723PLUS Digital Speed Control For Single Engine Marine Propulsion Applications
723PLUS Digital Speed Control For Single Engine Marine Propulsion Applications
723PLUS Digital Speed Control For Single Engine Marine Propulsion Applications
(Revision NEW)
Original Instructions
8280-1129
This publication may have been revised or updated since this copy was produced.
To verify that you have the latest revision, check manual 26311 , Revision Status &
Distribution Restrictions of Woodward Technical Publications, on the publications
Revisions page of the Woodward website:
www.woodward.com/publications
RevisionsChanges in this publication since the last revision are indicated by a black line
alongside the text.
Woodward reserves the right to update any portion of this publication at any time. Information provided by Woodward is
believed to be correct and reliable. However, no responsibility is assumed by Woodward unless otherwise expressly
undertaken.
Copyright Woodward 2010
All Rights Reserved
Manual 26549 723PLUS/Single Engine Marine Propulsion
Contents
Woodward i
723PLUS/Single Engine Marine Propulsion Manual 26549
Contents
ii Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
Contents
Woodward iii
723PLUS/Single Engine Marine Propulsion Manual 26549
iv Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
Woodward v
723PLUS/Single Engine Marine Propulsion Manual 26549
vi Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
Chapter 1.
General Information
Introduction
This manual describes the Woodward 723PLUS Digital Speed Control for Single
Engine Marine Propulsion Applications, for part number 8280-1129.
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.
Application
The 723PLUS single engine marine control described in this manual controls the
speed and load of medium- and high-speed diesel reciprocating engines in
variable speed marine propulsion service, including those with flexible couplings.
The control includes inputs for two magnetic pickups (MPUs) or proximity
switches for speed sensing, an input for lube oil pressure, an input for water
pressure, an input for remote speed reference, and an input for air manifold
pressure to limit the fuel demand.
The 8280-1129 single engine marine propulsion control is intended for use on
single engine, single propeller (variable or fixed pitch) propulsion systems. A
typical propulsion system is shown in Figure 1-1. The system is shown with a
flexible coupling between the engine and the propeller. Protection is provided to
the unit shown with the Fuel Limiters and special torsional detection and filtering
across the flexible coupling.
*Modbus is a trademark of Schneider Automation Inc.
**LON is a trademark of Echelon Corporation.
Woodward 1
723PLUS/Single Engine Marine Propulsion Manual 26549
The 723PLUS control (Figure 1-2) consists of a single printed circuit board in a
sheet-metal chassis. Connections are via three terminal strips and three 9-pin
subminiature D connectors.
Control Options
This manual describes the designed application of the 723PLUS marine control
system, with low voltage power supply and torsional filtering.
Discrete input voltages provide on/off command signals such as Raise Speed
and Lower Speed to the electronic control. Each discrete input requires 10 mA at
24 Vdc nominal voltage rating. The low voltage power supply may be used to
power these command signals (see Figure 1-5 for vessel wiring).
2 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
These controls have a unique software function which allows the control
dynamics to respond only to changes in speed which can be corrected by
changing the amount of fuel to the engine. Variations in speed which are caused
by torque changes across a flexible coupling are ignored. By dampening the
dynamic response to these torque changes, the 723PLUS does not contribute to
the oscillations, and so the stress on the coupling is less. This damped response
occurs only when the instantaneous speed change is different between two
speed sensor inputs. Two separate speed sensors must be used for this
application to be effective (see Figure 1-5). In this case, a separate speed sensor
must be located on each side of the flexible coupling.
Hardware Options
The 723PLUS control has several hardware options available for signal inputs
and outputs. The inputs for the two speed sensors can be configured with
internal jumpers for either passive magnetic pickup units (MPUs) or active
proximity switches. The four signal inputs can be configured with external
jumpers for either milliamp or voltage sources. Analog Outputs #1 and #2 can be
configured with internal jumpers to source either 4 to 20 mA or 0 to 1 mA. Analog
Outputs #3 and #4 can be configured with internal jumpers to source either 0 to
200 mA or 0 to 20 mA. These options can be configured for each individual
application.
Software Options
In addition, there are several options available in the 723PLUS control software
which allow considerable flexibility for the application of the hardware. Along with
the typical adjustments for reference rates, limits, and dual dynamics, the
software allows for two speed sensing detection methods, a speed filter function,
an external fuel demand limit function, a start limit function, and a function to
bump the actuator to allow testing the dynamics. The software also allows
configuration of the two communication ports. One actuator output and both
analog outputs are software configurable to output one of several different
signals. All analog inputs and outputs are fully adjustable.
Woodward 3
723PLUS/Single Engine Marine Propulsion Manual 26549
4 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
Woodward 5
723PLUS/Single Engine Marine Propulsion Manual 26549
6 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
Woodward 7
723PLUS/Single Engine Marine Propulsion Manual 26549
8 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
Woodward 9
723PLUS/Single Engine Marine Propulsion Manual 26549
10 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
Woodward 11
723PLUS/Single Engine Marine Propulsion Manual 26549
Chapter 2.
Installation
Scope
This chapter contains general installation instructions for the 723PLUS control.
Power requirements, environmental precautions, and location considerations are
included to help you determine the best location for the control. Additional
information includes unpacking instructions, electrical connections, and
installation checkout procedures.
Unpacking
Before handling the control, read page iv, Electrostatic Discharge Awareness. Be
careful when unpacking the electronic control. Check the control for signs of
damage such as bent panels, scratches, and loose or broken parts. If any
damage is found, immediately notify the shipper.
Power Requirements
The 723PLUS marine control requires a voltage source of 18 to 40 Vdc. The
input power source must be capable of supplying 40 W and 7 A.
Location Considerations
Consider these requirements when selecting the mounting location:
adequate ventilation for cooling
space for servicing and repair
protection from direct exposure to water or to a condensation-prone
environment
protection from high-voltage or high-current devices, or devices which
produce electromagnetic interference
avoidance of vibration
selection of a location that provides an operating temperature range of
40 to +70 C (40 to +158 F).
12 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
Internal Jumpers
The 723PLUS control has ten, two-position internal jumpers (JPR1 through
JPR20) located on the top of the printed circuit board. If you need to change any
jumper to match your control needs, be sure to read page iv, Electrostatic
Discharge Awareness, before proceeding.
Remove power and all inputs. Wait at least 45 seconds, then remove the control
cover. With your fingers or a small pair of tweezers, carefully remove the
appropriate jumper and replace it securely over the proper two connectors (see
Figure 2-1).
The following jumper options are available for these 723PLUS controls:
JPR10 analog output #1 01 mA
* JPR9 analog output #1 020 mA
Electrical Connections
The vessel wiring connections are shown in Figure 1-6. This shows the external
wiring connections and shielding requirements for the controls described in this
manual. These connections are explained in detail in the rest of this chapter.
Shielded Wiring
All shielded cable must be twisted conductor pairs. Do not attempt to tin the
braided shield. All signal lines should be shielded to prevent picking up stray
signals from adjacent equipment. Connect the shields to the nearest chassis
ground. Wire exposed beyond the shield should be as short as possible, not
exceeding 25 mm (1 inch). The other end of the shields must be left open and
insulated from any other conductor. DO NOT run shielded signal wires along with
other wires carrying large currents. See Woodward application note 50532,
Interference Control in Electronic Governing Systems for more information.
Woodward 13
723PLUS/Single Engine Marine Propulsion Manual 26549
14 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
Where shielded cable is required, cut the cable to the desired length and prepare
the cable as instructed below.
1. Strip outer insulation from BOTH ENDS, exposing the braided or spiral
wrapped shield. DO NOT CUT THE SHIELD.
2. Using a sharp, pointed tool, carefully spread the strands of the braided
shield.
3. Pull the inner conductor(s) out of the shield. If the shield is the braided type,
twist it to prevent fraying.
5. Attach proper lugs to the conductors and the shield. Mount the shields to the
chassis grounds studs on the control.
Run the power leads directly from the power source to the control. DO NOT
POWER OTHER DEVICES WITH LEADS COMMON TO THE CONTROL. Avoid
long wire lengths. Connect the positive (line) to terminal 1 and negative
(common) to terminal 2. If the power source is a battery, be sure the system
includes an alternator or other battery-charging device.
Do NOT apply power to the control at this time. Applying power may
damage the control.
Woodward 15
723PLUS/Single Engine Marine Propulsion Manual 26549
The relay contact on terminals 3/4 for Relay Output #1 is used when internal
shutdown conditions are meant to externally shut down the engine. Relay Output
#1 must be connected to the engine shutdown system to execute an engine
shutdown. No connection is required if the shutdown function is not used in the
application. The relay changes state if any configured shutdown condition has
occurred without being cleared and reset. The state of the contact can be
configured as either close on shutdown or open on shutdown. If power to the
control is lost, the contact will open.
The relay contact on terminals 5/6 for Relay Output #2 is used when alarm
conditions are to be used by other devices in the application. The relay changes
state if any configured alarm condition has occurred without being cleared and
reset. The state of the contact can be configured as either close on alarm or
open on alarm. If power to the control is lost, the contact will open.
The relay contact on terminals 7/8 for Relay Output #3 is used when indication
conditions are to be used by other devices in the application. The relay changes
state if any configured indication condition has occurred without being cleared
and reset or without being cleared only (when configured as a non-latching
output). The state of the contact can be configured as either close on indication
or open on indication. If power to the control is lost, the contact will open.
The contact ratings are shown on the 723PLUS Control Specifications (inside
back cover). Interposing relays should be used if the application exceeds these
ratings.
16 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
A second speed-sensing device may also be used for redundancy and for
torsional filtering if applicable. The second device provides backup speed
sensing in the event of a single speed sensor device failure. If two speed sensor
devices are used, they must both sense the exact same speed of rotation. The
usual location for both devices is on the upper half of the flywheel housing.
The Speed Sensor Input terminals can be hardware configured to accept speed
sensing signals from proximity switches. In this configuration, the impedance of
the input is at least 2 k. This configuration requires that the proximity switches
be powered by an external source. Refer to Manual 82510 for further information
on mounting and using proximity switches.
The Speed Sensor Input is hardware configured for an MPU when the control is
shipped from the factory. In this configuration, the impedance of the input could
be as low as 200 . An MPU used as a speed input device must provide a
minimum amplitude signal of 1.5 Vrms during all times while the engine is to be
controlled. Refer to Manual 82510 for complete details on MPU selection,
location, and mounting.
The Speed Sensor Input is software configurable for either a digital speed
detection method or an analog speed detection method. The default is set for
digital speed detection. The digital speed detection method is the same as used
on other Woodward digital controls and is capable of receiving input frequencies
of 90 to 15 000 Hz. An analog speed detection method is also available in the
software. The analog speed detection can filter out frequency changes caused by
the cylinder firing frequency. This filter allows the control loop to better respond to
real engine speed changes if the firing frequency is within the bandwidth of the
control loop. The analog detection method is capable of receiving input
frequencies of 250 to 15 000 Hz.
Note that the engine speed must remain between 200 and 2100 rpm during all
times of closed loop control.
