same, the speed controls will integrate to maximum fuel or
minimum full depending on speed reference settings. Eventually one unit will take
on 100% load and motor the other unit.
The 721 controls are isochronous speed controls. However, during load sharing
mode, the 721 controls will bias their speed reference based on the load error
between the 721 controls much like a droop speed control. The two 721 controls
share their speed reference with the other (companion speed reference) so they
share an “equal” speed reference (master speed reference). Both units will bias
their respective speed references until the loads are balanced and the average speed
of both engines is at the master 721 control’s speed reference. This way the
engines will share load proportionally (base of fuel rack position), and the speed of
the system will remain at the desired speed reference (master 721 control). The
two engines will then behave as one.
The companion speed reference is an important calibration in the load sharing

scheme. A small error (±5 rpm) in the companion speed reference signal can cause
a large load sharing imbalance (±5% rack). The companion speed reference input
should be calibrated so it is within ±1 rpm of the other 721 control’s speed. The
companion speed reference gain and offset adjustments are located in the *LOAD*
service header.

Chapter 5
Service and Configure Menus
Introduction
Due to the variety of installations, plus system and component tolerances, the 721
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.
! 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 721 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 terminal can
be connected or disconnected at any time without affecting control operation.
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 721 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.

NOTE
This manual makes several references to specific menu items or
listings for adjustments or monitoring. Generally, the menu listings
are written in capital letters followed by the service or configure
header in parentheses. For example, ENGINE SPEED rpm (*SPD
CONTROL*) is the engine speed menu item located in the speed
control service menu. All service headers are denoted by asterisks
(*), and all configure headers are denoted by dashes (–).
Configure Menus
To access the Configure menus, the engine must be shut down. Press the “.” key.
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 “Arrow Left” and “Arrow Right”
keys. To move through the set points within a menu, use the “Arrow Up” and
“Arrow Down” 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, and the control will automatically
reboot itself.
NOTE
Some service menu items were added or adjustment ranges modified
in version 3.10. The affected service items will be noted in the
descriptions, including comments regarding adjustments when
upgrading.
Service Menus
To access the Service menus press the “Arrow Down” key from the master screen.
To move between menus, and to move through set points 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.

Adjusting Set Points

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 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.
To obtain an exact value, press the “=“ key. Key in the required figure and press
ENTER.
NOTE
This may only be done if the figure is within 10% of the existing value.
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 5-1):
(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 721 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.
Figure 5-1. Hand Held Programmer Functions

Under the service and configure menus are the headers. Configure headers are
denoted by comments surrounded by dashes, -_______ -. Service headers are
denoted by comments surrounded by asterisks, * ________ * (Figure 5-2). Some
of the service and configure headers are password protected. The password in the
* SPD CONTROL * service header must be set correctly before the password-
protected headers will appear on the hand held. There is one password for all of
the protected headers. Some of the service headers are displayed only if their
function is enabled during configuration. The -ENG/ACT- configure header will
be displayed only if the password is set, the 721 is in stop mode (TB25 closed),
and the engine speed is less than the failsafe speed.
! CAUTION
Any values that are adjusted or tuned must be saved prior to
removing power to the 721 control, otherwise they will revert back to
their original settings. Saving is done by pressing the “SAVE” key on
the hand held programmer.
Figure 5-2. Service and Configure Headers

When the hand held programmer is not being used for extended periods, it is
recommended that it be disconnected from the 721 control. The hand held
programmer may provide an easier path for radio and other EMI signals to enter
the 721 control and cause undesirable conditions. By removing the hand held
programmer, undesirable, accidental, or tampered variable changes are avoided.
There are several major differences between the 9907-210/-211 and 9906-120
configure and service menus that should be noted. The 9907-210/-211 contain the
same menu items plus some new items, however they have been reordered and
regrouped for more user-friendly operation. Some of the service menus in the
9907-210/-211 will not be displayed unless the respective function is enabled.
NOTE
Any value on the hand held programmer displayed with an asterisk (*)
is tunable or adjustable. These values can be modified by the user to
match the system configuration (such as engine loading rate). If the
value does not have an asterisk (*), it is not tunable or adjustable and
can only be used for monitoring or troubleshooting (such as engine
speed). The asterisk (*) is also shown next the value in the following
menu descriptions and tables to denote tunable or adjustable menu
items.
Configure Menus
! WARNING
All settings in the -ENG/ACT- configure header are critical engine
operating parameters. Incorrectly set values could result in engine
overspeed or damage.
! WARNING
When accessing the configuration menus, the 721 control will
activate an I/O lock on the hardware output connections. All outputs
will be turned off (zero current/volts, extinguished LEDs) or
de-energized (open contacts). Do not attempt to run the engine when
a configure menu is active.
-ENG/ACT- (Password) (Stop Mode)

GEAR TEETH SS 1 (*1–500 Teeth) This is the number of teeth or holes on the
speed sensing gear for speed sensor #1. If the speed sensing gear is not rotating at
the same speed as the crankshaft, this is the number of gear teeth that will pass the
speed sensor in one complete engine revolution.

GEAR TEETH SS 2 (*1–500 Teeth) This is the number of teeth or holes on the
speed sensing gear for speed sensor #2. If the speed sensing gear is not rotating at
the same speed as the crankshaft, this is the number of gear teeth that will pass the
speed sensor in one complete engine revolution.
MAX HERTZ SS 1 (*100–12 000 Hz) This is the maximum frequency seen by
the speed sensing input #1. This value should be set at least 1.2 times the rated
speed frequency for the engine.
MAX HERTZ SS 2 (*100–12 000 Hz) This is the maximum frequency seen by
the speed sensing input #2. This value should be set at least 1.2 times the rated
speed frequency for the engine.
ENBL TORSIONAL (*T/F) Set this value true to enable the flexible torsional
coupling filter function using two MPUs around a flexible coupling. Setting the
value false will enable the redundant speed sensing mode.
REVERSE ACTING (*T/F) Set this value false for forward (direct) acting
actuators and true for reverse (indirect) acting actuators.
FAILSAFE SPEED rpm (*0–1000 rpm) Set this value to the failsafe speed of the
engine. The failsafe speed should be lower than the minimum cranking speed of
the engine but high enough for a clean MPU voltage of 1 Vrms or greater.
IDLE SPEED rpm (*0–2000 rpm) Set this value to the no load, idle speed of the
engine.
MANEUVER SPEED rpm (*0–2000 rpm) Set this value to the desired
maneuvering speed for the engines or shaft generator.
RATED SPEED rpm (*0–2000 rpm) Set this value to the no load, rated speed of
the engine.
-SET FUNCTION-
PORT ENGINE (*T/F) Set this value true if this is the 721 control for the port
engine. Set this value false is this is the 721 control for the starboard engine.
ENBL EXT LMT (*T/F) Set this value true to enable the external fuel limiter. If
this value is false the external fuel limit will be disabled and all related service
headers will not be displayed.
ENBL TORQ FUEL LMT (*T/F) Set this value true to enable the torque fuel
limiter. If this value is false, the torque fuel limit will be disabled and all related
service headers will not be displayed.
RLY 2 MINOR ALARM (*T/F) Set this value true to configure the Relay
Output #2 for minor alarm operation. Setting this value false will configure the
Relay Output #2 for an indication that the actuator output is at maximum (100%).

Service Menus
The following display menus can be used for monitoring and troubleshooting.
*SPD CONTROL*
ENGINE SPEED rpm (0–2000 rpm) This is the sensed engine speed after the
flexible coupling and firing torsional filters.
SPEED REF rpm (0–2000 rpm) This is the actual engine speed reference.
REMOTE SPD rpm (0–2000 rpm) This is the remote speed setting from Analog
Input #1.
COMPANION SPD rpm (0–2000 rpm) This the companion speed setting from
Analog Input #2.
REF BEFORE LD BIAS (0–2000 rpm) This is the engine speed reference before
the load sharing bias.
REF RAMP rpm/sec (*1–1000 rpm/sec) This is the maximum speed reference
ramp rate or rate of change the 721 control will allow (acceleration or
deceleration).
ACTUATOR COMMAND % (0–100%) This is the actuator output command
percentage to the actuator. This value is the output of the final driver and may be
forward (direct) or reverse (indirect) acting. The percent is proportional to the
actuator current (0–200mA or 0–20mA)
RACK POSITION % (0–100%) This is the engine’s fuel rack position from
Analog Input #4.
EXTERNAL LMT (0–1000 units) This is the external fuel limit value from
Analog Input #3. This is the scaled external input and will be displayed in the
scaled units.
PASSWORD (*0–1000) Set this value to match the password to enable all
passworded headers.
*FUEL LMT*
EXTERNAL LMT % (0–100%) This value is the external fuel rack percent limit.
If the external fuel limit is disabled the value will be 999%.
TORQUE LMT % (0–100%) This value is the torque fuel rack percent limit. If
the torque fuel limit is disabled the value will be 999%.
START FUEL LMT % (0–100%) This value is the start fuel rack percent limit.
Once the start fuel limit has been cleared, the value will read 999%.
MAX FUEL LMT % (*0–100%) This value is the maximum fuel rack percent
limit.
*ALARMS*
MAJOR ALARM (T/F) This is the major alarm indicator. True indicates the
major alarm is active and false indicates that there is no major alarm. (True =
Open contacts, False = Closed contacts)
MINOR ALARM (T/F) This is the minor alarm indicator. True indicates at least
one minor alarm is active, or latched, and false indicates there is no minor alarms.
(True = Closed contacts, False = Open contacts)
SPD SENSOR 1 FLT (T/F) This value is true if the speed sensor #1 is less than
the failsafe speed or exceeded 1.2 times the rated speed (overspeed).

SPD SENSOR 2 FLT (T/F) This value is true if the speed sensor #2 is less than
the failsafe speed or exceeded 1.2 times the rated speed (overspeed).
OVER SPEED FLT (T/F) This value is true if either speed sensor #1 or #2 has
exceeded the overspeed set point for the fault delay time. This fault can be reset
only with the software reset variable in this service header.
REMOTE SPD FLT (T/F) This value is true if the remote speed setting input
(Analog Input #1) has been less than 2.0 mA or greater than 22.0 mA for the fault
delay time.
COMPANION SPD FLT (T/F) This value is true if the companion speed setting
input (Analog Input #2) has been less than 2.0 mA or greater than 22.0 mA for the
fault delay time.
EXT LMT FLT (T/F) This value is true if the external fuel limit input (Analog
Input #3) has been less than 2.0 mA or greater than 22.0 mA for the fault delay
time.
RACK SENSOR FLT (T/F) This value is true if the fuel rack position has been
less than –10% or greater than 110% for the fault delay time.
FUEL LMT EXCEEDED (T/F) This value is true if the fuel rack position has
exceed 110% of the active fuel limiter for the fault delay time.
PID AT ZERO FLT (T/F) This value is true if the speed control PID has been at
0% command for the PID at zero time delay (engine not responding to a decrease
fuel command).
MODE SWITCH FLT (T/F) This value is true if the actuator mode contact
(Discrete Input G) has been closed for the fault delay time (backup mechanical
governor has taken control due to one several possible problems).
SPD REFERENCE FLT (T/F) This value is true if the engine speed has fallen
below half of the engine speed reference for 5.0 seconds and the 721 control is in
RUN mode (Input A open).
FAULT DELAY sec (*0.25–4.0 sec) Set this value to the desire fault delay time.
The fault delay time is the amount of time required for a fault to become latched.
This prevents intermittent problems from triggering a minor alarm.
PID AT 0 TIME sec (*1.0–60.0 sec) Set this value to the desired speed control
PID at zero output time. The speed control must be below the PID at zero level for
this amount of time before this fault becomes latched.
PID AT 0 LEVEL (*0.0–100 %) Set this value to the desired speed control PID
at zero output level. This is the speed control PID level (actuator LSS) that will
cause the PID at zero fault to activate.
SOFTWARE RESET (*T/F) Toggle this value from false to true to reset all
inactive faults.
*LS/CLUTCH*
LD SHARE RELAY (T/F) This value is true if the 721 control’s internal load
sharing relay is closed (Load Sharing Mode). False indicates the relay is open (Not
Load Sharing Mode).
LD ERROR rpm (–50–50 rpm) This value is the load error in rpm from the load
sharing section of the 721 control. This is the bias signal to the speed control to
correct the load imbalance. During balanced load sharing this number should be at
or near zero rpm.

RACK POSITION % (0–100%) This value is the engine’s fuel rack position
(Analog Input #4).
USING DFLT RACK POS (T/F) This value is true if the 721 control is using the
default rack position (actuator output) instead of the actual fuel rack position
because the fuel rack position input signal is faulted.
DFLT RACK POS % (0–100%) This is the default fuel rack position based on
actuator output.
UNLD RACK LEVEL % (0–100%) This is the fuel rack position used as the
unload engine level. This is the fuel rack setting when the clutch was last closed
and this will be the point when the de-clutch command is issued when unloading.
CLUTCH CLOSURE CMD (T/F) This value is true if the Relay Output #3 is
closed (clutch closure command). The value is false if the relay is open
(de-clutch command).
DECLUTCH CMD (T/F) This value is true if the de-clutch command is initiated
by a normal de-clutch command (Discrete Input B closed). This value is false if
there is not de-clutch command.
*DYNAMICS*
IDLE GAIN (*0.01–500.0) Set this value for the optimal speed control gain
setting when the speed reference is at the idle speed reference.
RATED GAIN (*0.01–500.0) Set this value for the optimal speed control gain
setting when the speed reference is at the rated speed reference.
RESET sec (*0.01–50.0 sec) Set this value for the optimal speed control reset
over the entire speed range.
ACT COMP sec (*0.01–50.0 sec) Set this value for the optimal speed control
actuator compensation over the entire speed range. Typically set at 20–25% of the
reset.
WIN WIDTH rpm (*0.1–200 rpm) Set this value for the desired speed error
window (±) width.
GAIN RATIO (*0.1–50.0) Set this value to the desired gain ratio multiplier when
the speed error is outside of the window width.
GAIN BKPT % (*0–100%) Set this value for the desired gain break point
(Actuator Output %) for the gain slope.
GAIN SLOPE (*–50.0–50.0) Set this value for the desired gain slope beyond the
gain break point.
INERTIA FACTOR (*0.0–1.0) Set this value to the inertia factor found by using
the formula in Chapter 4. This is the setting for the flexible coupling torsional
filter. This is the same variable found in the *ALT DYNAMICS* service header.
SPEED FILTER Hz (*0.1–100 Hz) Set this value to the cutoff frequency found
by using the formula in Chapter 4. This is the roll-off frequency for the firing
torsional filter. This is the same variable found in the *ALT DYNAMICS* service
header.

NOTE
The MANEUVER GAIN service item is available only in version 3.10
and later. The manuever gain overrides the IDLE GAIN, ALT IDLE
GAIN, RATED GAIN, and ALT RATED GAIN. When upgrading to
version 3.10, set the MANEUVER GAIN equal to the rated gain setting
(standard or alternate), go to Start, and adjust the value from there.
MANEUVER GAIN (*0.01–500.0) Set this value for the optimal speed control
gain setting when the maneuvering mode is selected.
*ALT DYNAMICS*
ALT IDLE GAIN (*0.01–500.0) Set this value for the optimal speed control gain
setting when the speed reference is at the idle speed reference and the alternate
dynamics contact (Discrete Input H) is closed.
ALT RATED GAIN (*0.01–500.0) Set this value for the optimal speed control
gain setting when the speed reference is at the rated speed reference and the
alternate dynamics contact (Discrete Input H) is closed.
ALT RESET sec (*0.01–50.0 sec) Set this value for the optimal speed control
reset over the entire speed range and the alternate dynamics contact (Discrete
Input H) is closed.
ALT ACT COMP sec (*0.01–50.0 sec) Set this value for the optimal speed
control actuator compensation over the entire speed range and the alternate
dynamics contact (Discrete Input H) is closed.
ALT WIN WIDTH rpm (*0.1–200 rpm) Set this value for the desired speed error
window width and the alternate dynamics contact (Discrete Input H) is closed.
ALT GAIN RATIO (*0.1–50.0) Set this value to the desired gain ratio multiplier
when the speed error is outside of the window width and the alternate dynamics
contact (Discrete Input H) is closed.
ALT GAIN BKPT % (*0–100%) Set this value for the desired gain break point
(Actuator Output %) for the gain slope and the alternate dynamics contact
(Discrete Input H) is closed.
ALT GAIN SLOPE (*–50.0–50.0) Set this value for the desired gain slope
beyond the gain break point and the alternate dynamics contact (Discrete Input H)
is closed.
INERTIA FACTOR (*0.0–1.0) Set this value to the inertia factor found by using
the formula in Chapter 4. This is the setting for the flexible coupling torsional
filter. This is the same variable found in the *DYNAMICS* service header.
SPEED FILTER Hz (*0.1–100 Hz) Set this value to the cutoff frequency found
by using the formula in Chapter 4. This the roll off frequency for the firing
torsional filter. This is the same variable found in the *DYNAMICS* service
header.

*CONTROL MODE*
SPEED IN CTRL (T/F) This value is true if the speed control is in control of the
actuator output.
ACT SD IN CTRL (T/F) This value is true if the actuator shutdown command is
in control of the actuator output.
MAX LMT IN CTRL (T/F) This value is true if the maximum fuel limiter is in
TORQ LMT IN CTRL (T/F) This value is true if the torque fuel limiter is in
EXT LMT IN CTRL (T/F) This value is true if the external fuel limiter is in
START LMT IN CTRL (T/F) This value is true if the start fuel limiter is in
*SYNCHRONIZER*
SYN CHK WIN rpm (*0.1–100.0 rpm) Set this value to the desired speed
synchronizer window. The engine speeds must be within this window (± rpm)
before a clutch closure command will be issued.
SYN CHK DLY sec (*0.1–120.0 sec) Set this value to the desired speed
synchronizer delay time. The engine speeds must be synchronized for this amount
of time before a clutch closure command can be issued.
IDLE CHK WIN rpm (*0.1–100.0 rpm) Set this value to the desired idle speed
check window size (± rpm). The first engine to clutch must be at the idle speed ±
this window before a clutch closure command can be issued.
IDLE CHK DLY sec (*0.1–120.0 sec) Set this value to the desired idle speed
check delay time. The first engine to clutch must be within the idle check window
for this amount of time before a clutch closure command will be insured.
*LOAD*
LOAD RATE %/sec (*0.01–100.0 %/sec) Set this value to the desired engine
load rate in percent rack position per second.
UNLOAD RATE %/sec (*0.01–100.0 %/sec) Set this value to the desired engine
unload rate in percent rack position per second.
0 LOAD DB WIN % (*0.1–100.0 %) Set this value to the desired zero load
deadband window in percent rack position. The companion rack must be this close
to the master rack before the load sharing relay is closed and isochronous load
sharing is enabled.

NOTE
The COMP SPD GAIN and REMOTE SPD GAIN service items apply
only to versions prior to 3.10. For versions 3.10 and later, use the
COMP SPD SPAN and REMOTE SPD SPAN. Both service listings
perform the same function. The only difference is the range of the
adjustment. The GAIN items use a gain term of 1.00, and the SPAN
items are multiplied by 1000. The SPAN items allow for greater
resolution and easier adjustment. When upgrading to version 3.10,
simply multiply the GAIN value by 1000 and enter it as your new SPAN
value. COMP/REMOTE SPD GAIN and COMP/REMOTE SPD SPAN can
be used interchangably in the manual descriptions.
COMP SPD GAIN (*–10.0–10.0) Set this value to calibrate the range of the
companion speed reference input. The companion speed calibration is critical for
balanced load sharing.
OR
COMP SPD SPAN (*–1500.0–1500.0) Set this value to calibrate the range of the
companion speed reference input. The companion speed calibration is critical for
balanced load sharing. The nominal setting is 1000.
COMP SPD OFFSET (*–100.0–100.0) Set this value to calibrate the offset of
the companion speed reference input. The companion speed calibration is critical
for balanced load sharing.
REMOTE SPD GAIN (*–10.0–10.0) Set this value to calibrate the range of the
remote speed reference input.
OR
REMOTE SPD SPAN (*–1500.0–1500.0) Set this value to calibrate the range of
the remote speed reference input. The nominal setting is 1000.
REMOTE SPD OFFSET (*–100.0–100.0) Set this value to calibrate the offset of
the remote speed reference input.
*START FUEL LMT*

SFL A % (*0.0–100.0%) Set this value to the desired stage ‘A’ start fuel limit.
This is the rack position limit percent from the failsafe speed to the stage ‘B’
speed break point.
SFL B % (*0.0–100.0%) Set this value to the desired stage ‘B’ start fuel limit.
This is the rack position limit percent from the stage ‘B’ speed break point to
when the speed control takes control.
SELECT SFL B rpm (*0.0–2000.0 rpm) Set this value to the desired start fuel
limit speed break point. This is the speed where the start fuel limit stage ‘A’ stops
and stage ‘B’ takes over.
*TORQ FUEL LMT* (Password) (If Enabled)

TFL ON SPD REF (*T/F) Set this value true to use the engine speed reference as
the torque limit reference. Set the value false to use the engine speed as the torque
fuel reference.
TFL IN PT A rpm (*0–2000 rpm) This value is the torque fuel limit speed input
for point A.
TFL LMT PT A % (*0–100%) This value is the torque fuel limit in percent rack
for point A.

TFL IN PT B rpm (*0–2000 rpm) This value is the torque fuel limit speed input
for point B.
TFL LMT PT B % (*0–100%) This value is the torque fuel limit in percent rack
for point B.
TFL IN PT C rpm (*0–2000 rpm) This value is the torque fuel limit speed input
for point C.
TFL LMT PT C % (*0–100%) This value is the torque fuel limit in percent rack
for point C.
TFL IN PT D rpm (*0–2000 rpm) This value is the torque fuel limit speed input
for point D.
TFL LMT PT D % (*0–100%) This value is the torque fuel limit in percent rack
for point D.
TFL IN PT E rpm (*0–2000 rpm) This value is the torque fuel limit speed input
for point E.
TFL LMT PT E % (*0–100%) This value is the torque fuel limit in percent rack
for point E.
FL DB WIN % (*0.1–20.0 %) Set this value to the desired fuel limit deadband
controller window size (± percent rack). This is the same variable as FL DB WIN
% in *EXT FUEL LMT*.
FL RAMP %/sec (*0.1–500.0 %/sec) Set this value to the desired fuel limit
deadband controller ramp rate in percent rack per second. This is the same
variable as FL RAMP %/sec in *EXT FUEL LMT*.
*EXT FUEL LMT* (Password) (If Enabled)

EXT LMT IN PT A (*0.0–1000.0) This value is the external limit input for point
A.
RACK LMT PT A % (*0–100%) This value is the external fuel limit for point A.
EXT LMT IN PT B (*0.0–1000.0) This value is the external limit input for point
B.
RACK LMT PT B % (*0–100%) This value is the external fuel limit for point B.
EXT LMT IN PT C (*0.0–1000.0) This value is the external limit input for point
C.
RACK LMT PT C % (*0–100%) This value is the external fuel limit for point C.
EXT LMT IN PT D (*0.0–1000.0) This value is the external limit input for point
D.
RACK LMT PT D % (*0–100%) This value is the external fuel limit for point D.
FL DB WIN % (*0.1–20.0 %) Set this value to the desired fuel limit deadband
controller window size (± percent rack). This is the same variable as FL DB WIN
% in *TORQ FUEL LMT*.
FL RAMP %/sec (*0.1–500.0 %/sec) Set this value to the desired fuel limit
deadband controller ramp rate in percent rack per second. This is the same
variable as FL RAMP %/sec in *TORQ FUEL LMT*.

*EXT LMT CAL* (Password) (If Enabled)

EXT LMT IN PT A mA (*0.0–24.0 mA) Set this value for the external fuel limit
input signal at point A.
EXT LMT CAL PT A (*0.0–1000.0 units) Set this value for the units for the
external fuel limit input at point A.
EXT LMT IN PT B mA (*0.0–24.0 mA) Set this value for the external fuel limit
input signal at point B.
EXT LMT CAL PT B (*0.0–1000.0 units) Set this value for the units for the
external fuel limit input at point B.
*ACT CAL* (Password)

ACT LSS % (0–100%) This value is the actuator low signal select (LSS) bus,
and is the value used as a default rack position if the rack sensor input is faulted.
This is the actuator command that goes to the final driver (forward or reverse
acting) and is always direct (forward) acting.
ACT PT A % (*–10–110%) Set this value to the actuator LSS % output at point
A.
RACK PT A % (*–10–110%) Set this value to the default rack position at point
A.
ACT PT B % (*–10–110%) Set this value to the actuator LSS % output at point
B.
RACK PT B % (*–10–110%) Set this value to the default rack position at point
B.
*RACK CAL* (Password)

RACK PT A mA (*0.0–22.0 mA) Set this value to the rack position transducer
input signal at point A.
RACK CAL PT A % (*–10–110%) Set this value to the rack position in percent
at point A.
RACK PT B mA (*0.0–22.0 mA) Set this value to the rack position transducer
input signal at point B.
RACK CAL PT B % (*–10–110%) Set this value to the rack position in percent
at point B.
NOTE
The rack output signal was made adjustable in versions 3.10 and
later. The RACK OUT GAIN and RACK OUT OFFSET are available only
in versions 3.10 and later. If the rack output was acceptable prior to
upgrading to version 3.10, leave the gain and offset values at their
defaults.
RACK OUT GAIN (*–10.0–10.0) Set this value to calibrate the rack output
signal at the maximum fuel rack position.
RACK OUT OFFSET (*–100.0–100.0) Set this value to calibrate the rack output
signal at the minimum fuel rack position.

*TACH CAL* (Password)

TACH OUT PT A rpm (*0–2000 rpm) Set this value to the engine speed in rpm
for the tachometer output at point A.
TACH OUT PT A mA (*2.0–22.0 mA) Set this value to the tachometer output
current at point A.
TACH OUT PT B rpm (*0–2000 rpm) Set this value to the engine speed in rpm
for the tachometer output at point B.
TACH OUT PT B mA (*2.0–22.0 mA) Set this value to the tachometer output
current at point B.
NOTE
For all discrete inputs, a true value indicates the contact input is
closed and a false indicates the contact input is open. For all discrete
outputs, a true value indicates the output is closed, energized, or
illuminated, and a false indicates the output is open, de-energized, or
not illuminated.
*DISCRETE I/O*
STOP (T/F) This value indicates the status of the run/stop contact (Discrete Input
A).
DECLUTCH (T/F) This value indicates the status of the de-clutch contact
(Discrete Input B).
MANEUVER (T/F) This value indicates the status of the maneuver speed contact
(Discrete Input C).
PORT CLUTCH (T/F) This value indicates the status of the port clutch status
contact (Discrete Input D).
STBD CLUTCH (T/F) This value indicates the status of the starboard clutch
status contact (Discrete Input E).
CLUTCH (T/F) This value indicates the status of the synchronize and clutch
contact (Discrete Input F).
ACT MODE (T/F) This value indicate the status of the actuator mode contact
(Discrete Input G).
ALT DYNAMICS (T/F) This value indicates the status of the alternate dynamics
contact (Discrete Input H).
SPD SEN 1 LED (T/F) This value indicates the status of the speed sensor 1 fault
LED.
SPD SEN 2 LED (T/F) This value indicates the status of the speed sensor 2 fault
LED.
RELAY 2 (T/F) This value indicates the status of the Relay Output #2 contacts.
*ANALOG I/O*
SPD SENSOR 1 rpm (0–2000 rpm) This value is the engine speed sensed by
Speed Sensor Input #1.
SPD SENSOR 2 rpm (0–2000 rpm) This value is the engine speed sensed by
Speed Sensor Input #2.
REMOTE SPD mA (0.0–24.0 mA) This value is the remote speed setting current
input (Analog Input #1).
COMPANION SPD mA (0.0–24.0 mA) This value is the companion speed
setting current input (Analog Input #2).

EXT LMT mA (0.0–24.0 mA) This value is the external fuel limit current input
(Analog Input #3).
RACK POSITION mA (0.0–24.0 mA) This value is the rack position transducer
current input (Analog Input #4).
LS LINES % (0–100%) This value is the percent of voltage sensed on the load
sharing lines at terminals 21 and 22. 0 Vdc is 0% (no load) and 3.0 Vdc is 100%
(full load).
LS SIGNAL % (–100–100%) This value is the percent of error voltage sensed
between the load sharing lines and the 721 control’s actual load. –3.0 Vdc is –
100% and 3.0 Vdc is +100%.
LD SIGNAL OUT % (0–100%) This value is the 721 control’s load signal
biasing the load sharing lines. 0% is no load and 100% is full load.
SPD OUTPUT mA (0.0–24.0 mA) This value is the speed output current signal
to the companion 721 control (Analog Output #1).
RACK OUTPUT mA (0.0–24.0 mA) This value is the rack position output
current signal (Analog Output #2).
TACH OUTPUT mA (0.0–24.0 mA) This value is the tachometer output current
signal (Analog Output #3).
Default Values
Port Unit Starboard Unit
Hardware P/N:
Hardware S/N:
Software P/N:
Date:
Vessel:
Configure Menu Default Values

Range Default Port Values Stbd Values
-ENG/ACT- (Password)(Stopped)
GEAR TEETH SS 1 *1–500 Teeth 255 _________ _________
GEAR TEETH SS 2 *1–500 Teeth 255 _________ _________
MAX HERTZ SS 1 *100–12000 Hz 5120 _________ _________
MAX HERTZ SS 2 *100–12000 Hz 5120 _________ _________
ENBL TORSIONAL *T/F False _________ _________
REVERSE ACTING *T/F True _________ _________
FAILSAFE SPEED rpm *0–1000 rpm 50 _________ _________
IDLE SPEED rpm *0–2000 rpm 350 _________ _________
MANEUVER SPEED rpm *0–2000 rpm 720 _________ _________
RATED SPEED rpm *0–2000 rpm 900 _________ _________
-SET FUNCTION-
PORT ENGINE *T/F False _________ _________
ENBL EXT LMT *T/F False _________ _________
ENBL TORQ FUEL LMT *T/F False _________ _________
RLY 2 MINOR ALARM *T/F True _________ _________