If the torsional filtering 723PLUS control is to be used, both speed sensors must
be used. The speed sensor on the engine side of the coupling should be
connected to Speed Sensor Input #1 (terminals 11 and 12). The speed sensor on
the load side of the coupling should be connected to Speed Sensor Input #2
(terminals 13 and 14.) The speed sensors can be either MPUs or proximity
switches.
Use shielded wire for all speed sensor connections. Connect the shield to the
chassis. Make sure the shield has continuity the entire distance to the speed
sensor, and make sure the shield is insulated from all other conducting surfaces.
Woodward 17
723PLUS/Single Engine Marine Propulsion Manual 26549
Use shielded twisted-pair wires to connect the actuator to the 723PLUS control.
For electrically isolated devices such as standard Woodward actuators, the
shield should be grounded at the control end of the cable. For input to other
devices, use the recommendation of the device manufacturer.
18 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
Note that the Actuator Position selection can be used to allow Analog Output #4
to have an actuator signal identical to Analog Output #3. Analog Output #4 can
be connected to a second standard Woodward actuator by changing the
hardware configuration to 0 to 200 mA. Software settings must be changed if the
hardware is configured for 0 to 200 mA.
Voltage is supplied to the discrete input terminal when an input switch or relay
contact closes. This causes the input state for that discrete input to be TRUE.
The input terminal is open circuited when the input switch or relay contact opens.
This causes the input state for that discrete input to be FALSE. When the input
switch or relay contact is closed, the voltage supplying the discrete inputs should
be present from the appropriate discrete input (terminal 29, 30, 31, 32, 33, 34,
35, or 36) to terminal 37 (common). Terminal 37 is the common return path for all
of the discrete input channels. A lower voltage indicates that the switch contacts
have too high a resistance when closed and should be replaced. These terminals
must be isolated from ground. The green light above each input terminal
illuminates for a valid TRUE state.
Woodward 19
723PLUS/Single Engine Marine Propulsion Manual 26549
In this system, which provide an external low voltage source to power the
723PLUS control, the discrete inputs may be powered by this external low
voltage. The voltage source used must be capable supplying 100 mA at a
voltage level of 18 to 40 Vdc. Connect the external low voltage source negative
to terminal 37(). Connect the external low voltage source positive to the
appropriate input switch or relay contact and connect the mated switch or relay
contact to the corresponding discrete input terminal on the 723PLUS control.
20 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
For reverse-acting systems where the fuel demand is allowed to increase to the
speed setting of a mechanical governor when the electrical system fails, this
discrete input should be set to the TRUE state. This can be done by connecting
the input directly to the positive Discrete Input Power source. This action forces
the fuel demand to increase if the electrical speed signal is lost, and relinquishes
control to the mechanical governor. Be sure the mechanical governor is properly
set up to assume control in the event of an electrical system failure. The
mechanical governor must not be set up to assume control during normal electric
governor operation. Such interaction produces undesirable instability.
Woodward 21
723PLUS/Single Engine Marine Propulsion Manual 26549
22 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
The Open to Run command is the preferred means for a normal shutdown of the
engine. The control output to the actuator is minimum when voltage is applied to
terminal 36.
The Open to Run discrete input is not intended for use as the sole
means of shutdown in any emergency stop sequence. To prevent
possible serious injury and engine damage from an overspeeding
engine, do NOT use the Open to Run discrete input as the sole
means of shutdown in any emergency stop sequence.
A failure of the input signal is detected for input values less than 2.0 mA (0.5
Vdc) and for input values exceeding 21 mA (5.25 Vdc). A configured detected
failure causes a Status Indication alarm and remains as a Status Indication alarm
until the failure is repaired.
Woodward 23
723PLUS/Single Engine Marine Propulsion Manual 26549
A failure of the input signal is detected for input values less than 2.0 mA (0.5
Vdc) and for input values exceeding 21 mA (5.25 Vdc). A configured detected
failure causes a Status Indication alarm and remains as a Status Indication alarm
until the failure is repaired.
A failure of the input signal is detected for input values less than 2.0 mA (0.5 Vdc)
and for input values exceeding 21 mA (5.25 Vdc). A configured detected failure
removes the air manifold pressure fuel limit and causes a Status Indication alarm.
The fuel limit removal and Status Indication alarm remain until the failure is repaired.
24 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
A failure of the input signal is detected for input values less than 2.0 mA (0.5
Vdc) and for input values exceeding 21 mA (5.25 Vdc). A configured detected
failure will alarm and/or shutdown and remain alarmed and/or shut down until the
failure is repaired and an Alarm Reset is issued.
f the Remote Speed Reference is selected and the input goes below 2
mA, the speed reference will ramp down to minimum speed or shut
down if the control is configured and connected for shutdown.
Default is set not to shut down.
Woodward 25
723PLUS/Single Engine Marine Propulsion Manual 26549
1. Visual inspection
A. Check the linkage between the actuator and fuel metering device for
looseness or binding. Refer to the appropriate actuator manual, and
Manual 25070, Electric Governor Installation Guide for additional
information on linkage.
B. Check for correct wiring in accordance with the vessel wiring diagram,
Figure 1-6.
Check for grounds by measuring the resistance from all control terminals to
chassis. All terminals should measure infinite resistance (the resistance of
terminals 2 and 37 depends on whether a floating or grounded power
source is used). If a resistance less than infinity is obtained, remove the
connections from each terminal one at a time until the resistance is infinite.
Check the line that was removed last to locate the fault.
26 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
Chapter 3.
Standard Menu Items
Introduction
Because of the variety of installations, plus system and component tolerances,
the 723PLUS control must be tuned to each system for optimum performance.
This chapter contains information on how to enter control set points through the
controls menu system using Watch Window, the Standard PC Interface, and the
Hand Held Programmer. See Chapter 4 for prestart-up and start-up settings and
adjustments.
An inspector provides a window for real-time monitoring and editing of all control
Configuration and Service Menu parameters and values. Custom inspectors can
easily be created and saved. Each window can display up to 28 lines of monitoring
and tuning parameters without scrolling. The number with scrolling is unlimited.
Two windows can be open simultaneously to display up to 56 parameters without
scrolling. Tunable values can be adjusted at the inspector window.
Watch Window communicates with the 723PLUS Single Engine Marine Control
through ports J1 or J2.
Port J1 is configured for RS-422 and requires a special cable to convert from RS-
422 to RS-232. The cable part number is 5416-870. RS-422 communications are
less susceptible to noise than RS-232 and should be used when the control and
computer are in noisy environments. When using port J1 with Watch Window or
the Standard PC Interface, place a jumper across terminals 9 and 10. This tells
the control that a computer is connected to J1. When using the Hand Held
Programmer, remove the jumper.
Port J2 is configured for RS-232 and requires a widely available 9-pin null
modem cable. This cable should be available at almost any computer or
electronics store. It does not matter if terminals 9 and 10 are jumpered or not
when using port J2.
Woodward 27
723PLUS/Single Engine Marine Propulsion Manual 26549
The programmer screen is a four-line backlit LCD display. The display lets 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. Use the BKSP
and SPACE keys to scroll through the display to show the remainder of a prompt
if it is longer than the display screens 19 characters.
The 723PLUS has two sets of menusthe Service menus and the Configure
menus. The Service menus allow easy access and tuning while the engine is
running. The Configure menus are used to access parameters that should not be
changed while the engine is running.
28 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
Service Menus
If you have a blank screen or the Woodward message on the terminal, push the
Down Arrow key once. Otherwise you should push the SAVE key, the ESC key
twice, and the Down Arrow key once. This puts you at the menu title of the first
Service menu.
Woodward 29
723PLUS/Single Engine Marine Propulsion Manual 26549
Leaving a Menu or Returning to First Menu
Once within a menu, to return to the menu title, press the ESC key. To return all
the way to the first menu, press the ESC key again and the Down Arrow key
once.
Configure Menus
Navigating through the Configure menus is similar to navigating through the
Service menus except that the engine should be shut down to access the
Configure menus. Press the (decimal) key. The display shows, To select
configure, press enter. Press the ENTER key and the display shows, To
shutdown I/O, press enter. Press the ENTER key to enter the Configure menus.
To leave the Configure menus, press the ESC key twice. The set points are
automatically saved when leaving Configure and the control reboots. After the
control starts again, you will be at the top of the Service menus.
To obtain an exact value, press the = key. Key in the required figure and press
ENTER.
This may be done only if the figure is within 10% of the existing value
in Service. In Configure, any value within range may be entered.
30 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
To save set points at any time, use the SAVE key. This transfers all new set
point values into the EEPROM memory. The EEPROM retains all set points
when power is removed from the control. Exiting to the Woodward logo also
automatically saves all set points.
The unit RPM represents revolutions per minute. The unit RPM/MIN
represents change in rpm per minute. The unit ENGR represents engineering
units which are user set (psi, kPa, etc). The unit Hz represents frequency in
Hertz. The unit SEC represents seconds. The unit %FD represents a
percentage of the Fuel Demand as described in the Description of Operation in
Chapter 6. Use the Appendix to enter the specific values for your application.
CFIG OPTIONS
The items under this menu configure general dynamics and fuel limit options. Set
the item value to TRUE to enable the option.
Woodward 31
723PLUS/Single Engine Marine Propulsion Manual 26549
RESET ALM ON CLEAREnables automatic ALARM RESET on every start.
The automatic ALARM RESET is not active when set to FALSE. Manual alarm
reset through the discrete input or Hand Held programmer is not affected and
always enabled.
NON-LATCH ALM DOUT3Set FALSE to make Relay 3 output a latching
output. A configured Engine Trouble condition must be cleared and reset to
unlatch Relay 3 output. Set TRUE to make the Relay 3 output non-latching. A
configured Engine Trouble condition must be cleared only to unlatch Relay 3
output.
RATED SPEED (RPM)Enter the rated speed in rpm. This is the speed that the
speed reference automatically ramps to when the Rated Speed discrete input is
TRUE.
ASPD #1 TEETHThis is the number of pulses per revolution seen by Speed
Sensor #1. It is generally the number of teeth on the gear used by an MPU.
ASPD 1 MAX FREQ (Hz)This is the absolute maximum frequency that is input
to Speed Sensor #1. It is generally set greater than the frequency representing
an overspeed condition.
ASPD #2 TEETHThis is the number of pulses per revolution seen by Speed
Sensor #1. It is generally the number of teeth on the gear used by an MPU.
ASPD 2 MAX FREQ (Hz)This is the absolute maximum frequency that is input
to Speed Sensor #2. It is generally set greater than the frequency representing
an overspeed condition.
REVERSE ACTINGSet to FALSE when the actuator current increases to
increase fuel flow, and set to TRUE when the actuator current decreases to
increase fuel flow. The TRUE setting is used with actuators that increase the fuel
flow to the engine if the electrical signal to the actuator fails. Changing this
setting to TRUE affects the operation of the Start Fuel Limit Function (see
Description of Operation in Chapter 6 for details).
DSPD #1 TEETHThis is the number of pulses per revolution seen by Speed
Sensor #1. It is generally the number of teeth on the gear used by an MPU.