Service Menus Default Values

Range Default Port Values Stbd Values
*SPD CONTROL*
ENGINE SPEED rpm 0–2000 rpm N/A _________ _________
SPEED REF rpm 0–2000 rpm N/A _________ _________
REMOTE SPD rpm 0–2000 rpm N/A _________ _________
COMPANION SPD rpm 0–2000 rpm N/A _________ _________
REF BEFORE LD BIAS 0–2000 rpm N/A _________ _________
REF RAMP rpm/sec *1–1000 rpm/sec 16.0 _________ _________
ACTUATOR COMMAND % 0–100% N/A _________ _________
RACK POSITION % 0–100% N/A _________ _________
EXTERNAL LMT 0–1000 N/A _________ _________
PASSWORD *0–1000 1 _________ _________
*FUEL LMT*
EXTERNAL LMT % 0–100% N/A _________ _________
TORQUE LMT % 0–100% N/A _________ _________
START FUEL LMT % 0–100% N/A _________ _________
MAX FUEL LMT % *0–100% 100 _________ _________
*ALARMS*
MAJOR ALARM T/F N/A _________ _________
MINOR ALARM T/F N/A _________ _________
SPD SENSOR 1 FLT T/F N/A _________ _________
SPD SENSOR 2 FLT T/F N/A _________ _________
OVER SPEED FLT T/F N/A _________ _________
REMOTE SPD FLT T/F N/A _________ _________
COMPANION SPD FLT T/F N/A _________ _________
EXT LMT FLT T/F N/A _________ _________
RACK SENSOR FLT T/F N/A _________ _________
FUEL LMT EXCEEDED T/F N/A _________ _________
PID AT ZERO FLT T/F N/A _________ _________
MODE SWITCH FLT T/F N/A _________ _________
SPD REFERENCE FLT T/F N/A _________ _________
FAULT DELAY sec *0.25–4.0 sec 4.0 _________ _________
PID AT 0 TIME sec *1.0–60.0 sec 20 _________ _________
PID AT 0 LEVEL % *0.0–100 10.0 _________ _________
SOFTWARE RESET *T/F False _________ _________
*LS/CLUTCH*
LD SHARE RELAY T/F N/A _________ _________
–
LD ERROR rpm 50–50 rpm N/A _________ _________
RACK POSITION % 0–100% N/A _________ _________
USING DFLT RACK POS T/F N/A _________ _________
DFLT RACK POS % 0–100% N/A _________ _________
UNLD RACK LEVEL % 0–100% N/A _________ _________
CLUTCH CLOSURE CMD T/F N/A _________ _________
DECLUTCH CMD T/F N/A _________ _________
*DYNAMICS*
IDLE GAIN *0.01–500.0 4.0 _________ _________
RATED GAIN *0.01–500.0 6.0 _________ _________
RESET sec *0.01–50.0 sec 0.33 _________ _________
ACT COMP sec *0.01–50.0 sec 0.1 _________ _________
WIN WIDTH rpm *0.1–200 rpm 15.0 _________ _________
GAIN RATIO *0.1–50.0 2.0 _________ _________
GAIN BKPT % *0–100% 50 _________ _________

–
GAIN SLOPE * 50.0–50.0 1.5 _________ _________
INERTIA FACTOR *0.0–1.0 0.40 _________ _________
SPEED FILTER Hz *0.1–100 Hz 15.0 _________ _________
MANEUVER GAIN *0.1–500.0 8.0 _________ _________
*ALT DYNAMICS*
ALT IDLE GAIN *0.01–500.0 4.5 _________ _________
ALT RATED GAIN *0.01–500.0 6.0 _________ _________
ALT RESET sec *0.01–50.0 sec 0.22 _________ _________
ALT ACT COMP sec *0.01–50.0 sec 0.05 _________ _________
ALT WIN WIDTH rpm *0.1–200 rpm 20.0 _________ _________
ALT GAIN RATIO *0.1–50.0 2.0 _________ _________
ALT GAIN BKPT % *0–100% 50 _________ _________
–
ALT GAIN SLOPE * 50.0–50.0 0.0 _________ _________
INERTIA FACTOR *0.0–1.0 0.40 _________ _________
SPEED FILTER Hz *0.1–100 Hz 15.0 _________ _________
*CONTROL MODE*
SPEED IN CTRL T/F N/A _________ _________
ACT SD IN CTRL T/F N/A _________ _________
MAX LMT IN CTRL T/F N/A _________ _________
TORQ LMT IN CTRL T/F N/A _________ _________
EXT LMT IN CTRL T/F N/A _________ _________
START LMT IN CTRL T/F N/A _________ _________
*SYNCHRONIZER*
SYN CHK WIN rpm *0.1–100.0 rpm 5.0 _________ _________
SYN CHK DLY sec *0.1–120.0 sec 2.0 _________ _________
IDLE CHK WIN rpm *0.1–100.0 rpm 20 _________ _________
IDLE CHK DLY sec *0.1–120.0 sec 2.0 _________ _________
*LOAD*
LOAD RATE %/sec *0.01–100 %/sec 5.0 _________ _________
UNLOAD RATE %/sec *0.01–100 %/sec 25.0 _________ _________
0 LOAD DB WIN % *0.1–100% 5.0 _________ _________
COMP SPD SPAN *–1500–1500 1023 _________ _________
COMP SPD OFFSET *–100–100 0.0 _________ _________
REMOTE SPD SPAN *–1500–1500 1000 _________ _________
REMOTE SPD OFFSET *–100–100 0.0 _________ _________
*START FUEL LMT*

SFL A % *0.0–100.0% 45 _________ _________
SFL B % *0.0–100.0% 45 _________ _________
SELECT SFL B rpm *0.0–2000.0 rpm 300 _________ _________
*TORQ FUEL LMT* (Password) (If Enabled)

TFL ON SPD REF *T/F False _________ _________
TFL IN PT A rpm *0–2000 rpm 0.0 _________ _________
TFL LMT PT A % *0–100% 100 _________ _________
TFL IN PT B rpm *0–2000 rpm 300 _________ _________
TFL LMT PT B % *0–100% 100 _________ _________
TFL IN PT C rpm *0–2000 rpm 400 _________ _________
TFL LMT PT C % *0–100% 100 _________ _________
TFL IN PT D rpm *0–2000 rpm 800 _________ _________
TFL LMT PT D % *0–100% 100 _________ _________
TFL IN PT E rpm *0–2000 rpm 900 _________ _________
TFL LMT PT E % *0–100% 100 _________ _________
FL DB WIN % *0.1–20.0 % 5.0 _________ _________
FL RAMP %/sec *0.1–500.0 %/sec 40
*EXT FUEL LMT* (Password) (If Enabled)

EXT LMT IN PT A *0.0–1000.0 0.0 _________ _________
RACK LMT PT A % *0–100% 100 _________ _________
EXT LMT IN PT B *0.0–1000.0 138 _________ _________
RACK LMT PT B % *0–100% 100 _________ _________
EXT LMT IN PT C *0.0–1000.0 276 _________ _________
RACK LMT PT C % *0–100% 100 _________ _________
EXT LMT IN PT D *0.0–1000.0 414 _________ _________
RACK LMT PT D % *0–100% 100 _________ _________
FL DB WIN % *0.1–20.0 % 5.0 _________ _________
FL RAMP %/sec *0.1–500.0 %/sec 40 _________ _________
*EXT LMT CAL* (Password) (If Enabled)

EXT LMT IN PT A mA *0.0–24.0 mA 4.0 _________ _________
EXT LMT CAL PT A *0.0–1000.0 units 0.0 _________ _________
EXT LMT IN PT B mA *0.0–24.0 mA 20.0 _________ _________
EXT LMT CAL PT B *0.0–1000.0 units 414 _________ _________
*ACT CAL* (Password)

ACT LSS % 0–100% N/A _________ _________
ACT PT A % *–10–110% 0.0 _________ _________
RACK PT A % *–10–110% 0.0 _________ _________
ACT PT B % *–10–110% 100 _________ _________
RACK PT B % *–10–110% 100 _________ _________
*RACK CAL* (Password)

RACK PT A mA *0.0–22.0 mA 4.0 _________ _________
RACK CAL PT A % *–10–110% 0.0 _________ _________
RACK PT B mA *0.0-22.0 mA 20 _________ _________
RACK CAL PT B % *–10–110% 100 _________ _________
RACK OUT GAIN *–10–10 1.0 _________ _________
RACK OUT OFFSET *–100–100 0.0 _________ _________
*TACH CAL* (Password)

TACH OUT PT A rpm *0–2000 rpm 0.0 _________ _________
TACH OUT PT A mA *2.0–22.0 mA 4.10 _________ _________
TACH OUT PT B rpm *0–2000 rpm 1180 _________ _________
TACH OUT PT B mA *2.0–22.0 mA 20 _________ _________
*DISCRETE I/O*
STOP T/F N/A _________ _________
DECLUTCH T/F N/A _________ _________
MANEUVER T/F N/A _________ _________
PORT CLUTCH T/F N/A _________ _________
STBD CLUTCH T/F N/A _________ _________
CLUTCH T/F N/A _________ _________
ACT MODE T/F N/A _________ _________
ALT DYNAMICS T/F N/A _________ _________
SPD SEN 1 LED T/F N/A _________ _________
SPD SEN 2 LED T/F N/A _________ _________
RELAY 2 T/F N/A _________ _________
*ANALOG I/O*
SPD SENSOR 1 rpm 0–2000 rpm N/A _________ _________
SPD SENSOR 2 rpm 0–2000 rpm N/A _________ _________

REMOTE SPD mA 0.0–24.0 mA N/A _________ _________

COMPANION SPD mA 0.0–24.0 mA N/A _________ _________
EXT LMT mA 0.0–24.0 mA N/A _________ _________
RACK POSITION mA 0.0–24.0 mA N/A _________ _________
LS LINES % 0–100% N/A _________ _________
LS SIGNAL % –100–100% N/A _________ _________
LD SIGNAL OUT % 0–100% N/A _________ _________
SPD OUTPUT mA 0.0–24.0 mA N/A _________ _________
RACK OUTPUT mA 0.0–24.0 mA N/A _________ _________
TACH OUTPUT mA 0.0–24.0 mA N/A _________ _________


Chapter 6
Installation and Calibration
Introduction
Read through Chapter 6 entirely before proceeding with the I/O verification and
calibration.
For the hardware installation and wiring information, refer to the 721 Hardware
Manual, 02714. The hardware manual contains the specific installation
information including wire gauge and shielding requirements.
Do not run the engines during the following calibration except where noted.
Should any of the transducers, sensor, companion 721 control, or field devices
connected to the 721 control’s inputs be changed at a later time, the corresponding
input calibration needs to be checked and adjusted if necessary before returning
the engine to normal operation.
For ease of identification, the “Companion Control” or “Companion 721 Control”

refers to the other 721 control. If you are working on the port 721 control, the
starboard 721 control is the companion. If you are working on the starboard 721
control, the port 721 control is the companion.
The following calibration procedure uses the default hardware settings for the
analog I/O. Wherever 4–20 mA is mentioned, the appropriate signal can be
inserted. For example, if Analog Input #1 has been configured for 0–1 mA, then 0
mA can be used in place of 4 mA and 1 mA can be used in place of 20 mA. The
same applies if the milliamp jumper is removed for 1–5 Vdc input. 1 Vdc can be
used in place of 4 mA and 5 Vdc can be used in place of 20 mA. In the
*ANALOG I/O* service menu, the readouts on the hand held programmer will
always display 4–20 mA and cannot be changed. The other service headers should
read correctly after the calibration has been performed.
If the 721 control response or the hand held readout do not agree with the
information listed, stop and correct the problem before continuing with the next
step. For optional I/O that is not used in the application, the respective installation
and calibration can be skipped. Complete the I/O Verification before proceeding to
the I/O Calibration and running the engine.
Several of the service and configure menus used during the I/O verification and
I/O calibration are passworded and will not be displayed. It is wise to set the
password on both units prior to beginning, to simplify the process. Once the
calibration is completed the passwords can be cleared for normal monitoring and
operations.

Do NOT start the engine(s) at this point. Lock the engine(s) out so they will not
start or attempt to start during the I/O Verification.
I/O Verification
Apply 18–40 Vdc power supply (TB1 (+) and TB2 (–)) to the 721 control. After
approximately 10 seconds the green CPU LED should illuminate. Once the CPU
LED is illuminated, plug the hand held programmer into J1. The hand held
programmer will be used during the I/O verification and calibration.
NOTE
Discrete inputs and outputs are open, deactivated, or off when the
service indication is false. The discrete inputs and outputs are
closed, activated, or on when the service indication is true.
RUN/STOP Switch (Discrete Input A)

Place the Run/Stop switch in the stop position (closed). The STOP (*DISCRETE
I/O*) should be true. Place the Run/Stop switch in the run position (open). The
STOP should be false. Do not allow the engine to start during this step.
! WARNING
The RUN/STOP switch should be used in conjunction with the normal
shutdown devices. The RUN/STOP should NOT be used as the
emergency shutdown for the engine.
DECLUTCH Switch (Discrete Input B)

Place the de-clutch switch in the de-clutch position (closed). The DECLUTCH
(*DISCRETE I/O*) should be true. Release the switch (open) and the
DECLUTCH should be false.
MANEUVER Switch (Discrete Input C)

Place the maneuver speed switch in the maneuver speed position (closed). The
MANEUVER (*DISCRETE I/O*) should be true. Return the switch backs to is
off position (open) and the MANEUVER should be false.
PORT CLUTCH Status (Discrete Input D)

Simulate the port clutch closing by placing a jumper across the necessary pressure
switch or by energizing the proper signal relay. The PORT CLUTCH
(*DISCRETE I/O*) should be true. Remove the jumper so that the port clutch is
now open and the PORT CLUTCH should be false.
STBD CLUTCH Status (Discrete Input E)

Simulate the starboard clutch closing by placing a jumper across the necessary
pressure switch or by energizing the proper signal relay. The STBD CLUTCH
(*DISCRETE I/O*) should be true. Remove the jumper so that the port clutch is
now open and the STBD CLUTCH should be false.

CLUTCH Switch (Discrete Input F)

Place the synchronize and clutch switch in the clutch position (close). The
CLUTCH (*DISCRETE I/O*) should be true. Return the switch to its off position
(open) and the CLUTCH should be false.
MODE Switch (Discrete Input G)

This input is optional. If this function is not used, leave the terminal open and
proceed to the next step. If this function is used, remove the actuator connector
and jumper the proper pins of the connector to simulate the actuator mode switch
being closed, refer to the actuator manual. The ACT MODE (*DISCRETE I/O*)
should be true. Remove the jumper and the ACT MODE should be false.
ALTERNATE DYNAMICS Switch (Discrete Input H)

This input is optional. If this function is not used, leave the terminal open and
precede to the next step. If the function is used, close or jumper the necessary
relay or contact to simulate the selection of the alternate dynamics, usually the
clutch status contact. The ALT DYNAMICS (*DISCRETE I/O*) should be true.
Open or remove the jumper so that the alternate dynamics contact opens. The ALT
DYNAMICS should be false.
MAJOR ALARM Relay (Relay Output #1)

A closed contact indication on terminal 3 & 4 indicates no major alarm is active.
An open contact indication on terminals 3 & 4 indicates a major alarm is active. A
major alarm may or may not be active at this time. The MAJOR ALARM
(*ALARMS*) will be true when the contact indication at terminals 3 & 4 is open
and false when the contact at terminals 3 & 4 is closed. Verify that the current
contact status matches MAJOR ALARM and is correctly indicated by the
necessary monitoring, shutdown, and/or alarm equipment.
K2 Relay (Relay Output #2)

This is a configurable output. If the K2 relay output is configured for the minor
alarm operation, the contact indication at terminals 5 & 6 will be closed when a
minor alarm is active and open when no minor alarms are active. There may or
may not be any minor alarms at this time. If the K2 relay output is configured for
actuator output at maximum, the contact indication at terminals 5 & 6 will be
closed when the actuator command is at 100% (200 mA or 20 mA output) and
open when the actuator command is less than 100%. The actuator command
should be at zero and the contact will be open at this time. The RELAY 2
(*DISCRETE I/O*) will be true when the contact indication at terminals 5 & 6 are
closed and false when the contact indication is open. Verify the current contact
status matches RELAY 2 and is correctly indicated by the necessary monitoring,
shutdown, and/or alarm equipment.
CLUTCH COMMAND contacts (Relay Output #3)

The contacts at terminals 7 & 8 will be open when the CLUTCH CLOSURE
CMD (*LS/CLUTCH*) is false and closed when the CLUTCH CLOSURE CMD
(*LS/CLUTCH*) is true. The clutch command should be false (open). Jumper
terminals 7 & 8 and verify that the respective clutch relay picks up. Remove the
jumper and verify that the relay drops out.