DSPD #2 TEETHThis is the number of pulses per revolution seen by Speed
Sensor #1. It is generally the number of teeth on the gear used by an MPU.
MPU ALARM ARM TIMEThis is the time delay to wait before latching armed
the MPU failure alarm and shutdown functions once a valid MPU signal is
detected. Closing the Open to Run contact resets the latch block to prevent
MPU failure alarm and shutdown conditions from occurring with normal stops.
CFIG INDICATION
This menu allows configuring which conditions are seen as status indications and
the function of Relay Output #2. Set the item value to TRUE to enable the status
condition.
ON MAX LIMITIndicates status when the speed control is on the Max Fuel
Limit.
32 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
ON AIR PRESS LIMITIndicates status when the speed control is on the Air
Manifold Pressure Fuel Limit.
ON TORSION LIMITIndicates status when the speed control is on the
Torsional Fuel Limit.
ON TORQUE LIMITIndicates status when the speed control is on the Torque
Fuel Limit.
ACT SHUTDOWNIndicates status when an Actuator Shutdown condition
occurs. The Stop discrete input, both MPUs failed, or any Configured Shutdown
can cause an Actuator Shutdown condition.
SPEED SWITCHIndicates status when engine speed is above a
programmable SPD SW PICKUP setting. Status clears when engine speed is
below a programmable SPD SW DROPOUT setting.
OIL XMTR FAULTIndicates status when the Oil Pressure transmitter output
falls below 2 mA or increases above 21 mA.
WATER XMTR FAULTIndicates status when the Water Pressure transmitter
output falls below 2 mA or increases above 21 mA.
AIR XMTR FAULTIndicates status when the Air Manifold Pressure transmitter
output falls below 2 mA or increases above 21 mA.
LOAD SWITCHIndicates status when the fuel demand is above a
programmable LOAD SW PICKUP setting. Status clears when fuel demand is
below a programmable LOAD DROPOUT setting.
CFIG ALARMS
This menu allows configuring what conditions are seen as engine trouble alarms
and the function of Relay Output #3. Set the item value TRUE to enable the
alarm condition.
SPEED #1 FAILAlarms when Speed Sensor #1 detects a speed less than five
percent of rated speed.
SPEED #2 FAILAlarms when Speed Sensor #2 detects a speed less than five
percent of rated speed.
SPD #1AND#2 FAILAlarms when Speed Sensor #1 and Speed Sensor #2
both detect speed is less than five percent of rated speed.
REMOTE SR FAILAlarms when Signal Input #4 (Remote Speed Reference
Input) goes out of range (below 2 mA or above 21 mA).
LOW OIL PR ALARMAlarms when oil pressure drops below the OIL ALM SET
POINT for longer than the OIL PRESS DELAY time. Alarm is bypassed when
speed is below the SD BYPASS SPEED, and is armed when speed is above the
SD BYPASS SPEED for the SD BYPASS time.
HI FUEL DEMND ALARMAlarms when the fuel demand exceeds the HI FUEL
DEMND SETPT for longer than the HI FUEL DEMND DELAY time. This alarm is
useful for detecting situations where the governor is not in control of the engine
speed or load.
HI SPEED ALARMAlarms when the engine speed exceeds the HI SPEED
SET PNT for longer than the HI SPEED DELAY time.
LOW WATER PR ALARMAlarms when water pressure drops below the
WATER ALM SETPOINT for longer than the WATER PR DELAY time. Alarm is
bypassed when speed is below the SD BYPASS SPEED, and is armed when
speed is above the SD BYPASS SPEED for the SD BYPASS time.
HIGH TORSION LEVELAlarms when the torsional level exceeds the TORS
LVL SETPT for longer than the HI TORSION DLY time.
SPEED SWITCH ALMAlarms when engine speed is above a programmable
SPD SW PICKUP setting. Alarm clears when engine speed is below a
programmable SPD SW DROPOUT setting. See Indication Setup menu for
speed switch configurable settings.
LOAD SWITCH ALMAlarms when the fuel demand is above a programmable
LOAD SW PICKUP setting. Alarm clears when the fuel demand is below a
programmable LOAD SW DROPOUT setting. See Indication Setup menu for
load switch configurable settings.
Woodward 33
723PLUS/Single Engine Marine Propulsion Manual 26549
PORT 3 ALARMAlarms if the master connected to Port 3 does not poll within
the timeout period; a configured PORT 3 ALARM will be activated.
CFIG SHUTDOWNS
This menu allows configuring what conditions are seen as shutdowns and the
function of Relay Output #1. Relay Output #1 must be connected to the engine
shutdown system to execute an engine shutdown. Set the item value TRUE to
enable the shutdown condition.
INDICATION SETUP
This menu allows configuring the function of the Status Indication Relay, Output
#2.
34 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
LOAD SW PICKUPSet % fuel demand at which the LOAD SWITCH picks up
on increasing load to indicate status. Default setting is 99.5%. Status Indication
Relay state is determined by the ENERGIZE FOR STATUS setting.
LOAD SW DROPOUTSet % fuel demand at which the LOAD SWITCH drops
out on decreasing load to indicate status. Default setting is 99.0%. Status
Indication Relay state is determined by the ENERGIZE FOR STATUS setting.
ALARM SETUP
This menu allows configuring the Alarm conditions which affect the Display
Engine Trouble menu and the function of Engine Trouble Relay, Output #3.
OIL PRESS DELAYEnter the delay time (in seconds) to wait before the OIL
LOW PR ALM is issued after oil pressure falls below the OIL ALM SETPOINT.
HI FUEL DEMND SETPTEnter the % Fuel Demand fault level required to
trigger the HI FUEL DEMND ALM.
HI FUEL DEMND DELAYEnter the delay time (in seconds) to wait before the
HI FUEL DEMND ALM is issued after the % Fuel Demand exceeds the HI FUEL
DEMND SETPT.
HI SPEED SETPTEnter the engine speed fault level (rpm) required to trigger
the HI SPEED ALM.
HI SPEED DELAYEnter the delay time (in seconds) to wait before the HI
SPEED ALM is issued after engine speed exceeds the HI SPEED SETPT.
WATER PRESS DELAYEnter the delay time (in seconds) to wait before the
WATER LOW PR ALM is issued after water pressure falls below the WATER
ALM SETPOINT.
TORS LVL SETPTEnter the engine torsional vibration level (%rpm) required to
trigger the TORSIONAL ALARM.
HI TORSION DLYEnter the delay time (in seconds) to wait before the
TORSIONAL ALARM is issued after the torsional vibration level exceeds the
TORS LVL SETPT.
ENERGIZE FOR ALARMSet TRUE to energize Engine Trouble Relay and
close Output #3 contact on configured alarm conditions. Set FALSE to de-
energize Engine Trouble Relay and open Output #3 contact on configured alarm
conditions. Default is TRUE.
Woodward 35
723PLUS/Single Engine Marine Propulsion Manual 26549
SHUTDOWN SETUP
This menu allows configuring the Shutdown conditions which affect the Display
Shutdown menu and the function of Shutdown Relay, Output #1.
HI TORSION DLYEnter the delay time (in seconds) to wait before the
TORSIONAL SD is issued after the torsional vibration level exceeds the TORS
LVL SETPT.
ENERGIZE FOR SHTDNSet TRUE to energize Shutdown Relay and close
Output #1 contact on configured shutdown conditions. Set FALSE to de-energize
Shutdown Relay and open Output #1 contact on configured shutdown conditions.
Default is TRUE.
CFIG COMMUNICATION
This menu configures Communication Port J2 and Port J3.
The Configure values are saved when exiting the configure mode. After the
above items have been set and checked to assure that no errors are present,
you must exit the configure mode by pressing the ESC key on the Hand Held
Programmer twice.
Woodward 37
723PLUS/Single Engine Marine Propulsion Manual 26549
The unit RPM represents revolutions per minute. The unit RPM/MIN
represents change in rpm per minute. The unit ENGR represents engineering
units which are user set (psi, kPa, etc). The unit Hz represents frequency in
Hertz. The unit SEC represents seconds. The unit %FD represents a
percentage of the Fuel Demand as described in the Description of Operation in
Chapter 6. The unit %FD/S represents percent fuel demand change per
second. The unit ENGR represents engineering units for items such as psi, bar,
or degrees. Use the Appendix to enter the specific values for your application.
Following is a brief description of each menu and each menu item. A complete
description of the control is provided in the Description of Operation in Chapter 6.
Note that, with the Hand Held Programmer, the dynamic menus are first to be
displayed. Using the Right Arrow key brings up menus initially set with the
engine running. Using the Left Arrow key brings up several display menus. The
first display menus found with the Left Arrow are DISPLAY MENU followed by
CTRL MODE, SHUTDOWN AND ENGINE TROUBLE.
The following descriptions of each menu item apply to either set. Also see
Figures 42, 43, and 44.
1. GAIN determines how fast the control responds to an error in engine speed
from the speed-reference setting. The Gain is set to provide stable control of
the engine at light or unloaded conditions.
2. RESET compensates for the lag time of the engine. It adjusts the time
required for the control to return the speed to zero error after a disturbance.
Reset is adjusted to prevent slow hunting and to minimize speed overshoot
after a load disturbance.
38 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
4. GAIN RATIO is the ratio of the Gain setting at steady state to the Gain
setting during transient conditions. The Gain Ratio operates in conjunction
with the Window Width and Gain adjustments by multiplying the Gain set
point by the Gain Ratio when the speed error is greater than the Window
Width. This makes the control dynamics fast enough to minimize engine-
speed overshoot on start-up and to reduce the magnitude of speed error
when loads are changing. This allows a lower gain at steady state for better
stability and reduced steady-state actuator linkage movement. (See Figure
3-2.)
5. WINDOW WIDTH is the magnitude (in rpm) of a speed error at which the
control automatically switches to fast response. The control uses the
absolute value of speed error to make this switch. A Window Width too
narrow will result in cycling that always factors in the Gain Ratio. (See
Figure 3-2.)
6. GAIN SLOPE BK PNT sets the percent output above which the Gain Slope
becomes effective. It should usually be set just above the minimum load
output. (See Figure 3-3.)
8. SPEED FILTER adjusts the cutoff frequency of a low pass filter used on the
speed sensing input (see Figure 3-5). To use this feature set SPEED
SETTING MENU - ENABLE SPEED FILTER to TRUE. The filter is used to
attenuate engine firing frequencies. To calculate the desired filter cutoff
point, use the following formulas:
Woodward 39
723PLUS/Single Engine Marine Propulsion Manual 26549
40 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
Woodward 41
723PLUS/Single Engine Marine Propulsion Manual 26549
BUMP ENABLE must be set TRUE to enable the BUMP ACT function.
See the ACTUATOR BUMP menu.
ACTUATOR BUMP
This menu sets the parameters of the Bump Function.
BUMP ENABLEThis item enables the Bump Function. When the state is
changed to TRUE, the Bump Function is enabled for 60 minutes. When the state
is FALSE, the Bump Function does not change the fuel demand.
ACT BUMP LEVEL (%FD)This sets the instantaneous decrease in fuel
demand that occurs when the Bump Function is pulsed from either of the two
dynamics menus.