SPEED SENSOR 1 LED (Alarm #1)

The failed speed sensor 1 LED is a visual indication that the speed sensor 1 has
gone below the failsafe speed or the speed has gone above the overspeed setting
while the 721 control was in run mode. The SPD SEN 1 LED (*DISCRETE I/O*)
will be true when the LED is illuminated and false when the LED is not
illuminated.
SPEED SENSOR 2 LED (Alarm #2)

The failed speed sensor 2 LED is a visual indication that the speed sensor 2 has
gone below the failsafe speed or the speed has gone above the overspeed setting
while the 721 control was in run mode. The SPD SEN 2 LED (*DISCRETE I/O*)
will be true when true when the LED is illuminated and false when the LED is not
illuminated.
SPEED SENSOR 1 (Speed Sensor Input #1)

Verify the MPU shield is only tied to the 721 control ground and no where else in
the system. If an MPU is used, measure the resistance across terminals 17 & 18.
The resistance depends on the MPU used but should be less than 250 ohms.
Disconnect the MPU connector at the MPU and the resistance value should be
greater than 250 ohms. The typical input resistance for a MPU speed sensor is
550 ± 50 ohms. Check the resistance of the MPU and verify it is within the
manufacture’s specifications. Reconnect the MPU connector. A proximity probe
cannot be tested using this manner. For a proximity probe, verify the wiring to the
proximity probe including the power supply wiring. The MPU or proximity probe
will be tested prior to running the engine.
SPEED SENSOR 2 (Speed Sensor Input #2)

Speed sensor 2 is an optional input. If the second speed sensor is not used we
recommend jumpering the speed sensor #1 and #2 input together to prevent
unwanted nuisance alarms. Verify the MPU shield is only tied to the 721 control
ground and nowhere else in the system. If an MPU is used for the speed sensor,
measure the resistance across terminals 19 & 20. The resistance depends on the
MPU used, but should be less than 250 ohms. Disconnect the MPU connector at
the MPU and the resistance value should be greater than 250 ohms. The typical
input resistance for an MPU speed sensor is 550 ± 50 ohms. Check the resistance
of the MPU and verify it is within the manufacture’s specifications. Reconnect the
MPU connector. A proximity probe cannot be tested in this manner. For a
proximity probe, verify the wiring to the proximity probe including the power
supply wiring. The MPU or proximity probe will be tested prior to running the
engine.
ACTUATOR OUTPUT
Verify the actuator wiring from the 721 control to the actuator. Verify proper
polarity as well as shield continuity. The shield should be connected only at the
721 control and nowhere else in the system. Verify the actuator output current (0–
200 mA or 4–20 mA) matches the actuator input. Refer to the actuator manual for
proper wiring connections and signal input. The 721 control, actuator, and
actuator wiring will be tested prior to starting the engine.

REMOTE SPEED (Analog Input #1)

The remote speed setting input is fixed so that a 4mA input signal will be the idle
speed reference and a 20 mA input signal will be the rated speed reference. The
remote speed input is intended to be used with only one speed setting device,
typically the bridge controller. However, some applications may require that two
or more speed devices be used. Ideally the two speed setting devices need to be
matched very closely. The calibration of the remote speed setting input will be
covered later. At this point, verify the wiring and any relay logic that may be used
to switch between multiple speed setting devices. With the hand held programmer
view the REMOTE SPD mA line item in the *ANALOG I/O* service menu.
Move the remote speed setting device to its idle speed position. Verify the
REMOTE SPD mA is at or near 4mA. Move the remote speed setting device to its
rated speed position. Verify the REMOTE SPD mA is at or near 20 mA. If
multiple speed devices are used repeat this process for all devices to verify proper
wiring. It may be useful to record the different signal input ranges for all devices
for the remote speed calibration. Verify the shield is only connected to the 721
control and no where else in the system.
COMPANION SPEED (Analog Input #2)

The 4–20 mA companion speed input is used by the slave 721 control to sense the
actual engine speed or engine speed reference of the companion 721 control
(master) for load sharing. The companion speed reference is fixed so that a 4 mA
input signal will be the idle speed reference and a 20 mA input signal will be the
rated speed reference. The companion speed (TB39 & TB40) comes from
terminals 9 & 10 of the companion 721 control only. No other devices should be
connected to these terminals. Verify the wiring between the two 721 controls at
this time. Verify terminals 38 and 39 are jumpered together. Verify the shield is
connected at the 721 control being calibrated only and not at the companion 721
control. An optional resistance check can be made from the companion 721
control. Remove the wires at terminals 9 and 10 of the companion 721 control.
The resistance (Analog Input #2 input impedance) between the wires going the
721 control being calibrated should be 245 ohms ± 10 ohms. Reconnect the wires.
The companion speed calibration will be done at a later time.
EXTERNAL FUEL LIMIT (Analog Input #3)

This is an optional input and can be skipped if this function is disabled. The
external fuel limit is an input signal from a sensor (pressure, temperature, etc.) or
ship control system to limit fuel rack position based on the input signal. To verify
the input, the field sensor or device needs to be monitored. Install a current meter
in the wiring. Compare the current meter with the EXT LMT mA (*ANALOG
I/O*). Verify the EXT LMT mA approximately matches (± 10%) the milliamp
reading on the current meter. The input will be calibrated later so the accuracy is
not critical at this time. Also compare the current meter reading with the
advertised output for the field sensor or device and verify they agree. If possible
exercise the field sensor or device and verify that the EXT LMT mA and current
meter track each other throughout the range. Remove the current meter and return
the wiring to its original state. Verify shield wire is only connected to the 721
control and no where else in the system.

RACK POSITION (Analog Input #4)

The fuel rack position input signal comes from a transducer located on the
engine’s fuel rack. For best results the input signal should be linear when
compared to the actual fuel rack position. The input signal can be either direct (4–
20 mA) or indirect (20–4 mA) acting, however the actual rack position sensed by
the 721 control must be direct acting (increasing fuel rack position with increasing
fuel). The action of the signal is not important now. To verify the fuel rack
transducer, view the RACK POSITION mA line item in the *ANALOG I/O*
service menu. Release any mechanical stops on the engine fuel rack and take any
necessary precautions (shut off fuel, starting air, etc.) to prevent the engine from
starting or being started at this time. Install a current meter in the wiring between
the transducer and the 721 control. Move the fuel rack from minimum to
maximum fuel position and verify the RACK POSITION mA tracks the current
meter within ±10%. Verify the advertised output of the rack position transducer
matches the current meter as well. The input will be calibrated later so the
accuracy is not critical at this time. Remove the current meter and return the
wiring to its original condition.
Load Sharing Lines

Verify the wiring between the 721 controls for the load sharing lines. The load
sharing line shield must only be connected at only one of the 721 controls. The
load sharing line signals will be tested after the engine is running.
I/O Calibration
In some applications it may not be possible or practical to achieve 4–20 mA full
range for the external fuel limit and rack position analog inputs. Both of these
inputs can be calibrated, or scaled, to use almost any range within the 4 mA and
20 mA limits. If the input signal falls outside of the 4 mA and 20 mA limits,
proper fault detection cannot be guaranteed. The remote speed setting input must
be a nominal 4–20 mA input signal and is not flexible. The companion speed
signal input is a nominal 4–20 mA current loop between the 721 controls.
At this point the engine still has not been started. Do not attempt the start the
engine until told to do so during the I/O calibration. All precautions to keep the
engine from starting should remain in place.
Configure and Service Menu Preset

The first step in the calibration process is to go through the applicable configure
and service menus and preset as many menu items as possible. See Chapter 5 for
menu item definitions and details. If a preset is unknown for a menu item, leave it
at its default setting.

With the hand held programmer, access the configuration headers (see Chapter 5).
View the -ENG/ACT- configure menu. Step through the menu items and adjust the
values to match the critical engine configurations. See Chapter 5 for menu item
definitions. After each menu item has been adjusted, go to the next configure menu
-SET FUNCTION- and adjust the menu items to enable or disable the desired
engine functions. See Chapter 5 for menu item definitions. Upon completion of
adjusting all configuration menu items, save the settings by pressing the
“SAVE” button on the hand held programmer. Exit the configuration headers.
The 721 control will reboot before returning to normal operation.
With the hand held programmer, go through the service menus and preset any
applicable menu items. Several of the service menus do not have any adjustments
available and can be skipped. Several of the menu items are calibrations that will
be fine tuned later but can be preset at this time.
Major Alarm (Discrete Output #1)

No calibration needed.
K2 Relay Output (Discrete Output #2)

Configurable for minor alarm operation or actuator output at maximum indication.
Clutch Permissive Output (Discrete Output #3)

Speed Signal to Companion (Analog Output #1)

No calibration available.
Rack Position Output (Analog Output #2)

NOTE
The rack position output calibration is not available in versions prior
to 3.10. Proceed to the next step if you are not using version 3.10 or
later.
The rack position output can be calibrated to compensate for hardware variances
and to match the 721 control’s rack position readout with the panel or console
metering accurately. The output calibration should be done after the rack position
input (Analog Input #4) is calibrated.
First, verify that the 721 control is using rack position input and not the default
rack position. Go to the USING DFLT RACK POS (*LS/CLUTCH*) with the
hand held programmer and verify the value is false. If the value is true, toggle the
SOFTWARE RESET (*ALARMS*) to reset the value to false. Do not proceed
with the calibration until the USING DFLT RACK POS is false.

Begin on the top line of the hand held programmer. Go to the RACK POSITION
% (*SPD CONTROL*). This is the rack position sensed by the 721 control. On
the second line of the hand held programmer, go to the RACK OUT OFFSET
(*RACK CAL*). With the engine shut down and the proper safeties in place to
prevent the engine from starting, release all mechanical stops on the fuel rack.
Force the fuel rack to its minimum position or as close to minimum as practical.
The RACK POSITION % should read near 0%. Adjust the RACK OUT OFFSET
until the panel meter reads 0%, or the same as the RACK POSITION %.
Change the second line of the hand held programmer to the RACK OUT GAIN
(*RACK CAL*). Force the fuel rack to its maximum position or as close to
maximum as practical. The RACK POSITION % should read near 100%. Adjust
the RACK OUT GAIN until the panel meter reads 100%, or the same as the
RACK POSITION %. The two adjustments, RACK OUT GAIN and RACK
OUT OFFSET, are interrelated. Repeat this procedure until the panel meter
matches the RACK POSITION % at the minimum and maximum fuel stops.
Engine Speed/Tachometer Output (Analog Output #3)

The tachometer output is calibrated by programming two desired points in the
tachometer output. For example, if the tachometer meter is designed to display 0
rpm at 4 mA and 1000 rpm at 20 mA, then the 0 rpm/4 mA is the first point and
the 1000 rpm/20 mA is the second point (see Figure 6-1). View the TACH OUT
PT A rpm (*TACH CAL*). Adjust the value to the desired engine speed at point
‘A’. Move to the next menu item TACH OUT PT A mA (*TACH CAL*). Adjust
the value to the desired milliamp output signal at point ‘A’. The first point is now
programmed. Move to the next menu item TACH OUT PT B rpm (*TACH
CAL*). Adjust the value to the desired engine speed at point ‘B’. Move to the next
menu item TACH OUT PT B mA (*TACH CAL*). Adjust the value to the
desired milliamp output signal at point ‘B’. The second point is now programmed.
This calibration should provided adequate results for most applications.
In some applications further fine tuning may be required. There are two ways to
fine tune the tachometer output: function generator or by running the engine.

Frequency Generator
The frequency generator must be capable of at least 1 Vrms and 10 000 Hz. Do
not attempt to start or run the engine during this procedure. Connect the frequency
generator to the speed sensor input. Set the amplitude between 1 Vrms and 10
Vrms, and set the frequency to zero. With the hand held programmer, view the
ENGINE SPEED rpm (*SPD CONTROL*). Adjust the frequency so the
ENGINE SPEED rpm matches engine speed used for point ‘A’. With the hand
held programmer view the TACH OUT PT A mA (*TACH CAL*). Adjust the
TACH OUT PT A mA until the tachometer matches the ENGINE SPEED rpm.
Increase the frequency until the ENGINE SPEED rpm matches the engine speed
used for point ‘B’. Move to the TACH OUT PT B mA (*TACH CAL*). Adjust
the value until the tachometer matches the ENGINE SPEED rpm. Return the
frequency to the idle speed and verify the tachometer matches the ENGINE
SPEED rpm. Repeat the adjustments if necessary. The tachometer is now
calibrated.
Running the Engine

This alternate method for fine tuning the tachometer is done by running the engine.
Do not complete this section until the 721 control and engine have been calibrated
and run successfully. Use the engine’s idle speed as the point ‘A’ engine speed and
use the engine’s rated speed as the point ‘B’ engine speed. Start the engine and
allow it to stabilize at idle. With the hand held programmer view the TACH OUT
PT A mA (*TACH CAL*). Adjust the value until the tachometer matches the
ENGINE SPEED rpm (*SPD CONTROL*). Increase the engine speed to rated
without closing the clutch. Move to the TACH OUT PT B mA (*TACH CAL*).
Adjust the value until the tachometer matches the ENGINE SPEED rpm. Return
the engine to idle and verify the tachometer matches the ENGINE SPEED rpm.
Repeat the adjustments if necessary. Shut down the engine. The tachometer in now
calibrated.
Figure 6-1. Tachometer Calibration

Actuator Output
Speed Sensor #1 (Speed Sensor Input #1)

Speed Sensor #2 (Speed Sensor Input #2)

Load Sharing Lines

Discrete Inputs A–H

Remote Speed Setting Input (Analog Input #1)
NOTE
For versions prior to 3.10, use the REMOTE SPD GAIN where
REMOTE SPD SPAN is mentioned, and use the COMP SPD GAIN
where COMP SPD SPAN is mentioned.
The remote speed setting milliamp input signal must be calibrated for acceptable
system performance. First, on the hand held programmer go to the REMOTE SPD
mA (*ANALOG I/O*). This is the input signal being sensed by the 721 control in
milliamps. Next, go to the REMOTE SPD OFFSET (*LOAD*). Set the remote
speed setting device for its idle speed position. The REMOTE SPD mA should be
near 4 mA. Adjust the REMOTE SPD OFFSET until the REMOTE SPD mA is 4
mA (±0.1 mA). Set the remote speed setting device for its rated speed position.
The REMOTE SPD mA should be near 20 mA. On the hand held programmer
change the REMOTE SPD OFFSET line until the REMOTE SPD SPAN
(*LOAD*) line item is displayed. Adjust the REMOTE SPD SPAN until the
REMOTE SPD mA is 20mA (±0.1 mA). The gain and the offset adjustments are
interrelated, so the above steps must be repeated as necessary.

The remote speed input is intended to be used with only one speed setting device,
typically the bridge controller. However, some applications may require that two
or more speed devices be used. Due to the differences in the output signal from the
multiple speed setting devices, the remote speed setting input calibration may have
to be compromised to achieve acceptable results. For example, if one speed setting
device output signal is 3.80 mA to 19.80 mA and the other speed device is 4.20
mA to 20.20 mA, it will be possible only to accurately calibrate one of the devices.
If device one is calibrated accurately, then the second device will not be as
accurate. Due to the offset in the second device, it will not be possible to reach the
idle speed (4.20 mA). The second device may also trigger the high signal fault for
the remote speed input at its rated speed position (20.20 mA). And conversely if
the second speed setting device is calibrated accurately, then similar problems may
occur when using the first speed setting device. When speed setting device one is
at its idle position (3.80 mA), the low signal fault for the remote speed input may
be triggered, and it will not be possible to reach rated speed (19.80 mA).
There are two choices to correct this problem. First, calibrate both speed devices
so the output signals are very close to each other. The range and offset of the
output signal does not matter as long as they are identical. The second option is to
calibrate the remote speed setting using a combination of the two speed setting
signals. The device with the lowest idle speed signal would be used for the low end
calibration (REMOTE SPD OFFSET). The device with the highest rated speed
signal would be used for the high end calibration (REMOTE SPD SPAN). From
the above example, use the first speed setting device for the low end (Idle Speed)
calibration (3.80 mA) and use the second speed setting device for the high end
(Rated Speed) calibration (20.20 mA). The resulting calibration will not cause any
remote speed input faults, however there will be some deadband on the respective
speed setting devices. In this case one unit will not be able to reach its idle speed
(device two in our example) and the other device will not be able to reach its rated
speed (device one in our example). The deadband will be proportional to the error
between the two devices. Ideally the two speed setting devices need to be matched
very closely.

Companion Speed Input (Analog Input #2)

The companion speed input is used by the 721 control to read the speed or speed
reference of the companion 721 control. This signal has a very large effect on the
load sharing balancing. The better the companion speed is calibrated the better the
load sharing will be. The calibration process involves calibrating the companion
speed input signal from the speed signal output of the companion 721 control.
There is no calibration or adjustment available for the speed signal output from the
companion 721 control. This output is hard coded so at idle speed 4 mA will be
the output and at rated speed 20 mA will be the output. There are two methods for
calibrating the companion speed input. The first calibration method involves using
a frequency generator and the companion 721 control speed output will be based
on actual engine speed. The second calibration method involves jumping some of
the discrete inputs and the remote speed setting device. The companion 721 control
speed output will be based on the engine speed reference. Neither method provides
a performance advantage over the other, but the first method has proven to be
easier in most applications. When calibrating the companion speed input, two
hand held programmers make the process easier. Otherwise, one hand held will
need to be swapped back and forth between the two 721 controls.
NOTE
When calibrating the companion speed input, the companion speed
fault must be false. If the companion fault is true, the companion
speed reference will be forced to the idle speed reference regardless
of the companion speed input signal. See COMPANION SPD FLT
(*ALARMS*) for the fault status.
! WARNING
When calibrating the companion speed input, do not allow either
engine to start. Take the necessary precautions to prevent the
engines from starting (shut off fuel, starting air, etc.). The calibration
routine will simulate different running modes and the 721 control
output will be undesirable and may cause overspeed, and/or overload
conditions should the engine start.
The first calibration method involves using a frequency generator as an engine

speed signal input to the companion 721 control. Both 721 controls must be in
stop with the engines shutdown. Both clutches should be open. The first step is to
connect the frequency generator to the companion 721 control (unit not being
calibrated) speed sensing input (TB17–18 or TB19–20). The frequency generator
must be capable of at least 1 Vrms amplitude and 10 000 Hz. Set the amplitude
anywhere between 1 Vrms and 10 Vrms. Set the frequency to zero Hz.

With the hand held programmer connected to the companion 721 control, view the
ENGINE SPEED rpm (*SPD CONTROL*). Increase the frequency of the
frequency generator until the ENGINE SPEED rpm is at its idle speed ±1 rpm.
Connect a hand held programmer to the 721 control being calibrated (see Figure 6-
2). On one line of the hand held programmer view the COMPANION SPD rpm
(*SPD CONTROL*). On the 721 control being calibrated, its companion speed
reference should be near the engine speed of the companion 721 control. On the
second line of the hand held programmer view the COMP SPD OFFSET
(*LOAD*). Adjust the COMP SPD OFFSET until the COMPANION SPD rpm
matches the engine speed displayed by the companion 721 control. While viewing
the ENGINE SPEED rpm on the companion 721 control increase the frequency of
the frequency generator until the engine speed is at its rated speed ±1 rpm. Go
back to the hand held programmer and view the COMPANION SPD rpm and
COMP SPD OFFSET on the 721 control being calibrated. View the COMP SPD
SPAN (*LOAD*). The COMPANION SPD rpm should be near the rated speed
displayed on the companion 721 control. On the 721 control being calibrated
adjust the COMP SPD SPAN so the COMPANION SPD rpm matches the engine
speed displayed on the companion 721 control. The more accurately the
companion speed is calibrated the more accurate the load sharing will be. The
companion speed gain and offset adjustments are interrelated so repeat the above
procedure as necessary.
Figure 6-2. Companion Speed Calibration Connections

The second calibration method involves using jumpers to simulate a companion

engine clutched in and running. The 721 controls must be in run (Discrete Input A
open), but the engines must be shut down and prevented from starting. On the
companion 721 control (unit not being calibrated) add the following jumpers:
24Vdc (Battery voltage) to terminals 28 (port clutch closed), 24 Vdc to terminal
29 (starboard clutch closed). Terminals 28 and 29 (Discrete Input E and F)
simulate the clutches being closed so the companion 721 control will use the
remote speed setting as its speed output for the other 721 control. On the 721
control being calibrated, it must only be in run (Discrete Input A open). All other
inputs can be left in the normal configuration (see Figure 6-3). With the hand held
programmer connected to the companion 721 control, view the SPEED REF rpm
(*SPD CONTROL*). Move the speed setting device to the its idle speed position.
The SPEED REF rpm should read the idle speed reference.
Figure 6-3. Companion Speed Calibration Connections

Connect a hand held programmer to the 721 control being calibrated. On one line
of the hand held programmer view the COMPANION SPD rpm (*SPD
CONTROL*). The COMPANION SPD rpm should be near the speed reference
from the companion 721 control. On the second line of the hand held programmer
view the COMP SPD OFFSET (*LOAD*). Adjust the COMP SPD OFFSET so
the COMPANION SPD rpm matches the SPEED REF rpm from the companion
721 control. Next, view the SPEED REF rpm on the companion 721 control and
move the speed setting device to its rated speed position. The SPEED REF rpm
should be at the rated speed reference. With the hand held programmer view the
COMPANION SPD rpm (*SPD CONTROL*) on the 721 control being
calibrated. On the other line of the hand held programmer view the COMP SPD
SPAN (*LOAD*). Adjust the COMP SPD SPAN so the COMPANION SPD rpm
matches the SPEED REF rpm from the companion 721 control. The more
accurately the companion speed is calibrated, the more accurate the load sharing
will be. The companion speed gain and offset adjustments are interrelated so
repeat the above procedure as necessary.
External Fuel Limit Input (Analog Input #3)
NOTE
Depending on the process (exhaust or jacket water temperature,
manifold pressure, etc.) being used to limit the fuel rack externally, it
may be easier to perform the external fuel calibration after the engine
has been safely started and calibrated so it can be loaded, warmed
up, etc.
The external fuel limit is an optional input, and this section may be skipped if the
function is not enabled. The external fuel limit calibration depends on the process
be used to limit fuel rack position. There is no calibration available for the 4–20
mA signal. The calibration is done with the input scaling and fuel limiting curve.
The first step in calibrating the external fuel limit is to set the external fuel limiting
scaling. The scaling is dependent on the process. For example, a manifold pressure
sensor could be scaled for 0–414 kPa, or a temperature sensor could be scaled for
0–1000 °C (see Figure 6-4). The scale must be with a range from 0–1000 units.
The process for calibrating the external fuel limit involves programming two
known points of the input signal. For example, a known point ‘A’ for a manifold
pressure sensor could be 0 kPa at 4 mA and the second point ‘B’ could be 414 kPa
at 20 mA.

Figure 6-4. External Fuel Limit Scaling
On the hand held programmer view the EXT LMT mA (*ANALOG I/O*). Point
‘A’ of the calibration is typically at or near the 4mA input and the engine stopped
or at idle. Configure the engine for the necessary mode of operation to capture the
first point. Record the EXT LMT mA from the hand held programmer and record
the process reading at this point (pressure, temperature, etc.). This will be point
‘A’. The next step is to capture point ‘B’. This point is typically at or near 20 mA
with the engine fully loaded at rated speed, and may be more difficult to record.
Configure the engine for the necessary mode of operation to capture the second
point. Once the process has stabilized, record the EXT LMT mA (ANALOG
I/O*) from the hand held programmer, and record the process reading at this point
(pressure, temperature, etc.). This will be point ‘B’. The points recorded can be
direct or indirect acting. The closer the two points are to 4 mA and 20 mA the
better the calibration will be. The signal should also be as linear as possible.
Now, transfer the two recorded points into the external fuel limit calibration. On
the hand held programmer view the EXT LMT IN PT A (*EXT LMT CAL*).
Adjust the line item to match the milliamp recorded for point ‘A’. Move to the
next line item EXT LMT CAL PT A (*EXT LMT CAL*). Adjust the line item to
match the process reading recorded for point ‘A’. Move to the next line item EXT
LMT IN PT B (*EXT LMT CAL*) service header. Adjust the line item to match
the milliamp recorded for point ‘B’. Move to the next line item EXT LMT CAL
PT B (*EXT LMT CAL*). Adjust the line item to match the process reading
recorded for point ‘B”. The external fuel limit calibration and scaling is complete.
Refer to the external fuel limiting for setting the actual fuel rack limiting.

Rack Position Input (Analog Input #4)

The fuel rack position input calibration is done by programming two known points
of the rack position transducer output. The rack position milliamp signal can be
either direct or indirect acting, however the calibrated rack percentage must be
direct acting only. The rack calibration is done with the engine shut down. The
rack shutdown devices must be released so the fuel rack can be moved from stop
to stop by hand. With the hand held programmer view RACK POSITION mA
(*ANALOG I/O*). Move the fuel rack to its minimum fuel position (near 0% fuel
rack). Record the RACK POSITION mA (*ANALOG I/O*) and the fuel rack
position in percent of total rack movement. Next, move the fuel rack to its
maximum fuel position (near 100% fuel rack). Record the RACK POSITION mA
(*ANALOG I/O*) and the fuel rack position in percent of total rack movement.
The point with the lowest milliamp is point ‘A’ and the point with the highest
milliamp is point ‘B’. Now transfer the recorded points into the rack calibration.
With the hand held programmer view RACK PT A mA (*RACK CAL*). Adjust
this line item to match the milliamp recorded for point ‘A’. Move to the next line,
RACK CAL PT A %(*RACK CAL*). Adjust this line item to match the rack
percentage recorded for point ‘A’. Move to the next line, RACK PT B mA
(*RACK CAL*). Adjust this line item to match the rack percentage recorded for
point ‘B’. Move to the next line, RACK CAL PT B % (*RACK CAL*). Adjust
this line item to match the rack percentage recorded for point ‘B’. Verify by
moving the fuel rack. The RACK POSITION % (*SPD CONTROL*) increases
as the fuel rack is move from minimum to maximum fuel.
The fuel rack position transducer is now calibrated. The 721 control does contain
a default actuator function. Should the rack position input become faulted, the
default actuator settings will take over and approximate the rack position based on
the actuator output percentage from the 721 control. The default actuator
calibration will be done later after the engine has been started.
NOTE
On versions 3.10 and later, return to the rack output calibration
(Analog Output #2) if necessary.
Torque Fuel Limit Adjustment

The torque fuel limit is optional and may be skipped if not used. The torque fuel
limit does not require any calibration. The torque fuel limit curve does however
need to be set up. The torque fuel limit can be done by using either the actual
engine speed or the engine speed reference. By setting the TFL ON SPD REF
(*TORQ FUEL LMT*) true, the torque fuel limiting will be done using the engine
speed reference. If the value is false, the torque fuel limiting will be done using the
actual engine speed. Five (A–E) adjustable points are available to create the torque
fuel limit curve (see Figure 6-5). These are located in the *TORQ FUEL LMT*
service menu. Each point has an rpm (engine speed or engine speed reference) and
rack position limit at that rpm. The torque fuel limit curve is generally provided by
the engine manufacturer. The torque fuel limit is disabled during start up until the
speed PID takes control.

Figure 6-5. Torque Fuel Limit Curve
External Fuel Limit Calibration

The external fuel limit is an optional function and may be skipped if not used. If
the external fuel limit input calibration (scaling) has not been completed, do so
before proceeding. The external fuel limit is based on the scaling programmed of
the process being used to limit the fuel rack position. Four (A–D) points are
available to set up the external fuel limit curve (see Figure 4-12) in the *EXT
FUEL LMT* service menu. Each point uses the external scale and a rack limit at
that point. The external fuel limit is disabled during start up until the speed PID
takes control.
Start Fuel Limit Calibration

The start fuel limit requires no calibration. Some engine pre-start adjustments can
be made at this point. The default settings for the start fuel limit should allow the
engine to start. After the engine has been started, the start fuel limit can be fine
tuned. The start fuel limit is a two-stage start fuel limit. Stage ‘A’ start fuel limit
(SFL A %) is active when the engine speed is between the failsafe speed and the
start fuel limit break point (SELECT SFL B rpm) speed. As soon as the engine
speed is above the break point speed, the Stage ‘B’ start fuel limit becomes active.
Stage ‘B’ will remain active until the speed PID takes control (see Figure 4-14).
The start fuel limit stages should be set to provide consistent starting during cold
starts, and minimal smoke during warm starts.