ACT BUMP DURATION (SEC)This sets the time that the Bump Function holds
the fuel demand at the decreased level.
42 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
FUEL LIMITERS
This menu sets the Start Limit Function, the Max Limit Function, and the Shift
Fuel Limit Function.
START FUEL LIMIT (%FD)This sets the maximum fuel demand when engine
speed is less than five percent of the speed reference. This setting limits the fuel
demand for starting, and is not removed until speed reaches 95% of the speed
reference and the speed control PID is in control for 1 second. It is disabled for
reverse acting systems when the Rated Speed discrete input is TRUE.
START RAMP RATE (%FD/S)This sets the start ramp rate. The rate
determines how fast the fuel demand is allowed to increase after engine speed
has reached five percent of the speed reference. Increasing the fuel demand
while the engine is cranking provides more starting fuel to the engine for starting
on cold days.
MAX FUEL LIMIT (%FD)This sets a maximum fuel limit on the fuel demand. It
is typically used to electrically limit the amount of fuel to prevent overfueling.
SHIFT FUEL LMT(%FD)This sets the % Fuel Demand increase to be added to
all fuel limits when the Fuel Limit Shift discrete input is true. Limit is increased
only for the SHIFT DURATION time setting.
SHIFT DURATION(SEC)This sets the duration, in seconds, of the SHIFT
FUEL LMT when the Fuel Limit Shift discrete input is true. The Fuel Limit Shift
discrete input must be returned to false to reset the duration timer.
SPEED SETTING
This menu sets the parameters of the Speed Reference. It also selects the speed
input and whether or not the speed filter is enabled.
RAISE SPEED LIMIT (RPM)This sets the maximum reference set point of the
speed reference. This value should always be greater than the Rated Speed set
point.
LOWER SPEED LIMIT (RPM)This sets the minimum reference set point of the
speed reference when the Rated Speed discrete input is TRUE. This value
should always be less than the Rated Speed set point.
IDLE SPEED (RPM)This sets the speed reference set point for idle speed.
This speed reference is selected any time the Rated Speed discrete input is
FALSE.
ACCEL RAMP TIME (SEC)This sets the time in seconds that the speed
reference increases from idle speed to rated speed when the Rated Speed
discrete input goes TRUE.
DECEL RAMP TIME (SEC)This sets the time in seconds that the speed
reference decreases to idle speed from rated speed when the Rated Speed
discrete input goes FALSE.
RAISE SPEED RATE (RPM/MIN)This sets the rate that the speed reference
increases to the raise speed limit when the Raise Speed discrete input is TRUE.
It is also the rate used for the Remote Raise Speed signal.
LOWER SPEED RATE (RPM/MIN)This sets the rate that the speed reference
decreases to the lower speed limit when the Lower Speed discrete input is
TRUE. It is also the rate used for the Remote Lower Speed signal.
SELECT DIGITAL SPDThis item selects the Digital Speed Detection method.
When the state is TRUE, the Digital Speed Detection method is selected and
speed changes can be detected faster. When the state is FALSE, the Analog
Speed Detection method is selected. Default is TRUE.
Woodward 43
723PLUS/Single Engine Marine Propulsion Manual 26549
ENBL TORQ FUEL LMTSet to TRUE to enable the TORQ LIMIT CURVE. Set
to FALSE to remove (disable) the TORQ LIMIT CURVE.
TQ LMT INPUT A (RPM)This sets the first break point of the TLC. It should be
adjusted to the rpm which represents the first break point. Typically this is set at
minimum speed. The limit on fuel demand below this point is extrapolated from
this point and the TQ LMT INPUT B (RPM) below.
FUEL LIMIT @ A (%FD)This sets the maximum fuel demand at the first break
point. It may be set less than the start fuel limit and still allow the start fuel limit to
function.
TQ LMT INPUT B (RPM)This sets the second break point of the TLC. It should
be adjusted to the rpm which represents the second break point.
FUEL LIMIT @ B (%FD)This sets the maximum fuel demand at the second
break point.
TQ LMT INPUT C (RPM)This sets the third break point of the TLC. It should be
adjusted to the rpm which represents the third break point.
FUEL LIMIT @ C (%FD)This sets the maximum fuel demand at the third break
point.
TQ LMT INPUT D (RPM)This sets the fourth break point of the TLC. It should
be adjusted to the rpm which represents the fourth break point
FUEL LIMIT @ D (%FD)This sets the maximum fuel demand at the fourth
break point.
TQ LMT INPUT E (RPM)This sets the fifth break point of the TLC. It should be
adjusted to the rpm which represents the fifth break point. Typically this is set at
rated speed.
FUEL LIMIT @ E (%FD)This sets the maximum fuel demand at the fifth break
point.
ENBL AMP FUEL LMTSet to TRUE to enable the AMP LMT CURVE. Set to
FALSE to remove (disable) the AMP LMT CURVE.
AMP LMT INPUT A (ENGR)This sets the first break point of the AMPLC. It
should be adjusted to the air manifold pressure which represents the first break
point. The limit on fuel demand below this point is extrapolated from this point
and the AMP LMT INPUT B (ENGR) below.
FUEL LIMIT @ A (%FD)This sets the maximum fuel demand at the first break
point. It may be set less than the start fuel limit and still allow the start fuel limit to
function.
AMP LMT INPUT B (ENGR)This sets the second break point of the AMPLC. It
should be adjusted to the air manifold pressure which represents the second
break point.
44 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
FUEL LIMIT @ B (%FD)This sets the maximum fuel demand at the second
break point.
AMP LMT INPUT C (ENGR)This sets the third break point of the AMPLC. It
should be adjusted to the air manifold pressure which represents the third break
point.
FUEL LIMIT @ C (%FD)This sets the maximum fuel demand at the third break
point.
AMP LMT INPUT D (ENGR)This sets the fourth break point of the AMPLC. It
should be adjusted to the air manifold pressure which represents the fourth break
point
FUEL LIMIT @ D (%FD)This sets the maximum fuel demand at the fourth
break point.
AMP LMT INPUT E (ENGR)This sets the fifth break point of the AMPLC. It
should be adjusted to the air manifold pressure which represents the fifth break
point.
FUEL LIMIT @ E (%FD)This sets the maximum fuel demand at the fifth break
point.
TORSIONAL FILTER
Torsional filter adjustments are the settings that affect the controls ability to react
to flexible coupling torsionals. See Initial Adjustments in Chapter 4 for a more
detailed description of the adjustments for the Torsional Filter. A Notch Filter is
also provided with this control as an alternate filtering means for single speed
sensor applications requiring torsional filtering.
To use the notch filter, make sure that the speed sensor(s) used are
only on the engine side of the flexible coupling. Otherwise, an
overspeed with the possibility of serious injury or death is possible.
The notch filter is a bandstop filter. It rejects specific frequencies and allows all
others to pass. The idea is to reject the torsional (frequency on a frequency)
frequencies that the coupling produces, so that the actuator will not respond to
speed sensor changes it cannot control with the fuel. Systems with low frequency
oscillatory modes due to engine and driven load inertias and flexible couplings
are difficult to control. In the notch filter approach, no attempt is made to map the
oscillatory modes, but an effort is made to reduce the signal transmission through
the controller by a filter that drastically reduces the signal gain at the resonant
frequency.
NOTCH FREQUENCY is the center frequency of rejection, and the units are
defined in hertz. In tuning the notch filter, the resonant frequency must be
identified and entered. The allowed frequency range of the notch filter is 0.5 to
16.0 Hz.
NOTCH Q FACTOR is the width about NOTCH FREQUENCY that the filter
rejects, and is dimensionless. The Q factor has a tuning range of 0.707 to 25.0.
At the minimum value 0.707, there is no attenuation of signal gain at the resonant
frequency, and the filter gain equals one. At the maximum value 20.0, a
maximum attenuation of signal gain occurs at the resonant frequency, and the
filter gain equals 0.035. In general, the filter gain at the resonant frequency is
0.707/Q factor.
ENABLE TORS FILTERThis item enables the Torsional Filter. When the state
is changed to TRUE, the Torsional Filter is enabled to modify the speed input
when torsionals are present. When the state is FALSE, the Torsional Filter is not
active and the speed input is determined by the higher of the two input speeds.
Woodward 45
723PLUS/Single Engine Marine Propulsion Manual 26549
ENG SENSOR WEIGHTThis value sets the amount of filtering which occurs to
the two speed inputs when they deviate. A value of 0.50 causes both inputs to be
weighted equally. A higher value uses more of the engine speed input and less of
the load side speed input. Conversely, a lower value uses less of the engine
speed input and more of the load side speed input.
TORS SCALE (%RT RPM)This sets the value of torsional vibration (as a %
rated engine rpm) which equals the full scale (100%) torsional vibration level.
Default is set at 1%. (e.g., with a rated engine speed of 1200 rpm and a TORS
SCALE of 1%, the full scale torsional vibration level is 12 rpm or 0.2
cycles/second).
TORSNL FUEL LIMITThis is the maximum limit of the fuel demand if the
Torsional Level has been greater than the TORSNL LEVEL @LIMIT setting and
has not yet returned to a value less than the TORSNL LEVEL @CLEAR setting.
Adjusting this value to 100.00 effectively deactivates the Torsional Limit Function.
TORSNL LEVEL @LIMITThis is the Torsional Level which activates the
Torsional Fuel Limit. This value should always be greater than the TORSNL
LEVEL @CLEAR value.
TORSNL LEVEL @CLEARThis is the Torsional Level which clears the fuel
demand limit. This value should always be less than the TORSNL LEVEL
@LIMIT value above.
NOTCH FREQUENCYThis is set at the center frequency in hertz of a band
stop filter (see Figure 3-6).
NOTCH Q FACTORThis will set the filter attenuation and width about the
center frequency (see Figure 3-6).
The notch filter is enabled when CFIG OPTION menu items USE
TORSION FILTER and USE NOTCH FILTER are set to TRUE, and
TORSIONAL FILTER menu item ENABLE TORS FILTER is set to
TRUE. Otherwise the notch filter is disabled.
46 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
COMMUNICATIONS
This menu sets the communications for Port 2 and Port 3.
SPEED INPUT A (RPM)This sets the first break point of the WASC. It should
be adjusted to the engine rpm which represents the first break point. The set
point below this point is extrapolated from this point and the SPEED INPUT B
(RPM) below.
WAT ALM SETPT A (EU)This sets the water pressure alarm set point at the
first break point.
SPEED INPUT B (RPM)This sets the second break point of the WASC. It
should be adjusted to the engine rpm which represents the second break point.
WAT ALM SETPT B (EU)This sets the water pressure alarm set point at the
second break point.
Woodward 47
723PLUS/Single Engine Marine Propulsion Manual 26549
SPEED INPUT C (RPM)This sets the third break point of the WASC. It should
be adjusted to the engine rpm which represents the third break point.
WAT ALM SETPT C (EU)This sets the water pressure alarm set point at the
third break point.
SPEED INPUT D (RPM)This sets the fourth break point of the WASC. It should
be adjusted to the engine rpm which represents the fourth break point.
WAT ALM SETPT D (EU)This sets the water pressure alarm set point at the
fourth break point.
SPEED INPUT A (RPM)This sets the first break point of the OASC. It should
be adjusted to the engine rpm which represents the first break point. The set
point below this point is extrapolated from this point and the SPEED INPUT B
(RPM) below.
OIL ALM SETPT A (EU)This sets the oil pressure alarm set point at the first
break point.
SPEED INPUT B (RPM)This sets the second break point of the OASC. It
should be adjusted to the engine rpm which represents the second break point.
OIL ALM SETPT B (EU)This sets the oil pressure alarm set point at the
second break point.
SPEED INPUT C (RPM)This sets the third break point of the OASC. It should
be adjusted to the engine rpm which represents the third break point.
OIL ALM SETPT C (EU)This sets the oil pressure alarm set point at the third
break point.
SPEED INPUT D (RPM)This sets the fourth break point of the OASC. It should
be adjusted to the engine rpm which represents the fourth break point.
OIL ALM SETPT D (EU)This sets the oil pressure alarm set point at the fourth
break point.
WATER SD SETPOINT
This menu sets the WATER SD SETPOINT Curve (WSDSC) for the WATER
LOW PR SD which triggers shutdown when the water pressure input is less than
the shutdown set point curve. The curve has four break points. The input break
points units are in rpm. The Water Pressure set points are in tunable engineering
units.
SPEED INPUT A (RPM)This sets the first break point of the WSDSC. It should
be adjusted to the engine rpm which represents the first break point. The set
point below this point is extrapolated from this point and the SPEED INPUT B
(RPM) below.
WAT SD SETPT A (EU)This sets the water pressure shutdown set point at the
first break point.
SPEED INPUT B (RPM)This sets the second break point of the WSDSC. It
should be adjusted to the engine rpm which represents the second break point.
WAT SD SETPT B (EU)This sets the water pressure shutdown set point at the
second break point.
SPEED INPUT C (RPM)This sets the third break point of the WSDSC. It
should be adjusted to the engine rpm which represents the third break point.
WAT SD SETPT C (EU)This sets the water pressure shutdown set point at the
third break point.
SPEED INPUT D (RPM)This sets the fourth break point of the WSDSC. It
should be adjusted to the engine rpm which represents the fourth break point.
48 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
WAT SD SETPT D (EU)This sets the water pressure shutdown set point at the
fourth break point.
OIL SD SETPOINT
This menu sets the OIL SD SETPOINT Curve (OSDSC) for the OIL LOW PR SD
which triggers shutdown when the oil pressure input is less than the shutdown
set point curve. The curve has four break points. The input break points units are
in rpm. The Oil Pressure set points are in tunable engineering units.
SPEED INPUT A (RPM)This sets the first break point of the OSDSC. It should
be adjusted to the engine rpm which represents the first break point. The set
point below this point is extrapolated from this point and the SPEED INPUT B
(RPM) below.
OIL SD SETPT A (EU)This sets the oil pressure shutdown set point at the first
break point.
SPEED INPUT B (RPM)This sets the second break point of the OSDSC. It
should be adjusted to the engine rpm which represents the second break point.
OIL SD SETPT B (EU)This sets the oil pressure shutdown set point at the
second break point.
SPEED INPUT C (RPM)This sets the third break point of the OSDSC. It should
be adjusted to the engine rpm which represents the third break point.
OIL SD SETPT C (EU)This sets the oil pressure shutdown set point at the third
break point.
SPEED INPUT D (RPM)This sets the fourth break point of the OSDSC. It
should be adjusted to the engine rpm which represents the fourth break point.
OIL SD SETPT D (EU)This sets the oil pressure shutdown set point at the
fourth break point.
OIL PRESS @ 4 mA (EU)Enter the input pressure from the oil pressure
sensing device in preferred units (psi, kPa, bar, etc.) at 4 mA. If a voltage sensing
device is provided, enter the input pressure at 1 Vdc.
OIL PRESS @ 20 mA (EU)Enter the input pressure from the oil pressure
sensing device in preferred units (psi, kPa, bar, etc) at 20 mA. If a voltage
sensing device is provided, enter the input pressure at 5 Vdc.
WATER PRESS @ 4 mA (EU)Enter the input pressure from the water
pressure sensing device in preferred units (psi, kPa, bar, etc) at 4 mA. If a
voltage sensing device is provided, enter the input pressure at 1 Vdc.
WATER PRESS @ 20 mA (EU)Enter the input pressure from the water
pressure sensing device in preferred units (psi, kPa, bar, etc) at 20 mA. If a
voltage sensing device is provided, enter the input pressure at 5 Vdc.
AIR MAN PR @ 4 mA (EU)Enter the input pressure from the air manifold
pressure sensing device in preferred units (psi, kPa, bar, etc) at 4 mA. If a
voltage sensing device is provided, enter the input pressure at 1 Vdc.
AIR MAN PR @ 20 mA (EU)Enter the input pressure from the air manifold
pressure sensing device in preferred units (psi, kPa, bar, etc) at 20 mA. If a
voltage sensing device is provided, enter the input pressure at 5 Vdc.
REMOTE SR @ 4 mA (RPM)Enter the preferred engine speed reference set
point from the Remote Speed Setpoint device in rpm at 4 mA. If a voltage
sensing device is provided, enter the engine speed reference set point at 1 Vdc.
REMOTE SR @ 20 mA (RPM)Enter the preferred engine speed reference set
point from the Remote Speed Setpoint device in rpm at 20 mA. If a voltage
sensing device is provided, enter the engine speed reference set point at 5 Vdc.
Woodward 49
723PLUS/Single Engine Marine Propulsion Manual 26549
I/O CALIBRATION
This menu allows exact calibration of the analog inputs and outputs. The offset
value should be adjusted so that the minimum input or output provides the
correct display value. The span value should be adjusted so that the maximum
input or output provides the correct display value. The display values of the
inputs can be read in the DISPLAY ANALOG I/O menu. The input currents
should be monitored with a milliamp meter in series with the source or from the
source itself. The display values of the outputs can also be read in the DISPLAY
ANALOG I/O menu. The Actuator Output is either the Fuel Demand or (100 -
FUEL DEMAND) for reverse acting systems. The output currents should be
monitored with a milliamp meter in series with the Analog Output or at the output
itself.
50 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
AIR MAN PR SPAN (AI1)This input is displayed as AI3- AIR MANF PR (mA)
in the DISPLAY ANALOG I/O menu.
AIR MP READ VLT(AI1)Set to TRUE to read AI3- AIR MANF PR volts instead
of milliamps in the DISPLAY ANALOG I/O menu.
REM SR OFFSET(AI1)This input is displayed as AI4- REM SPD REF (mA) in
the DISPLAY ANALOG I/O menu.
REM SR SPAN (AI1)This input is displayed as AI4- REM SPD REF (mA) in
the DISPLAY ANALOG I/O menu.
REM SR READ VLT(AI1)Set to TRUE to read AI4- REM SPD REF volts
instead of milliamps in the DISPLAY ANALOG I/O menu.
AO 1 OFFSETRefer to the DISPLAY MENU for the specific configured output.
AO 1 SPANRefer to the DISPLAY MENU for the specific configured output.
AO 2 OFFSETRefer to the DISPLAY MENU for the specific configured output.
AO 2 SPANRefer to the DISPLAY MENU for the specific configured output.
ACT 1 OFFSETProvided to precisely set 0 mA output with the fuel demand at
0%. We do not recommend a different setting.
ACT 1 SPANProvided to precisely set 200 mA output with the fuel demand at
100%. We do not recommend a different setting unless the maximum output is
configured for 20 mA.
ACT 2 OFFSETRefer to the DISPLAY MENU for the specific configured
output.
ACT 2 SPANRefer to the DISPLAY MENU for the specific configured output.
Woodward 51
723PLUS/Single Engine Marine Propulsion Manual 26549
DIGITAL SS IN #2 (Hz)This value is the frequency in hertz seen by Digital
Speed Sensor #2.
AI1- LUBE OIL PR (mA)This shows the value in mA of the Lube Oil Pressure
input on Signal Input #1.
AI2- WATER PRESS (mA)This shows the value in mA of the Water Pressure
input on Signal Input #2.
AI3- AIR MANF PR (mA)This shows the value in mA of the Air Manifold
Pressure input on Signal Input #3.
AI4- REM SPD REF (mA)This shows the value in mA of the Remote Speed
Reference input on Signal Input #4.
ANALOG OUT 1 (mA)This shows the relative mA output of Analog Output #1.
The mA value is prior to the effect of the offset and span in the I/O
CALIBRATION menu.
ANALOG OUT 2 (mA)This shows the relative mA output of Analog Output #2.
The mA value is prior to the effect of the offset and span in the I/O
CALIBRATION menu.
ACTUATOR OUT 1 (mA)This shows the relative mA output of Actuator Output
#1. The mA value is prior to the effect of the offset and span in the I/O
CALIBRATION menu.
ACTUATOR OUT 2 (mA)This shows the relative mA output of Actuator Output
#2. The mA value is prior to the effect of the offset and span in the I/O
CALIBRATION menu.
DISPLAY INDICATION
This menu is for display only. It displays the configured Status Indications alarms
in the 723PLUS control. Any Status Indication alarms which are TRUE cause
Relay Output #2 (Status Indication) to activate. The status condition must be
cleared for the Status Indication alarm to show FALSE.
ON MAX LIMITDisplay shows TRUE when the fuel demand is being limited by
the Max Fuel Limit.
ON AIR PRESS LIMITDisplay shows TRUE when the fuel demand is being
limited by the Air Manifold Pressure Fuel Limit.
ON TORSION LIMITDisplay shows TRUE when the fuel demand is being
limited by the Torsional Fuel Limit.
ON TORQUE LIMITDisplay shows TRUE when the fuel demand is being
limited by the Torque Fuel Limit.
ACT SHUTDOWNDisplay shows TRUE when an Actuator Shutdown has been
applied.
SPEED SWITCHDisplay shows TRUE when the Speed Switch has been
triggered. Display shows FALSE when the Speed Switch is reset.
OIL XMTR FAILDisplay shows TRUE when the Oil Pressure Transmitter input
on Signal Input #1 has failed.
WATER XMTR FAILDisplay shows TRUE when the Water Pressure
Transmitter input on Signal Input #2 has failed.
AIR MANF XMTR FAILDisplay shows TRUE when the Air Manifold Pressure
Transmitter input on Signal Input #3 has failed.
LOAD SWITCHDisplay shows TRUE when the Load Switch has been
triggered. Display shows FALSE when the Load Switch is reset.
52 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
FIRST ALARMThis integer indicates which of the Engine Trouble alarms
occurred first. For example, if a Hi Speed alarm has been configured to activate
the Engine Trouble relay, and a Hi Speed alarm has occurred during operation,
prior to other alarm conditions, the value of this item would be 7, indicating the
Hi Speed alarm has occurred first.
1-SPEED #1 FAILDisplays TRUE if the input has failed, the alarm has been
configured to be enabled, and the Close To Stop discrete input is FALSE.