Engine Start Up
The 721 control pre-calibration is now complete and the engine is ready to be
started. The first attempt to start the engine should be done with the fuel shut off
to prevent the engine from starting. This will allow the 721 control, actuator, and
actuator wiring to be checked prior to actually running the engine. Begin by
measuring the dc voltage at terminals 15 & 16. With the engine stopped, but the
run/stop contact (Discrete Input A) to the 721 control in the run position, the
voltage should be 0.0 Vdc (forward acting), or 7.0 Vdc (reverse acting).
Begin cranking the engine and verify the voltage on terminals 15 & 16 increases,
or decreases for reverse acting, to approximately 3.50 Vdc (assuming 50% start
fuel limit). The voltage will vary depending on actuators as well as the start fuel
limit setting. The voltage will be proportional to the start fuel limit. While the
engine is cranking, verify the actuator movement on the engine is in the increase
fuel direction. This test can be done at the same time the speed sensors are being
tested. For electric actuators, make sure power is applied to the electrical actuator
driver module. While the engine is cranking, the speed sensors can be tested also.
To test the MPU or proximity probe, disconnect speed sensor 2 and crank the
engine without starting the engine. Verify the fuel is shut off to prevent the engine
from running. The speed sensor 1, SPD SENSOR 1 rpm (*ANALOG I/O*) will
increase to the engine cranking rpm. For an MPU, measure the RMS voltage at
terminals 17 & 18. The voltage must be 1.0 Vrms or greater during cranking.
Verify the speed sensor 2, SPD SENSOR 2 rpm (*ANALOG I/O*), remained at
zero speed. Reconnect speed sensor 2. Verify speed sensor 1 is mounted on the
engine side of any couplings.
The same method can be used to test the second speed sensor. Proceed to the next
section if the second speed sensor is not used. To test the second MPU or
proximity probe, disconnect the first speed sensor and crank the engine without
starting the engine. Verify the fuel is shut off to prevent the engine from running.
The speed sensor 2, SPD SENSOR 2 rpm (*ANALOG I/O*), will increase to the
engine cranking rpm. For an MPU, measure the RMS voltage at terminals 19 &
20. The voltage must be 1.0 Vrms or greater during cranking. Verify speed sensor
1, SPD SENSOR 1 rpm (*ANALOG I/O*), remained at zero speed. Reconnect
speed sensor 1. Speed sensor 2 can be mounted on either side of the couplings.
Prepare the engine for a normal start (remove all shut off: fuel, start air, etc.). Be
prepared to shut down the engine should a problem arise during the start. Verify
the proper engine overspeed devices function.
Select the idle speed position from the speed setting device. Attempt to start the
engine. If the engine does not start or hesitates, increase the start fuel limit. Once
the engine has started and is running, the dynamics can be adjusted for optimal
performance. If the engine does not start, proceed to Chapter 7 for
troubleshooting. If necessary, on new or rebuilt engines stabilize the engine as
soon a possible and allow the engine to run for some break in period as specified
by the engine manufacturer.

Dynamics Adjustments
Determine which set of dynamics the 721 control will be using. With the hand held
programmer, view the status of the alternate dynamics contact, ALT DYNAMICS
(*DISCRETE I/O*). If the ALT DYNAMICS is false, the standard set of the
dynamics is active in the *DYNAMICS* service menu. If the ALT DYNAMICS
is true, the alternate set of dynamics is active in the *ALT DYNAMICS* service
menu. Go to the appropriate dynamics service menu and begin the dynamics
adjustments procedure.
If not done during the initial set up, calculate the roll-off frequency for the firing
torsional speed filter and adjust the SPEED FILTER Hz (*DYNAMICS* or
*ALT DYNAMICS*) to match. If the speed filter is not needed, adjust SPEED
FILTER Hz to 100 Hz to disable the speed filter. If the flexible coupling filter is
being used, calculate the inertia factor for the system. Adjust the INERTIA
FACTOR (*DYNAMICS* or *ALT DYNAMICS*) to match the calculated
inertia factor. If only one speed sensor is being used the inertia factor has no effect
on the speed sensing.
The objective of the dynamics adjustments is to obtain the optimum, stable engine
speed response for all operating conditions. However, in some cases it may not be
possible to achieve optimal response over the entire operating range. In those
cases, engine performance may have to be sacrificed at one point to get stabile
speed control at another point. Do the following procedure for the standard
dynamics first and then repeat the process for the alternate set of dynamics if
needed.
Begin the dynamics adjustments with the gain slope and gain ratio functions
disabled. To disable the gain slope, adjust the GAIN SLOPE (*DYNAMICS* or
*ALT DYNAMICS*) to 0.0, and to disable the gain ratio adjust the GAIN
RATIO (*DYNAMICS* or *ALT DYNAMICS*) to 1.0.
Begin adjusting the dynamics at the no load, idle speed. Adjust the IDLE GAIN,
RESET sec, and ACT COMP sec (*DYNAMICS* or *ALT DYNAMICS*) until
engine speed is stabilized. The actuator terminal shaft should be steady. Some
movement is acceptable due to the nature of precise engine control. If necessary,
allow the engine to warm up to normal operating temperatures. If necessary, on
new or rebuilt engines allow the engine run for some break in period as specified
by the engine manufacturer. The dynamics need to be adjusted for the standard
and alternate sets. First, adjust the standard dynamics at idle and rated. Second,
adjust the alternate dynamics at idle and rated. The alternate set may have to be
adjusted after the clutching has been tested.
For versions 3.10 and later, once the dynamics have been set for the standard and
alternate dynamics conditions, the maneuver gain must be adjusted while the
maneuvering mode is active. The maneuver gain overrides the idle and rated gain
terms for both sets, standard and alternate. The maneuver gain should be adjusted
while the engines are operating under typical maneuvering conditions. The reset
and actuator compensation terms should not have to be adjusted.

Here are the general dynamic adjustments recommendations. The first step is to
concentrate on the steady state response. The steady state performance is affected
by three dynamic terms: gain, reset, and actuator compensation.
NOTE
Adjust the dynamics when the engine is at both idle and rated
speeds. Use the Idle Gain near idle speed and the Rated Gain near
rated speed. The reset and actuator compensation need to be
adjusted only once over the operating speed range. For versions 3.10
and later, use the Maneuver Gain when maneuvering mode (TB27) is
selected.
If the actuator movement is excessive, reduce the gain slightly or increase the reset
slightly. Attempt to increase the gain and reduce stability and still maintain
acceptable but not excessive actuator movement. Generally, the actuator
compensation will be set at 20% to 25% of the reset. The best reset and
compensation settings may not be achievable for the entire speed range. If there is
a slow periodic cycling of the engine speed, there are two possible causes. First,
gain is too high and reset is too low. Reduce the gain by 50% and increase the
reset slightly. Continue to increase the reset until movement is acceptable but not
excessive. Second, gain is too low. Increase the gain. If the movement becomes
excessive, reduce the actuator compensation until the movement becomes
acceptable.
Once the steady state response has been adjusted, the transient response can be
adjusted. The three dynamics terms (gain, reset, actuator compensation) serve as
the basis for the steady state and transient response, but the gain slope and gain
ratio allow for improved transient response. The gain slope allows the gain to be
automatically increased or decreased as load increases (based on actuator output).
The gain ratio allows the gain to be automatically increased as the speed error
increases. The reset and compensation remain constant over the engine speed
range while the gain may change. Typically, the gain break point, GAIN BKPT %
(*DYNAMICS*) is set about 5% higher than the no load, idle actuator output. In
some applications, a large turbocharger or other fuel system factor may create a
point where the engine response changes at some point in the actuator output. The
gain slope may be used to help this situation by setting the gain break point to this
level. The gain slope, GAIN SLOPE (*DYNAMICS*), can be increased while the
engine is loaded to improve engines response as engine load increases. Typically,
the gain slope is set to less than 1.0 and may not improve system response in some
applications. Typically, the gain window, WIN WIDTH rpm (*DYNAMICS*), is
set at 10% of the rated engine speed. The window width will vary depending on
the steady state response of the engine. A gain ratio of less than 2.0 is typical.

Take care when using the gain slope and gain ratio functions. When both units are
clutched together, system instability may occur. Because the gain slope, gain ratio,
idle gain, and rate gain functions all affect the gain at the same time, it may be
possible to cause a system instability as a certain load level or speed.
NOTE
See Woodward Application Note 01304, Dynamic Adjustment
Procedure, 700-Series Controls, for more information on the
dynamics adjustments.
Synchronizing, Clutching, and Loading Adjustments

Prior to testing the clutching and de-clutching of the 721 control, the I/O
calibration and engine start up procedures must be completed.
Start the engine and prepare to clutch in the engine by itself. The first engine to
close its clutch becomes the master 721 control. Before the master can clutch in,
the engine speed must be within the idle check window, IDLE CHK WIN rpm
(*SYNCHRONIZER*) for the idle check delay, IDLE CHK DLY sec
(*SYNCHRONIZER*) time. Adjust the IDLE CHK WIN rpm and IDLE CHK
DLY sec to the desired settings. Clutch the engine in by itself. Adjust the alternate
dynamics set, if necessary to minimize undershoot. De-clutch the engine. Increase
the engine speed so it is outside of the idle check window and attempt to clutch the
engine. The clutch permissive contact (Relay Output #3) should not close. Reduce
the engine speed so it is within the idle check window. After the idle check delay
time has expired, the clutch permissive contact (Relay Output #3) should close.
Repeat for both engines separately.
Once both engines have been tested individually for clutching operations, both
units can be tested together. When clutching two engines together, it is useful to
have one hand held for each 721 control. When clutching two units together for the
first time monitor the fuel rack position, RACK POSITION % (*SPD
CONTROL*) and the actuator output, ACTUATOR COMMAND % (*SPD
CONTROL*). If two hand held programmers are not available, monitor one
engine with the hand held programmer and the other engine visually watching the
actuator terminal shaft. Clutch in one engine, this unit becomes the master. Clutch
in the other engine as the slave unit. When the slave unit is clutched in, monitor the
rack positions. Both units should attempt to share load. If either unit begins to
integrate towards maximum fuel or to minimum fuel, immediately
de-clutch one engine and troubleshoot the system. Verify the rack positions are
close (±5%) with the hand held programmers.

It may be difficult to share loads precisely at no load. The actual engine load may
not be close and one unit may slightly motorize the other unit at very low loads.
This is due to the differences between engine calibrations including the fuel
racks/pumps, and fuel rack position transducers. Verify the speed of the engines is
the same as the master unit’s reference. If the hand held programmers indicate
good load sharing, but the actual fuel racks are not balanced the rack calibrations
need to be re-verified. The actuator commands may be different, but neither unit
should be at or near 0% or 100% actuator command. Increase the master’s throttle
reference (to pick up load) and verify that the engines pick up load and load share
equally. Unload the engines and de-clutch the master unit. The slave unit will then
become the master unit.
Increase the master engine load to approximately 50% or as much as is possible or

practical. Clutch in the slave unit. First, the slave will match speed with the
master. When the slave unit attempts to clutch in, the synchronizer will change the
slave’s engine speed so it matches the master’s speed. When the slave’s speed is
within the synchronizer check window, SYN CHK WIN rpm
(*SYNCHRONIZER*), compared to the master for the synchronizer check delay,
SYN CHK DLY sec (*SYNCHRONIZER*), time, the slave 721 control will issue
a clutch permissive (Relay Output #3). Adjust the SYN CHK WIN rpm and SYN
CHK DLY sec if necessary. Once the slave clutch has closed, the slave unit will
load, and the master unit will unload at the slave’s load rate in percent of rack
position per second. The rate at which the units load and unload are determined by
values in the LOAD RATE %/sec (*LOAD*) and UNLOAD RATE %/sec
(*LOAD*) values. Adjust the values as necessary to achieve the desired loading
and unloading results. Once the units have reached equal loads, the slave unit will
close its internal load sharing relay and begin isochronous load sharing with the
master. The load difference between the two unit must be less than the zero load
deadband window, 0 LOAD DB WIN % (*LOAD*), before the load sharing can
begin. De-clutch the slave. The slave unit will unload and the master unit will load
at the slave’s unload rate. When the slave reaches its unload level, UNLD RACK
LEVEL % (*LS/CLUTCH*), the clutch permissive contacts (Relay Output #3)
will open and the unit should de-clutch. Different combinations of master and
slave units as well as de-clutching combinations can be attempted to verify proper
system operation. See Chapter 7, Faults and Troubleshooting, if there are any
problems.
NOTE
A declutching safety timeout has been added to versions 3.10 and
later. The declutch safety timeout will issue a declutch command 5
seconds after the 721 control’s internal unloading logic has reached
its zero load level. In other words, the 721 control will declutch the
engine 5 seconds after the engine should have normally unloaded
and declutched. This feature is intended to serve as a safety device
to ensure declutching in the event that the system does not operate
correctly. It is possible the engine will declutch under load.

Default Actuator Calibration

The default actuator is used to load share and fuel limit when the rack position
transducer has faulted. The default actuator calibration is programmed so the
actuator output command can be used to simulate the rack position. The actuator
output is proportional to the rack position (and load). The default actuator is
calibrated by programming two known points in the actuator output. For a given
actuator command there is a proportional rack position. Point ‘A’ should be near
no load and point ‘B’ should be near full load (see Figure 6-6). With the hand held
programmer, view the actuator low signal select output, ACT LSS % (*ACT
CAL*). On the other line of the hand held programmer view the fuel rack position,
RACK POSITION % (*SPD CONTROL*).
Start the engine and run at its no load idle speed. Record the actuator LSS and the
rack position from the hand held programmer as point ‘A’. Next, increase the
engine load as high as possible or practical. Record the actuator LSS and the rack
position from the hand held programmer as point ‘B’. Shut down the engine. Enter
the two recorded points (‘A’ and ‘B’) as the default actuator calibration. View
RACK PT A % (*ACT CAL*) with the hand held programmer. Adjust the value
to match the rack position recorded for point ‘A’. Go to the next menu item, ACT
PT A % (*ACT CAL*), and adjust the value to match the actuator LSS recorded
for point ‘A’. Go to RACK PT B % (*ACT CAL*), and adjust the value to match
the rack position recorded for point ‘B’. Go to ACT PT B % (*ACT CAL*), and
adjust the value to match the actuator LSS recorded for point ‘B’. This completes
the default actuator calibration. To verify the proper default actuator calibration,
start the engine and run at idle. With the hand held programmer view the RACK
POSITION % (*LS/CLUTCH*) and DFLT RACK POS % (*LS/CLUTCH*).
The two values should track closely (±3%) over the entire operating range of the
engine.
Figure 6-6. Default Actuator Calibration

Load Sharing Calibration

There are no load sharing calibrations available to the field personnel.
In single unit operation (one engine running and clutched in), the voltage on the
load sharing lines will be proportional to the fuel rack position. At 0% fuel rack
position, the load sharing line voltage will be 0 ± 0.1 Vdc and at 100% fuel rack
position, the load sharing voltage will be 3.0 ± 0.1 Vdc. If the voltage on the load
sharing lines does not match the given fuel rack position, verify the following: 1)
The load sharing relay, LD SHARE RELAY (*LS/CLUTCH*) must be closed; 2)
The 721 control is in actual fuel rack position or the default fuel rack mode. In
either case, the fuel rack or default fuel rack must be properly calibrated. The
voltage on the load sharing lines will be proportional to the engine’s fuel rack
position (0% rack = 0Vdc, 50% rack = 1.5Vdc, 100% = 3.0Vdc). Test both
engines separately.
Conclusion
The 721 control is now calibrated and adjusted for normal operation. If any
problems are experienced during the calibration or adjustments, see Chapter 7 for
troubleshooting. If any accessories, including transducers, are replaced, the
respective input needs to be calibrated again for the new accessory.