2-SPEED #2 FAILDisplays TRUE if the input has failed, the alarm has been
configured to be enabled, and the Close To Stop discrete input is FALSE.
3-SPD #1 AND #2 FAILDisplays TRUE if both inputs have failed, the alarm
has been configured to be enabled, and the Close To Stop discrete input is
FALSE.
4-REM SPD XMTR FAILDisplays TRUE if the input has failed and the alarm
has been configured to be enabled.
5-OIL LOW PR ALMDisplays TRUE if the oil pressure is less than the tunable
OIL ALM SETPOINT for the configured delay time and the alarm has been
configured to be enabled.
6-HI FUEL DEMAND ALMDisplays TRUE if the fuel demand exceeds the
configured HI FUEL DEMND SETPT for the configured delay time and the alarm
has been configured to be enabled.
7-HI SPEED ALARMDisplays TRUE if the engine speed has exceeded the
configured alarm HI SPEED SETPT for the configured delay time and the alarm
has been configured to be enabled.
8-WATER LOW PR ALMDisplays TRUE if the water pressure is less than the
tunable WATER ALM SETPOINT for the configured delay time and the alarm has
been configured to be enabled.
9-TORSIONAL ALARMDisplays TRUE if the torsional level exceeds the
configurable TORS LVL SETPT for the configured delay time and the alarm has
been configured to be enabled.
10-SPEED SWITCHDisplays TRUE if the Speed Switch has been triggered
(Speed > SPD SW PICKUP setting). Displays FALSE if the Speed Switch is reset
(Speed < SPD SW DROPOUT setting).
11-LOAD SWITCHDisplays TRUE if the Load Switch has been triggered (Load
> LOAD SW PICKUP setting). Displays FALSE if the Load Switch is reset (Load
< LOAD SW DROPOUT setting).
12-PORT 3 FAULTDisplays TRUE if the slave does not answer the masters
question within the PORT 3 TIME_OUT period.
ALARM RESETToggle TRUE then FALSE to reset all configured alarms and
shutdowns.
DISPLAY SHUTDOWN
This menu is for display only. It displays the configured shutdowns in the
723PLUS control. Any shutdowns which are TRUE cause Relay Output #1
(Shutdown) to activate and the Alarm #1 LED to illuminate. It also shows which
configured shutdown occurred first.
Woodward 53
723PLUS/Single Engine Marine Propulsion Manual 26549
4-REM SPD XMTR FAILDisplays TRUE if the input has failed and the
shutdown has been configured to be enabled.
5-OIL LOW PR SDDisplays TRUE if the oil pressure is less than the tunable
OIL SD SETPOINT for the configured delay time and the shutdown has been
configured to be enabled.
6-HI FUEL DEMAND SDDisplays TRUE if the fuel demand exceeds the
configured HI FUEL DEMND SETPT for the configured delay time and the
shutdown has been configured to be enabled.
7-HI SPEED SDDisplays TRUE if the engine speed has exceeded the
configured shutdown HI SPEED SETPT for the configured delay time and the
shutdown has been configured to be enabled.
8-WATER LOW PR SDDisplays TRUE if the water pressure is less than the
tunable WATER SD SETPOINT for the configured delay time and the shutdown
has been configured to be enabled.
9-TORSIONAL SDDisplays TRUE if the torsional level exceeds the
configurable TORS LVL SETPT for the configured delay time and the shutdown
has been configured to be enabled.
IN SPEED CTRL (LSS)Display shows TRUE when the fuel demand is being
controlled by the Speed Control.
ON START LIMIT (LSS)Display shows TRUE when the fuel demand is being
limited by the START FUEL LMT.
ON MAX LIMIT (LSS)Display shows TRUE when the fuel demand is being
limited by the MAX FUEL LIMIT.
ON AMP LIMIT (LSS)Display shows TRUE when the fuel demand is being
limited by the AMP LIMIT CURVE.
ON TORQ FUEL LIMITDisplay shows TRUE when the fuel demand is being
limited by the TORQ LIMIT CURVE.
ON TORSIONAL LIMIT (LSS)Display shows TRUE when the fuel demand is
being limited by the TORSNL FUEL LIMIT.
ACTUATOR SHUTDOWNDisplay shows TRUE when an Actuator Shutdown
has been applied.
TORSNL FILTR ACTIVEDisplay shows TRUE when USE TORSION FILTER
is configured TRUE and the ENABLE TORS FILTER is enabled TRUE.
SPEED SENSOR 1 ACTIVEDisplay shows TRUE when the speed sensor 1
input is active as the primary input for speed control. The primary input is in
control in single speed sensor applications, and assumes control if the secondary
input fails in a two-speed sensor input application.
SPEED SENSOR 2 ACTIVEDisplay shows TRUE when the speed sensor 2
input is active as the primary input for speed control. The primary input is in
control in single speed sensor applications, and assumes control if the secondary
input fails in a two-speed sensor input application.
DISPLAY MENU
This menu is for display only. It shows several control parameters which are
often used to determine the operation of the engine. Refer to Chapter 6 for a
complete description of these terms.
54 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
OIL PRESSURE (EU)This displays the oil pressure in tunable engineering
units.
WATER PRESS (EU)This displays the water pressure in tunable engineering
units.
AIR MANF PRESS (EU)This displays the air manifold pressure in tunable
engineering units.
REM SPD REF (RPM)This displays the remote speed reference in tunable
engineering units.
TORQUE LIMIT (%FD)This displays the torque fuel limit.
AMP FUEL LIMIT (%FD)This displays the air manifold pressure fuel limit.
TORSNL LIMIT (%FD)This displays the torsional fuel limit.
TORSIONL LEVEL (%RPM)This displays the torsional vibration level as a
percentage of TORS SCALE rpm. Default TORS SCALE is 1% of rated rpm. It
can be found in the TORSIONAL FILTER Service Menu.
Disconnect the Hand Held Programmer from the control (if applicable). The
723PLUS Marine SEP Control View interface or Watch Window may remain
connected or removed from the control at the end users discretion. Close the
cover over J1 and re-tighten the retaining screw if connection is removed.
Woodward 55
723PLUS/Single Engine Marine Propulsion Manual 26549
Chapter 4.
Initial Adjustments
Introduction
This chapter contains information on control calibration. It includes initial prestart-
up and start-up settings and adjustments. These adjustments are intended to
allow starting the engine for the first time.
Start-up Adjustments
1. Complete the installation checkout procedure in Chapter 2 and review the
menu settings in Chapter 3. Assure that all critical set points are correct.
This includes the items in Configure menus CFIG OPTION, CFIG SPEED
CONTROL, and Service menus 1st DYNAMICS, 2nd DYNAMICS, and
SPEED SETTING. All other menu items critical to the specific application
must also be determined and correctly set.
2. Open the Open to Run contact. Be sure the Rated Speed contact is in idle
(open). Apply power to the control. Do NOT proceed unless the green
POWER OK and CPU OK indicators on the front of the control are on.
Minimum voltage required from the speed sensor to operate the control is
1.5 Vrms, measured at cranking speed or the lowest controlling speed. For
this test, measure the voltage while cranking with the speed sensor
connected to the control. Before cranking, be sure to prevent the engine
from starting. At 5% of rated speed and 1.0 Vrms, the failed speed sensing
circuit function should clear. If the red FAILED SPD SENSOR #1 indicator
remains on, shut down the engine.
If there is insufficient fuel to start the engine, increase the Start Fuel Limit
(Fuel Limiters menu). The control reduces fuel as required when the speed
setting is reached. It requires extra fuel to accelerate the engine to idle
speed. It may take a few starts to determine the final setting of the Start Fuel
Limit. If the start time is excessive, increase the Start Fuel Limit and/or the
Start Ramp Rate. If the start time is too fast or flooding is occurring,
decrease the Start Fuel Limit and/or the Start Ramp Rate. Both hot and cold
starts should be performed to determine a final settings.
56 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
5. Adjust for stable operation.
If the engine is hunting at a rapid rate, slowly decrease the Gain until
performance is stable. If the engine is hunting at a slow rate, increase the
Reset value. If increasing the Reset value does not stabilize the engine, it
also may be necessary to slowly decrease the Gain OR to slowly decrease
the Gain and increase the Compensation.
Dynamic Adjustments
The objective of the dynamic adjustments is to obtain acceptable, stable engine
speed response from minimum Speed/Load to full speed and load. All
adjustments apply to both 1st dynamics (2nd Dynamics contact open) and 2nd
dynamics (2nd Dynamics contact closed).
Do the following adjustments first for 1st dynamics (2nd Dynamics contact open).
Use the 1st Dynamics Menu to set the 1st dynamics if changes are needed.
Then repeat the adjustments for 2nd dynamics (2nd Dynamics contact closed).
Use the 2nd Dynamics Menu to set the 2nd dynamics, if changes are needed.
1. No-Load Adjustments
Slowly increase the Gain set point until the engine becomes slightly
unstable, then reduce the Gain as necessary to stabilize the engine.
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 the 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.
Woodward 57
723PLUS/Single Engine Marine Propulsion Manual 26549
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.
Do these adjustments at the speed and load at which the engine is most
often operated.
4. Verify that performance at all speed and load conditions is satisfactory and
repeat the above procedures if necessary. Full load rejection testing is
recommended as part of the performance testing.
5. While operating at full load, record the Actuator Output on Display Menu 1.
Select the Maximum Fuel Limit set point on the Fuel Limiter Menu. 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.
58 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
Setup
1. Complete the start-up adjustments from earlier in the chapter. The engine
should now be somewhat stable. The settings should also be saved to
EEPROM.
2. Copy the settings you have right now from 1st dynamics to 2nd dynamics.
Save these values to EEPROM. As you go through the following steps, you
will be trying to find the point of marginal stability. That means that you will
be very close to the point of instability. You are likely to adjust the gain a
little bit too far and go into an unstable condition. When that happens, you
will see the engine start to run away and approach overspeed or stall. The
reason the dynamic settings are copied from 1st dynamics to 2nd dynamics
is to allow you to quickly switch to settings that can control the engine and
keep it from running away or dying. We recommend you use either a jumper
or a switch to allow you to quickly select 2nd dynamics as you are
performing this procedure so that you are confident you always have the
ability to control the engine speed.
Woodward 59
723PLUS/Single Engine Marine Propulsion Manual 26549
7. Disable Window Width by setting the Gain Ratio at 1.0 and the Window
Width at 60 rpm.
9. The engine should still be stable. If it is not, reduce the gain further.
10. With the engine running at no load, idle speed; increase the gain one rabbit
click at a time until a sustained speed oscillation is only just obtained. In
between rabbit clicks, use the actuator bump feature to introduce a very
small bump to the system (1% fuel demand, 0.020 seconds works well). The
system oscillations will either die out in a short amount of time (stable), stay
at the same amplitude for a long time (marginally stable), or keep increasing
in amplitude (unstable). To start with, you will most likely be in the stable
range, where the oscillations die out with time. As you increase the gain,
you will eventually go into the unstable region, where you might need to
switch back to 2nd dynamics to get the engine under control. Reduce the
gain and switch back to 1st dynamics. Keep slightly adjusting the gain up or
down until you find the setting that gives you the point of marginal stability.
When you are there, the oscillations will neither decrease nor increase in
amplitude. If you can maintain a constant amplitude for 30 seconds to a
minute, you have found the point. If the oscillations die out, your gain is too
low. If they keep getting bigger, your gain is too high. Turtle adjust if
required. The following trace is an example. Write down the Gain setting
(5.92 in this example) and call it Ku. This is needed to calculate final
settings.
11. After recording the speed oscillations for 3060 seconds, reduce the gain to
stop the oscillations.
12. Measure the elapsed time for several speed cycles and calculate the time
per cycle in seconds and call this value Pu. In the above trace, each vertical
grid line represents 3 seconds elapsed time, so 15 speed cycles occur in 47
seconds. Pu in this example is 47 divided by 15, which equals 3.133
seconds per cycle.
60 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
14. Enter the calculated Reset, Compensation, and Gain setting into the
control. Save these settings in the control. The assumption is these settings
will produce good performance as shown in the following example. If this is
not the case, recheck all readings and calculations or repeat this entire
procedure.
15. Bump the actuator (it is okay to use a larger bump this time) to test control
response. The above trace shows the expected response.
16. Initiate load steps on and off to confirm acceptable and stable response.
The above trace shows the expected response. Note how the fuel demand
increases/decreases quickly with negligible overshoot.
17. This usually concludes the dynamic adjustment for one set of dynamics.
These settings are typically robust. Overly aggressive adjustments should
be avoided if possible. The Reset and Compensation settings produced by
this procedure are normally not changed. Increases to the Gain may
produce some improvement in the load transient response, however
Window Width and Gain Ratio (to be described in the next few steps) may
be more effective. It is also our experience that these settings are good for
rated speed as well as idle speed. Verify this for yourself by changing to
rated speed and performing some load transients. If you feel that the
response can be improved, we recommend leaving Reset and
Compensation as they are and only adjusting Gain.
18. Repeat this procedure for other dynamic adjustment sets as considered
necessary for alternate fuel supplies or operating conditions.
Woodward 61
723PLUS/Single Engine Marine Propulsion Manual 26549
20. This trace shows the transient response with the Gain Ratio and Window
Width disabled. In this example Gain is 1.235; Reset is 0.28, and
Compensation is 0.88. Load step is ~15%.
21. This trace shows results of just increasing Gain from 1.235 to 3.0. Gain
Ratio and Window Width remain disabled. Peak rpm is reduced
approximately 1012 rpm.
62 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
22. This trace shows results of ultimately increasing Gain Ratio from 1.0 to 3.0
and decreasing Window Width from 60 rpm to 5 rpm. Overall peak rpm has
been reduced approx 30 rpm. The fuel demand is steeper with little
overshoot and roll-off. The speed roll-off is extended slightly by the Window
Width and Gain Ratio settings. This is normal.
23. Begin the Window Width and Gain Ratio adjustment process by increasing
the Gain Ratio from 1.0 to 2.0, then reduce the Window Width from 60 rpm
in 10-rpm increments. Actuate an actuator bump or load on and load off step
after each adjustment and observe the change in peak engine speed.
Initially, the window will be too wide to cause any change in peak speed.
Eventually a reduction will be observed. Be prepared to first reduce the
Gain Ratio, or second increase the Window Width, if severe instability
occurs due to cycling through the low gain region. Do not attempt smaller
Window Width settings if this occurs. It may be useful to set the alternate
(1st or 2nd) dynamics to produce a stable engine speed and to switch to
these dynamics should severe instability occur while setting Gain Ratio and
Window Width.
Increase the Gain Ratio as needed to obtain the desired response. The
objective is to set the smallest Window Width with the highest Gain Ratio
without going unstable. If the Gain Ratio setting that causes severe
instability is known, then the final setting should not be more than half of this
amount.
26. The objective of these adjustments is to add gain at high engine loads to
improve transient load response. If the transient load response is already
acceptable, no adjustments are needed. Otherwise proceed as follows:
27. Set the Gain Break point equal to the no-load minimum speed fuel
demand. The actual fuel demand minus the Gain Break point setting is
multiplied by the Gain Slope to add gain when load increases. When the
actual fuel demand is at no-load, the difference is zero, therefore zero gain
is added at no-load.
28. Set Gain Slope while the engine is operating at or near rated load.
Gradually increase the Gain Slope in 0.5 increments, and bump the actuator
or make a step load change to measure the transient response. Continue
this process until the desired transient load response is achieved or
excessive instability occurs. Should excessive instability occur, reduce the
setting to one-half of the setting that produced this instability.
Woodward 63
723PLUS/Single Engine Marine Propulsion Manual 26549
Torsional Adjustments
The Torsional Level is determined by the instantaneous difference in speed
between the two speed sensors. The difference in speed is an indication of the
energy stored or released by the flexible coupling. There are two separate
functions which can occur with the Torsional Level. One function (the Torsional
Filter Function) filters the two speed signals and provides a signal to the Speed
Filter Function and to the PID which reduces the speed change caused by the
flexible coupling. This function is adjusted by the value of item ENG SENSOR
WEIGHT in the TORSIONAL FILTER menu. The other function (the Torsional
Limit Function) provides a temporary maximum limit to the Fuel Demand. This
limit is adjusted with item TORSNL FUEL LIMIT. The temporary limit is set if the
Torsional Level exceeds the value adjusted by the item TORSNL LEVEL
@LIMIT. The limit is removed when the Torsional Level reduces below the value
adjusted by the item TORSNL LEVEL @CLEAR.
1. Set the ENG SENSOR WEIGHT with the following procedure. The Torsional
Level is the ratio between the engine inertia and the system inertia. If you
know these values then set the initial value of Engine Sensor Weight equal
to the engine inertia divided by the quantity (engine inertia + generator
inertia) and follow the procedure outlined below. If you dont know the
system inertia values, then start with the default value and follow the
procedure outlined below.
3. TORSNL FUEL LIMIT can be adjusted by finding the torsional point and
reducing the limit to a point where the Fuel Demand oscillations are
eliminated or reduced to safe levels. Initially set the item TORSNL LEVEL
@LIMIT to 0.00 to activate the limit (monitor the item TORSNL FILTER
ACTIVE in the Display Ctrl Mode to be sure the limit is active). Monitor the
item TORSIONAL LEVEL (%RPM) in the Display Menu and go to the
torsional point. Record the value of the TORSIONAL LEVEL. Reduce the
value of the TORSNL FUEL LIMIT in the Torsional Filter Menu to reduce or
eliminate the Fuel Demand oscillations. Once the oscillations are reduced
sufficiently again record the value of the TORSIONAL LEVEL(%RPM).
4. TORSNL LEVEL @LIMIT can be adjusted to the reading recorded above for
the TORSIONAL LEVEL before the limit was reduced.
64 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
5. TORSNL LEVEL @CLEAR can be adjusted to the reading recorded above
for the TORSIONAL LEVEL after the limit was reduced.
1. Start Fuel Limit sets the maximum Fuel Demand when the engine is starting
and the engine speed is below idle. The limit is usually set at the fuel level
required to start the engine. It is usually greater than the Fuel Demand at
Idle Speed and substantially less than 100 percent Fuel Demand.
2. Start Ramp Rate sets how fast the Start Fuel Limit increases as the engine
is cranking. The final adjustment should be made on a cold day when the
normal starting Fuel Demand is insufficient to start the engine. Increase the
Start Ramp Rate, if necessary, to achieve satisfactory starts.
3. Maximum Fuel Limit sets the maximum Fuel Demand. Adjust so that all
loads and transients can be satisfactorily assumed by the genset. Note that
very hot days may require more fuel for the engine to operate at full load.
Speed Adjustments
Adjustment of the idle, rated, raise, and lower references should not require
further setting as they are precisely determined. The Remote Speed Setting
input, however, involves analog circuits and may require adjustment.
Now apply 20 mA to the Remote Speed Setting Input. Wait until the ramp
stops. Increase or decrease the 20 mA Remote Reference set point to
obtain the engine rpm desired.
Repeat the above steps until the speeds at 4 mA and 20 mA are within your
required range.
Woodward 65
723PLUS/Single Engine Marine Propulsion Manual 26549
Disconnect the Hand Held Programmer from the control (if applicable). The
723PLUS Marine SEP Control View interface or Watch Window may remain
connected or removed from the control at the end users discretion. Close the
cover over J1 and re-tighten the retaining screw if connection is removed.
66 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
Chapter 5.
Description of Operation
General
This chapter provides an overview of the operation of the 723PLUS Digital Speed
Control. Figure 1-7 shows the control block diagram for reference in the following
descriptions.
The 723PLUS Digital Speed Control uses a 32-bit microprocessor for all control
functions. All control adjustments are made with the standard PC interface,
Watch Window, or a hand-held terminal/display that communicates with the
control via a serial port. The terminal/display is disconnected from the control
when not in service, to provide security against tampering.
The 723PLUS controls engine speed at a reference set point. The closed-loop path
is interrupted by an LSS (Low Signal Selector) which limits the fuel demand to the
lowest value of all inputs. Inputs other than the PID control signal which can limit
the fuel demand include an actuator shutdown function, a maximum fuel function, a
start limit function, a torque fuel limit function, an air manifold pressure fuel limit
function, and a torsional limit function. Also, a very short duration bump actuator
function limits the fuel demand when it is applied. The fuel demand is a
dimensionless value based on percentage of required fuel, where 0 percent
generally represents no fuel and 100 percent represents maximum fuel. The fuel
demand is supplied to the actuator function to produce an actuator current. The
actuator current is supplied to the actuator which controls the fuel delivery system.
The speed sensors contain a special tracking filter designed for reciprocating
engines, which minimizes the effects of flexible coupling torsionals. This provides
exceptionally smooth steady-state control and allows the control dynamics to be
matched to the engine rather than detuned to compensate for coupling
torsionals. The speed signal itself is usually provided by a magnetic pickup or
proximity switch supplying from 1 to 60 Vrms to the control. The control has two
red indicators which illuminate if a speed sensor signal is lost.
The control has a switching power supply with excellent spike, ripple, and EMI
(electromagnetic interference) rejection. Discrete inputs are optically isolated and
capable of rejecting EMI and variable resistance in switch or relay contacts.
Analog inputs are differential type with extra filtering for common-mode noise
rejection. This protects the control from spurious interference and noise, which
can cause speed and load shifts.
Woodward 67
723PLUS/Single Engine Marine Propulsion Manual 26549
Speed Input
One or two speed sensors provide an engine speed signal to the control. The
method used to detect speed is software-selectable (Select Digital Spd in the
Speed Setting menu) for either a digital type of detection or an analog type of
detection. The digital detection method senses speed very quickly and can
respond to speed changes very quickly. The analog detection method averages
the speed input and allows for speed changes caused by the firing of individual
cylinders. Generally the digital detection method is used. If a stability problem
exists which can be traced to the firing frequency of the cylinders, the analog
detection method may correct the problem.