Chapter 7
Faults and Troubleshooting
Introduction
This chapter covers major and minor faults and the most common problems and
their causes. The possible causes of the faults and common problems will be
covered as well as some brief troubleshooting.
Major Alarms
A major alarm denotes a serious fault in the 721 control or the MPU wiring. The
major alarm indication is an open set of contacts on terminals 3 and 4 (Relay
Output #1) and should be used to prevent the engine from running with the 721
control. The MAJOR ALARM (*ALARMS*) is the status of the major alarm and
not the relay status. A true value indicates the major alarm is active and the relay
contacts are open. A false value indicates the major alarm is inactive and the relay
contacts are closed. The following are three possible causes for a major alarm.
Both Speed Sensors Failed

Both speed sensors faulted at the same time will cause a major alarm. This is the
only programmed software major alarm. The other major alarms are hardware
faults. See the minor alarm section for details about causes of the speed sensor
faults. The speed sensor faults are latching-type faults. Intermittent problems with
the speed sensors may cause the speed sensor faults to latch during normal
operation and trigger a major alarm. Therefore, both speed sensors do not have to
fail at the same time to cause a major alarm. As long as one speed sensor is
functioning, the engine may still run properly with the 721 control even though it
is indicating a major alarm.
CPU Watchdog Fault

The CPU watchdog fault will trigger a major alarm. The CPU watchdog fault is
caused in the unlikely event of a CPU failure. A CPU failure will cause the
hardware watchdog monitor to time out. When the watchdog times out, the green
CPU OK LED will turn off and the hardware I/O lock will be activated. The I/O
lock will cause the contacts on Relay Output #1 to open. The I/O lock will also
turn off or de-energize all outputs (all discrete outputs will open and all analog
outputs will go to zero current/voltage). The hand held programmer may or may
not work depending on the type of CPU failure. A CPU failure can be caused by
several things, including a failed CPU, corrupt memory, or a bad or incorrectly
installed set of application PROMs. Generally, if a CPU watchdog fault occurs,
the 721 control will need to be replaced.

Power Supply/Critical Failure

A failed power supply or critical component failure on the circuit board will cause
a major alarm. The failed power supply can be either an internal or external power
supply problem. One cause can be no voltage or improper voltage applied to
terminal 1 & 2 (blown fuse, open wire, etc.). If the proper voltage is applied to
terminals 1 & 2, verify the 721 control’s internal power is functioning. Verify the
hand held programmer powers up and goes through its self test or measure the
voltage at terminals 33 (+) and 34 (–) for 5.0 ± 0.2 Vdc. If the internal power
supply is not functioning replace the 721 control. If the internal power supply is
functioning but the CPU OK LED is still not illuminated some other critical
component on the circuit board has failed causing a CPU watchdog fault. Replace
the 721 control.
Minor Alarms
The minor alarms can be caused by a number of I/O faults. These are non-critical
faults that may or may not take an engine off line. Some of the faults will not
allow the engine be used as the master or be paralleled with the other unit, due to
lack of information being received by the 721 because of an external wiring fault.
Normally, the Relay Output #2 is used as an indication for the status of the minor
alarms, although it may be configured for an actuator output at maximum
indication. If the Relay Output #2 is not configured for minor alarm operation, the
hand held programmer is the only way to monitor the status of the minor alarm.
Terminals 5 and 6 (Relay Output #2) are a set of contacts used to indicate the
status of the minor alarm, if applicable. When the MINOR ALARM
(*ALARMS*) is true, the minor alarm is active and the contacts (Relay Output
#2) are closed. When the value is false, there are no minor alarms active and the
contacts (Relay Output #2) are open.
Fault Delay Time

Most of the minor alarms are delayed before the actual fault is triggered. The fault
must be present for the entire delay time before the fault is activated. This delay
time is adjustable and is used to prevent spurious faults due to briefly intermittent
or noisy signals. The fault delay time, FAULT DELAY sec (*ALARMS*) can be
set to delay the fault from 0.25 to 4.0 seconds, but should typically set to 0.5
seconds or less.

Fault Resets
All of the faults detected by the 721 control are latching faults. Therefore, the
faults may indicate true even though faulted condition has been cleared. Unless
otherwise mentioned, there are two ways to reset a latched faults. If the faulted
condition is still present when the reset is attempted, the fault will not clear. A
fault reset is triggered when the engine speed clears the failsafe speed during
cranking in order to reset faults that appear during shutdown conditions. The other
fault reset can also be triggered from the hand held programmer. The reset is
triggered by toggling the SOFTWARE RESET (*ALARMS*) from false to true.
The reset only occurs on the transition from false to true.
Speed Sensor 1 & 2 Fault

The speed sensor faults are latched when the sensed speed falls below the failsafe
speed while the unit has been running (run mode). The status of the speed sensor
faults are SPD SENSOR 1 FLT (*ALARMS*) and SPD SENSOR 2 FLT
(*ALARMS*). The alarm LED #1 and #2 are used to display the status of the
speed sensor faults as well. The respective LED will illuminate if the respective
speed sensor fault is latched. There are no delays in the speed sensor fault
detection so an intermittent signal will latch a fault. When the engine is in stop
mode the speed sensor fault is overridden. When the 721 control is powered up or
re-booted by exiting configuration, the speed sensor faults may be active. As soon
as the engine attempts to start, the speed sensor faults should clear. If one of the
speed sensors inputs is not used, the respective fault will latch once the engine
starts. It is recommended that if only one speed sensing device is used, the speed
sensor inputs (TB17 to TB19 and TB18 to TB20) be jumpered together on the
721 control. A failed speed sensor will cause the 721 control to disable the flexible
coupling filtering and switch to redundant (high signal select) speed sensing mode.
If both speed sensors faults are latched at the same time a major alarm will be
activated. Most speed sensor problems are caused by broken or poor wiring
connections, improper MPU gap, poor MPU location, or by dirt, oil, or metal
filings on the end of the probe.

Overspeed Fault
The overspeed fault is latched when either one of the speed sensor signals goes
above 120% of rated speed. The overspeed level is fixed in the 721 control. The
status of the overspeed fault is OVER SPEED FLT (*ALARMS*). The overspeed
fault will also illuminate the respective alarm LED. There are no delays in the
overspeed fault so an intermittent signal will cause the fault to latch. The
overspeed fault can be reset only using the hand held programmer and the software
reset. The engine speed reset cannot clear this fault. The overspeed fault is only an
indication of an overspeed condition. The 721 control will not take any action as a
result of an overspeed fault other than activating a minor alarm, due to the fact
that the fault should not have occurred if the 721 control was in control in the first
place, and indicates a major non-721 control related problem.
Remote Speed Fault

The remote speed input fault in the service menu is latched when the sensed input
signal goes outside of the 2 mA and 22 mA range (indicating an open or short
condition). The minor alarm however will not latch and return to normal once the
input signal returns to normal. The status of the fault is REMOTE SPD FLT
(*ALARMS*). This fault is delayed by the fault delay timer. It is important to
note that the sensed input current will trigger the fault and not the actual input
current. The calibration (remote gain and remote offset) of the remote speed input
may cause the sensed input signal to be outside of the limits even though the actual
input signal is within the limits, as might occur when two speed setting devices are
being used as the remote speed setting device. See Chapter 6 for calibration of
multiple remote speed setting devices. The sensed input current is REMOTE SPD
mA (*ANALOG I/O*). The 721 control will limit the speed reference to idle and
rated speed regardless of the remote speed input. The speed reference will track
the remote speed input within the idle (4 mA) and rated (20 mA) speed limitations.
No other action is taken.
NOTE
In versions prior to 3.10, the minor alarm latches and remains active
until an alarm reset.

Companion Speed Fault

The companion speed input fault is latched when the sensed input signal goes
outside of the 2 mA and 22 mA range. The status of the fault is COMPANION
SPD FLT (*ALARMS*). The fault is delayed by the fault delay timer. If the
companion fault is latched, the 721 control will NOT be able to be clutched in as
the slave unit. This unit can be used as the master unit only. If an attempt to clutch
the unit in as slave is made while the fault is latched, the engine will be forced to
idle and no clutch permissive will be made. If the fault occurs while the units are
clutched together, the faulted unit will de-clutch immediately. The units will not
softly load or unload.
External Limit Fault

The external limit input fault is latched when the sensed external input signal goes
outside of the 2 mA and 22 mA range. The status of the fault is EXT LMT FLT
(*ALARMS*). This fault is delayed by the fault delay timer. This fault will only
be active if the external fuel limit function is enabled. If the fault is latched, the
external fuel limit is disabled and the external fuel limit, EXTERNAL LMT %
(*FUEL LMT*) will read 999%.
Rack Position Input Fault

The rack position input fault is latched when the calculated fuel rack position
exceeds the –10% and 110% range. The status of the fault is RACK SENSOR
FLT (*ALARMS*). The fault is delayed by the fault delay timer. Unlike the other
analog input faults the fault range for the rack position input is based on the
calculated rack position and not the input signal. This means the input signal is
only limited by the hardware (0–22 mA). The calibration of the rack position
determines at what current level the fault will latch. It is also possible to calibrate
the rack position sensor so the –10% and 110% limits are not possible to reach.
The –10% and 110% levels are adjustable but are not accessible by field personal.
Contact Woodward Governor for more information. When the rack position fault
is latched, the 721 control automatically switches to the default rack calibration
based on the actuator output. The 721 control will function normally (load
sharing, fuel limiting, etc.) when using the default rack calibration. The accuracy
of the default rack calibration may not be as accurate as the rack position
transducer so the fault should be corrected as soon as possible.

Fuel Limit Exceeded Fault

The fuel limit exceeded fault is latched when the rack position is 10% over the
lowest fuel limiter. The status of the fault is FUEL LMT EXCEEDED
(*ALARMS*). This fault is delayed by the fault delay timer. The fuel limit
exceeded fault will de-clutch the unit immediately if both units are clutched
together. The unit will not de-clutch in single unit operation.
PID at Zero Fault

The speed control PID at zero fault is latched when the speed control PID output
has integrated to minimum fuel command. The status of the fault is PID AT 0
FLT (*ALARMS*). The PID at zero fault is an indication the engine is being
motored by the other unit. The fault has its own fault delay time. The delay time is
determined by the value of PID AT 0 TIME sec (*ALARMS*). The minimum fuel
level is also adjustable. The PID AT 0 LEVEL % is the actuator LSS percent used
to determine where “minimum” fuel is. Depending on the linkage arrangement, the
PID at zero level should be set near minimum fuel and lower than the lowest
actuator LSS command for normal operation. A value between 5% and 15%
works for most applications.
Mode Switch Fault

The mode switch fault is latched when the mode switch (Discrete Input G) contact
is closed. The mode switch is an optional contact input and this fault should only
be active if the mode switch is used. This fault is delayed by the fault delay time.
The status of the mode switch fault is MODE SWITCH FLT (*ALARMS*). The
contact is part of the mechanical ball head back up in some actuators. See the
actuator manual for more details regarding the mode for your actuator. If the ball
head back up governor takes control of the engine speed, this contact will close.
When the contact is closed, the 721 control is not able to control load and will not
be able to load share. The 721 control will de-clutch the engine if both units are
clutched together. The 721 control will not de-clutch if only one unit is clutched in.

Speed Reference Fault

The speed reference fault will latch if the engine speed falls below 50% of the
engine speed reference for five seconds or longer. This fault is delayed by its own
hard coded five second delay timer. The status of the fault is SPD REFERENCE
FLT (*ALARMS*). The speed reference fault indicates an overloaded engine
problem or some other problem causing the engine speed to droop too far. The
speed reference fault will not cause the 721 control to take any actions other than
trigger the minor alarm.
Troubleshooting Procedure
Table 7-1 is a general guideline for isolating system problems. The service
personnel should be thoroughly familiar with the contents of this manual as well as
governor theory involving precise control of engine speed. This guide assumes the
system wiring, soldering connections, switch and relay contacts, and input and
output connections are correct and in good working order. Make the checks in the
order indicated. Various system checks assume that the preceding checks have
been properly performed.
! WARNING
To protect against possible personal injury, loss of life, and/or
property damage when starting the engine, turbine, or other prime
mover, be prepared to make an emergency shutdown, to protect
against runaway or overspeed 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.

Table 7-1. Troubleshooting Procedure

SYMPTOM CAUSE TEST/REMEDY
Engine will not 1. CPU OK LED not 1a. No or incorrect power supply voltage. Power supply
start (actuator not illuminated. fuse may be open. Power supply may be dropping out,
moving to start especially if the cranking batteries are being used to
fuel position) power the 721 control. The power supply polarity may
be reversed (dc units only). See major alarm fault for
power supply checks. Replace the hardware as
necessary.
1b. Watchdog fault caused by hardware faults or
software faults. See major alarm fault for hardware
checks. Replace hardware or software as required.
2. Actuator voltage 2a. 721 control in STOP mode. With hand held
remains at 0 Vdc programmer verify that RUN/STOP contact status is
(forward acting) or 7 false (Discrete Input A open) during cranking.
Vdc (reverse acting) 2b. Verify actuator voltage output from 721 control
during cranking. during cranking. Voltage should be between 0 Vdc & 7
Vdc. The voltage will be proportional (forward acting
actuator), or inversely proportional (reverse acting
actuator), to the actuator command percentage viewed
on the hand held programmer. Proceed to next section
if actuator voltage is correct. If voltage is higher than
7.0 Vdc, check for open actuator circuit (wiring,
actuator coil, etc.). If actuator voltage is not
proportional to command, check that 721 control
hardware is configured for desired actuator output (0–
200 mA or 4–20 mA).
2c. Shorted actuator output. Check for actuator wires
shorted to ground.
2d. Speed signal not clearing failsafe levels. View the

engine speed with the hand held programmer. Engine
speed must be greater than the failsafe speed before
actuator is allowed to move from minimum fuel. Check
for proper MPU clearance. Check speed signal
amplitude (> 1Vrms) during cranking. Verify proper
gear teeth calibration. See Chapter 6, speed sensor.
2e. Start fuel limit set too low. View start fuel limit
with hand held programmer. Increase start fuel limit if
necessary.
2f. Fuel limiter not functioning properly. Incorrect rack
position transducer calibration may cause the actuator
output to minimum fuel. See rack calibration procedure
for testing.
3. Actuator not NOTE: Hydraulic actuators must have oil pressure and
responding to proper drive rotation to operate. Electric actuators must
actuator voltage have power applied to their respective electronic driver
signal from 721 module. See the actuator manual for more information.
control. 3a. Verify actuator linkage is not binding. Check for
sticking fuel rack, fuel rack shutdown solenoid active,
or properly functioning collapsible link.

3b. The actuator does not track the actuator voltage,

refer to the specific actuator manual troubleshooting.
3b. Actuator tracks actuator voltage, but engine still
does not start. Proceed to next section.
Engine will not 1. Actuator linkage 1. Verify the linkage from actuator to fuel rack is
start. (actuator not connected. properly connected. Verify collapsible link functioning
moving to start properly, if used.
fuel position)
2. Start fuel limit too 2. Check the start fuel limit level. Increase start fuel
low. limit as necessary.
3. Engine problem. 3. Engine fuel, air, ignition, etc. problem. Engine fuel
and/or air solenoid(s) may still be shutdown from
calibration procedure. Troubleshoot engine as
recommended by manufacturer.
Engine overspeeds 1. Actuator and/or 1a. Verify that fuel rack is not binding and linkage is
on start. linkage problem. properly adjusted.
1b. Actuator drive rotation incorrect.
1c. Verify the actuator and 721 control are the same
action (forward or reverse). Verify that as the 721
control actuator command goes to maximum fuel, the
fuel rack is moved in the increase fuel direction.
Actuator terminal shaft position should be proportional
to the actuator command.
2. Speed control 2. Speed control PID dynamics may be adjusted for

dynamics adjustment. sluggish operation. Attempt to start engine by
controlling fuel rack manually or by reducing the speed
reference. Adjust dynamics for better response.
3. Improper fuel rack 3. Fuel limiter not functioning properly. Incorrect rack
calibration. position transducer calibration may cause the actuator
output to maximum fuel. See rack calibration procedure
for testing.
Engine overspeeds 1. Start fuel limit 1. Enable start fuel limit. Reduce start fuel limit to
on start or causes disabled or set too some level slightly above (10%–20%) the idle speed
excessive smoke high. rack position.
on start.
Engine speed not 1. Improper linkage 1. Verify actuator is capable of reaching the necessary
regulated. adjustment. fuel rack position for idle speed. This condition is
indicated by the actuator resting at its minimum fuel
position and actuator command at zero percent.
2. 721 control 2a. 721 control is not powered up. Verify proper power
problem. supply operation.
2b. Verify proper CPU status (CPU LED illuminated).
2c. 721 control is STOP or shutdown mode. View
actuator shutdown mode with hand held programmer.
2d. Fuel limiter in control. View fuel limiter control
status with hand held programmer.
3. Mechanical 3a. Engine may be running on ballhead back up if used.

governor in control. Verify by attempting to change engine speed with speed
setting input for mechanical governor. Manual override
device on actuator may be active.
3b. Actuator load limit setting on actuator set too low.
Increase load limit so 721 control takes control of
engine speed.
3c. Actuator wiring may be open. Check wiring and
continuity from 721 control to actuator.
Engine does not 1. Maneuver speed 1. Verify with hand held programmer that maneuver
accelerate and/or mode selected. speed contact is false (Open). Maneuver speed contact
decelerate when will override the remote speed setting input.
remote reference
moved. 2. Unit is clutched in 2a. If unit is clutched in last, it becomes the slave unit.
as slave or appears to The slave unit will use the master speed reference
be clutched in as (companion speed setting).
slave. 2b. Unit is attempting to clutch in as the slave unit. The
speed reference will be determined by the master unit
again.
2c. Faulty clutch status switches. If the companion
unit’s clutch switch is closed or shorted regardless of
the actual clutch position, the unit will always be
clutched as the slave. As a result, the 721 control will
use the companion (master) speed reference.
3. Remote speed 3. Remote speed setting device not functioning. View

setting input not the remote speed setting input and verify proper
functioning. operation. See the remote speed setting calibration for
troubleshooting. The 721 control will not track the
remote above or below the rated and idle speed settings.
4. Slow speed 4. Speed reference ramp rate set too low. Increase the
reference ramp rate. speed reference ramp rate to desired rate for
acceleration or deceleration.
5. Mechanical 5a. Mechanical governor in control of the engine speed.

governor in control. 721 control not in control of speed. Manual override
device may be active. Verify actuator command is at
0% or 100%. See actuator manual for more
information.
5b. Actuator wires may be open. Check continuity from
721 control to actuator.
Engine will not 1. Speed control 1. A dynamics adjustment problem generally appears as
stabilize. Control dynamics a sinusoidal hunt or oscillation. There are several
may be erratic or adjustments. dynamics adjustments that take effect during loaded or
vary with load. unloaded conditions at different speeds. Verify the
proper dynamics are being adjusted at the proper time.
Disable gain slope and/or gain ratio functions to isolate
problem. See dynamics adjustments to correctly adjust
721 control response.
2. Improper linkage 2a. Make sure the actuator terminal shaft movement is
adjustments. approximately 2/3 of the total actuator movement from
no load to full load. For most diesels, turbines, and fuel
injected prime movers, the actuator linkage should be
linear. For the other prime movers, a non-linear
linkage should be used. See the actuator manual

regarding linkage arrangements.

2b. Make sure the linkage, ball-ends, and associated
fuel rack links are in good condition and not worn.
Make sure the fuel rack is not binding.
3. Faulty alternate 3. Alternate dynamics contact may be intermittently

dynamics contact. open or closing, causing the dynamics selection to be
intermittent. This is especially true if an oil pressure or
speed switch is used to select between the two
dynamics.
4. Erratic speed 4. The speed setting device signal may be erratic,

setting devices. causing the speed reference to move around erratically.
The 721 control will attempt to follow the changing the
speed reference. View the speed setting input in control
and verify that the speed reference is stable.
5. Mechanical 5a. Often referred to as ballhead interference. The

governor mechanical ballhead governor and 721 control speed
interference/problem. settings are nearly (±3%) equal. The speed control
governors (electrical and mechanical) are attempting to
control the engine speed at the same time. Separate the
two speed settings, lower 721 control speed setting, or
increase the mechanical speed setting.
5b. Possible actuator stability problem. Check actuator
drive rotation and actuator hydraulic pressure. Check
condition of actuator oil and supply system. For electric
actuators, check electronic driver module power supply,
and associated wiring. See the actuator manual for
troubleshooting.
6. Poor engine speed 6a. MPU speed signal problem. Verify MPU probe is in
signal. good condition (free of dirt, oil, grease, or metal
filings). Verify the gear is in good condition (no
missing teeth, gear runout within tolerance, etc.). If
possible view speed signal to 721 control with an
oscilloscope. MPU speed signal should be a sine wave
with a relatively fixed amplitude. There should be no
major wave form distortions.
6b. Possible engine firing torsionals or flexible
coupling torsionals. Attempt to re-adjust the inertia
factor and/or speed filter.
7. Engine fuel 7. Attempt to isolate engine and governors. If possible,

delivery or other slowly reduce mechanical load limit until actuator
mechanical problem. terminal shaft is controlled by load limit setting. The
fuel rack can also be blocked by using the maximum
fuel limiter in the 721 control. WARNING: Do not
lower load limit rapidly or any lower than
necessary to prevent unwanted engine
shutdowns under severe load conditions. This
is especially true at low speed. If the engine is
still unstable when the actuator/fuel rack is blocked, the

problem is most likely an engine problem.
8. Improper wiring 8a. Verify all shields are grounded at 721 control only
and installation. and not at any other points. Verify shields are carried
Possible shielding or continuously through any terminal blocks throughout
ground loop their length.
problems. 8b. If possible begin to remove one input wiring section
at a time until stability is corrected. Remove as many
inputs a possible until only the minimum connections
(power supply, MPU, & actuator) exist. An external
current or voltage source may be needed to simulate
input signal when the field device wiring is removed to
run the engine. Correct the possible ground loop, shield
problem. See 8c below.
8c. Verify 721 control wiring (power supply, MPU,
actuator, etc.) is not routed through conduit containing
high voltages or currents. Route suspect wiring outside
of conduit and verify engine instability goes away.
8d. If 721 control wiring is isolated down to power
supply, MPU, and actuator, check condition of solder
joints at MPU and actuator connectors. Check all
terminal connections for tightness.
Engines do not 1. Improper rack 1. The 721 control can only share load as well as the
share load transducer rack transducers, actuator linkages, and engine fuel
equally. calibration. rack(s) or pump(s) are calibrated. With the hand held
programmer, verify the engine fuel rack positions are
equal (±2.5%). A small rack position error between
units is common and will never be zero. If 721 control
indicates balanced load sharing (rack positions on hand
held programmer equal), the control is functioning
properly and the problem is with the fuel rack
transducer calibrations or engine fuel system. If engine
fuel rack positions are balanced, the problem exists in
the engine (fuel pumps, etc.). See the appropriate
engine manufacturer’s recommendations for balancing
the engine’s fuel racks. Verify the fuel racks have been
properly calibrated for their full load and no load
conditions. Verify the same approximate fuel rack
setting corresponds to similar rack position percent
between the 721 controls.
2. An active fuel limit will override the load sharing

2. Fuel limiter active. and de-rate the engine. Verify no fuel limiters are
active.
3. Actuator linkage 3. Verify the actuator linkage is capable of controlling

problem. engine fuel rack at that position.
4. Load sharing line. 4. There are no load sharing line calibrations available
to field personnel. Verify load sharing line voltages (see
Chapter 6). Verify the load sharing polarity is correct
between the two units. Verify the load sharing signal
voltage is positive. The correct range is 0–3 Vdc (0%
rack position to 100% rack position).
Engine does not 1. Improper rack 1. Verify the rack position percent increases as the

share load with transducer engine fuel rack is moved in the increase fuel direction.
other unit (one calibration.
unit takes all of 2. Verify that when both engines are clutched together,
the load). 2. Clutch contacts. both port and starboard clutch contact inputs are closed.
When both contacts are closed, the 721 controls begin
load sharing as indicated by a closed internal load
sharing relay.
3. Verify the load sharing polarity is correct between

3. Load sharing lines. the two units. Verify the load sharing signal voltage is
positive. The correct range is 0–3 Vdc (0% rack
position to 100% rack position). The individual engine
load sharing line output can be tested by simulating the
parallel operation of the engines.
4. Verify the companion speed signal between the

4. Companion speed master and the slave 721 control when both port and
signal. starboard clutch contacts are closed.
5. Both engines must be under control of the 721

5. Mechanical control. If one of the engines is in mechanical governor
governor in control. control, the load will not be shared unless the
mechanical speed setting is corrected and the
mechanical governor is in droop.
Engine does not 1. Fuel limiter in 1. Verify speed control is in control and no fuel limiter
maintain constant control. becomes active.
speed
(isochronous). 2. Mechanical 2. Most mechanical governors have some amount of
governor in control. droop built into the governor. Verify engine does not
droop using 721 control.
3. Actuator linkage. 3. Engine speed droops off near rated speed (full load).
Verify actuator or fuel rack is not at its maximum fuel
position.


Chapter 8
Service Options
Product Service Options

The following are the factory options available for the service of Woodward
equipment:
• Replacement/Exchange (3-year warranty) (24-hour service)
• Flat Rate Repair (6-month warranty)
• Flat Rate Remanufacture (3-year warranty)
If you are experiencing problems with installation or unsatisfactory performance

of an installed system, the following options are available:
• 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/Exchange
Replacement/Exchange is a premium program designed for the user who is in need
of immediate service. It allows the user 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
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.
Charges for the Replacement/Exchange service are based on a flat rate plus
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.

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 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 Remanufacture

Flat Rate Remanufacture is very similar to the Flat Rate Repair option with the
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 Equipment for Repair

If any part of the electronic control is to be returned to Woodward Governor
Company for repair, attach a tag to the part with the following information:
• name and location where the control is installed;
• name and phone number of contact person;
• complete Woodward Governor Company part number(s) and serial
number(s);
• description of the problem;
• instructions describing the desired type of repair.
! WARNING
Explosion Hazard—Do not connect or disconnect while circuit is live,
unless area is known to be non-hazardous.
Explosion Hazard—Substitution of components may impair suitability

for Class I, Division 2.

! CAUTION
To prevent damage to electronic components caused by improper
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;
• 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.
Additional Instructions
When returning equipment to Woodward, please telephone and ask for the
Customer Service Department [(800) 835–5182 or (970) 663–3900]. 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 Parts Information

When ordering replacement parts for electronic 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
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
For assistance outside North America, call one of the following international
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.
FACILITY PHONE NUMBER

Australia (61)(2) 9758 2322
Brazil (55)(19) 708 4800
England (44)(118) 9752727
India (91)(129) 230419
Japan (81)(47) 693-4661
The Netherlands (31)(23) 56 61111
Singapore (65) 270-0081
There is also information and e-mail addresses on Woodward’s Internet (World

Wide Web) home page:
http://www.woodward.com
Other Service Facilities

Contact Woodward Governor Company, Customer Service Department, for the
name of your nearest Woodward distributor or service facility.
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 either at our facilities in Loveland and Fort Collins,
Colorado, or at the customer’s 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.
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 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,
enhancements, or other needs. These contracts are usually custom-designed and
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 Troubleshooting Guide

The following is a general troubleshooting guide for areas to check which may
present potential difficulties. By making these checks appropriate to your
engine/turbine before contacting Woodward for technical assistance, your system
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 it’s proper stroke smoothly?
• Does the valve travel it’s 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 System
• Is the oil at the proper operating pressure?
• 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 Pumps

• Are any rack shafts stuck?
• 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 Conditions
• Is the engine/turbine inlet pressure at design specification?
• 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, And Fault Indications

• Does the governor indicate it is in the correct control mode?
• Is the governor issuing any alarms?
• 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 it’s input and measuring it’s 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 And Other Speed Sensing Devices

• Is the wiring between the speed sensing pickup and the control correct?
• Are there any grounding problems or worn shields?
• 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/Power Supplies

• Is the input power within the range of the control’s power supply input?
• Is the input power free of switching noise or transient spikes?
• Is the power circuit dedicated to the governor only?
• Are the control’s supplies indicating that they are OK?
• Are the control’s supplies outputting the correct voltage?
Electrical Connections
• Are all electrical connections tight and clean?
• 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 governor’s 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 Assistance
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 Governor 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.


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02822B

Two-engine mechanical load-sharing

WOODWARD GOVERNOR COMPANY

CHAPTER 2 ELECTROSTATIC DISCHARGE AWARENESS ..................... 13

CHAPTER 3 INPUT/OUTPUT OPERATION ................................................ 15

CHAPTER 4 FUNCTION OPERATION ........................................................ 25

Woodward Governor Company i

CHAPTER 6 INSTALLATION AND CALIBRATION ..................................... 67

CHAPTER 7 FAULTS AND TROUBLESHOOTING ..................................... 93

ii Woodward Governor Company

Illustrations and Tables

Woodward Governor Company iii

iv Woodward Governor Company

9907-210 Low Voltage power supply (18–40 Vdc)

These controls are intended to be used as a general two-engine mechanical drive

Woodward Governor Company 1

2 Woodward Governor Company

721 Control Accessories

Woodward Governor Company 3

Figure 1-1. 721 Marine Load Sharing System

4 Woodward Governor Company

Figure 1-2. 721 Control

Figure 1-3. Hand Held Programmer

6 Woodward Governor Company

Figure 1-4. System Wiring Overview

Woodward Governor Company 7

8 Woodward Governor Company

Figure 1-5. Functional Block Diagram

Woodward Governor Company 9

10 Woodward Governor Company

Figure 1-6. Plant Wiring Diagram

Woodward Governor Company 11

12 Woodward Governor Company

All electronic equipment is static-sensitive, some components more than others. To

Follow these precautions when working with or near the control.

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

3. Keep plastic, vinyl, and styrofoam materials (such as plastic or styrofoam

• Do not touch any part of the PCB except the edges.

• Do not touch the electrical conductors, the connectors, or the

Woodward Governor Company 13

14 Woodward Governor Company

The 9907-210/-211 requires a jumper to be added between terminal 32 (Discrete

Speed Signal Output (Analog Output #1—TB9, TB10)

Woodward Governor Company 15

Fuel Rack Position Output

Tachometer Output (Analog Output #3—TB13, TB14)

Figure 3-1 Tachometer Calibration

16 Woodward Governor Company

Actuator Output (TB15, TB16)

Engine Speed Signal Input

Woodward Governor Company 17

Load Sharing Lines (TB21, TB22)

Contact Inputs (Discrete Inputs A–H—TB25–TB32)

Discrete Input B—De-clutch: Close this contact to begin the de-clutching

Discrete Input G—Actuator Mode Switch: This contact is an indication from

18 Woodward Governor Company

Discrete Input H—Alternate Dynamics: Close this contact to activate the

Remote Speed Setting Input

Woodward Governor Company 19

Companion Speed Setting Input

External Fuel Limit Input

Fuel Rack Position Input

20 Woodward Governor Company