When the Use Torsional Filter is configured TRUE, the torsional filter function is
enabled, which allow the control to effectively filter out the rapid speed changes
which are caused by a system with a flexible coupling as shown in Figure 1-1. A
flexible coupling can store energy when the engine is increasing torque to the
generator, and the coupling can also release energy as the engine decreases
torque to the generator. This effect causes the instantaneous change in speed of
the generator to be different from the instantaneous change in speed of the engine.
The difference between these two values is referred to as the torsional level. A
high torsional level can cause the governor to over-respond to load and speed
changes, which can make the entire system unstable. Without torsional filtering this
would force the closed-loop dynamics to be de-tuned to prevent instability in the
system. Worse, as the coupling ages and becomes softer, the closed loop
dynamics need to be de-tuned further. At some point the engine will fail to respond
aggressively to load changes. The system may also become unstable.
The torsional filtering function requires two speed sensors. The function is
disabled if either of the speed sensors fail. A software switch in the Cfig Option
Menu can also be used to disable the function and return to the HSS selection of
the two speed sensors.
There are two separate actions which can be taken by the torsional filtering
function. The first action reduces the dynamic response to the fast speed
changes associated with the coupling while still allowing fast response to actual
system speed changes. The second action limits the fuel demand at the LSS if
the torsional value reaches an unacceptably high value. The Alarms and
Shutdowns can be configured to activate if the torsional value gets too high.
Speed Failures
A speed failure is detected any time the input frequency from the speed sensor is
less than five percent of rated speed. The failure of either or both speed sensors
can be used to activate an Alarm and/or a Shutdown.
The torsional filter will be deactivated but the engine will continue to run if one speed
sensor fails. If both speed sensors fail, the control action is determined by the state of
the Speed Fail Ovrd discrete input. The control will bring the fuel demand to zero if
the override is FALSE. The control will allow the fuel demand to maximum if the
override is TRUE. A true state is normally used for reverse-acting systems.
68 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
This section describes the operation of the speed reference and ramp functions
and their relation to each other. Read this section carefully to be sure your
sequencing provides the proper operating modes.
The control provides idle, lower limit, rated, and raise limit set points, accel and
decel times, and raise and lower rates, for local operation. Accel time determines
the time required for the engine to ramp from idle to rated speed. Decel time
determines the time required for the engine to ramp from rated speed to idle
speed. Raise and lower rates determine how fast speed is increased or
decreased by the raise and lower command inputs and the remote speed setting.
The idle speed set point is provided for engine start-up or cool down speed. Idle
speed may be set equal to or less than the rated speed set point. Idle is
independent of the lower limit set point and may be set to a lower speed. Idle
speed cannot be changed except through adjustment of the idle speed set point.
Closing the Rate contact ramps the speed set point from idle to rated.
Closing either the Raise or Lower contacts while ramping from idle to rated
results in immediate cancellation of the idle to rated ramp.
After acceleration to rated speed is completed, the raise and lower commands
increase and decrease engine speed based on the raise and lower rate set
points. The raise and lower limits determine the limits of these commands.
If remote operation is selected after the engine reaches rated speed, the control
will ramp speed to the reference value set by the Remote Speed Setting milliamp
input based on the raise or lower rate. The Remote Speed Setting operates from
4 to 20 mA (1 to 5 Vdc). The values of the 4 mA and 20 mA remote reference set
points must be set between the raise and lower limit set points. The 4 mA
Remote Reference set point may be set to a lower or higher speed than the 20
mA set point, providing for either direct or reverse-acting remote speed setting.
If a remote input is present and selected when the Rated Speed contact is closed
or during the idle to rated ramp, the speed reference will ramp to the speed
reference value determined by the milliamps on the Remote Speed Setting input,
based on the raise rate set point. This may not be the desired mode of operation,
so be sure to understand the implications of operating the control in this manner.
Woodward 69
723PLUS/Single Engine Marine Propulsion Manual 26549
Below 2 mA (0.5 Vdc), the remote input is considered failed. Between 4 and 20
mA (1 and 5 Vdc), the control determines the required speed reference based on
a straight line between the 4 mA Remote Reference and 20 mA Remote
Reference set points. If a difference is detected between the current speed
reference and the remote reference computed from the mA input, the current
speed reference is raised or lowered at the rate determined by the raise or lower
rate to bring the speed reference into agreement with the remote speed
reference. The remote reference will not increase speed over the raise limit or
lower it below the lower limit.
When in remote mode (Raise and Lower Speed contacts both closed), if the
remote input goes below 2 mA (0.5 Vdc), the speed reference will ramp down to
the lower limit.
If the Rated Speed contact is opened for idle after operating at rated, the control
will immediately ramp engine speed to idle based on the decel time set point.
Dual Dynamics
The PID dynamically changes the fuel demand based on the difference between
the Spd Ref set point and engine speed. If engine speed is less than the Spd
Ref, the PID will cause the fuel demand to increase. If engine speed is greater
than the Spd Ref, the PID will cause the fuel demand to decrease.
The Dual Dynamics is two independent sets of dynamics which are used to
control how the PID changes the fuel demand. The 2nd Dynamics discrete input
determines which set of dynamics is used by the PID. The 1st Dynamics set is
used when the discrete input is FALSE (with the contacts open) and the 2nd
Dynamics is used for a TRUE discrete input. The two sets of dynamics are
provided for use where engine operating conditions dramatically change, such as
dual fuel applications.
Other Dynamics
The control can also compensate for non-linear fuel systems and changes in
engine dynamics with load. With the fuel demand below an adjustable point
(Gain Slope Bk Pnt), the control uses the initial gain setting. As the fuel demand
increases above the Gain Slope Break Point, the gain changes according to the
adjustable Gain Slope (see Figure 3-3). This provides optimal dynamics and
smooth steady-state operation for all conditions from no load to full engine load.
In addition to varying the gain with load and with load transients, an adjustable
Reset and an adjustable Compensation are part of the control dynamics.
70 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
The Open to Run discrete input is not intended for use as the sole
means of shutdown in any emergency stop sequence. To prevent
possible serious injury and engine damage from an overspeeding
engine, do NOT use the Open to Run discrete input as the sole
means of shutdown in any emergency stop sequence.
Woodward 71
723PLUS/Single Engine Marine Propulsion Manual 26549
72 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
Actuator Function
The Actuator Function changes the fuel demand into a signal which can be used
by Analog Output #3. This allows for either a direct-acting actuator or a reverse-
acting actuator. A direct-acting fuel system is one where the signal to the
actuator increases as the fuel demand increases. A reverse-acting fuel system is
one where the signal to the actuator decreases as the fuel demand increases. In
either system, the fuel to the engine increases as the fuel demand increases. A
reverse-acting system allows for using actuators with mechanical governors
which can control the engine if the electronic governor fails. Standard actuators
use effective signals of 20 to 160 mA to travel from minimum position to
maximum position (or 160 to 20 mA to travel from minimum position to maximum
position on reverse-acting systems). The fuel demand is scaled from 0 to 100
percent for an output of 0 to 200 mA (or 200 to 0 mA if Reverse Acting is
selected). This results in a fuel demand with a value of ten percent when the
actuator is effectively at minimum (for either direct-acting or reverse-acting
systems) and a fuel demand of 80 percent when the actuator is effectively at
maximum (for either direct-acting or reverse-acting systems).
Power-Up Diagnostics
The power-up diagnostics feature is provided to verify the proper operation of the
microprocessor and memory components. The diagnostics take about 20
seconds after the control is powered on. A failure of the test turns off the outputs
of the control. If diagnostic testing is successful, the green CPU OK indication on
the control cover lights.
Woodward 73
723PLUS/Single Engine Marine Propulsion Manual 26549
Chapter 6.
Troubleshooting
General
The following troubleshooting guide is an aid in isolating trouble to the control
box, actuator, plant wiring, or elsewhere. Troubleshooting beyond this level is
recommended ONLY when a complete facility for control testing is available.
The control can be damaged with the wrong voltage. When replacing
a control, check the power supply, battery, etc., for the correct
voltage.
Troubleshooting Procedure
This chapter is a general guide for isolating system problems. Before using this
procedure, make sure that 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. Each system check assumes that
the prior checks have been properly done.
74 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
3. Select the 1st Dynamics Menu. Verify that all set points are as recorded
during installation. Repeat for the other menus. If any differences are found,
change the set point(s) to the correct value. Press the SAVE key on the
Hand Held Programmer or save settings using the Marine Control Standard
PC Interface or Watch Window (refer to help if you need help). The Hand
Held Programmer message Saving Changes should be displayed.
Remove power from the control for at least 10 seconds. Verify correct
values were retained during power down. Failure indicates the control has
failed and should be replaced.
Discrete Inputs
Do the following test to verify the function of the discrete inputs. Do NOT do
these tests with the engine running.
1. Close the Open to Run contact. Verify the LED is illuminated at control
terminal 36. If the LED is not illuminated and the correct voltage is verified,
the control has failed and should be replaced. Select item H - Close to Stop
on the Display I/O menu. The status should be TRUE. If the value does not
change from TRUE to FALSE when the contact is closed and opened, the
control has failed and should be replaced.
2. Repeat for all the discrete inputs. Verify the proper voltage exists at the
terminal, the proper LED illuminates, and the proper status appears in the
Display I/O menu.
2. Set the source for 5.0 Vdc (20 mA) on the meter. Select Display Analog I/O
on the Hand Held Programmer, the Marine Control Standard PC Interface,
or Watch Window. Select AI1- Lube Oil Pr (mA). The value should equal the
input based on 20 mA (5.0 Vdc = 20 mA on display).
3. Set the source for 1.0 Vdc (4.0 mA). The value of the display should equal
the input based on 4.0 mA (1.0 Vdc = 4.0 mA on the display). If the meter
indicates proper voltages (or currents) are present on Signal Input #1, but
readings on the Hand Held Programmer, the Marine Control Standard PC
Interface, or Watch Window are incorrect, the 723PLUS control is defective
and should be replaced.
Woodward 75
723PLUS/Single Engine Marine Propulsion Manual 26549
2. Set the source for 5.0 Vdc (20 mA) on the meter. Select Display Analog I/O
on the Hand Held Programmer, the Marine Control Standard PC Interface,
or Watch Window. Select AI2- Water Press (mA). The value should equal
the input based on 20 mA (5.0 Vdc = 20 mA on display).
3. Set the source for 1.0 Vdc (4.0 mA). The value of the display should equal
the input based on 4.0 mA (1.0 Vdc = 4.0 mA on the display). If the meter
indicates proper voltages (or currents) are present on Signal Input #2, but
readings on the Hand Held Programmer, the Marine Control Standard PC
Interface, or Watch Window are incorrect, the 723PLUS control is defective
and should be replaced.
2. Set the source for 5.0 Vdc (20 mA) on the meter. Select Display Analog I/O
on the Hand Held Programmer, the Marine Control Standard PC Interface,
or Watch Window. Select AI3- Air Manf Pr (mA). The value should equal the
input based on 20 mA (5.0 Vdc = 20 mA on display).
3. Set the source for 1.0 Vdc (4.0 mA). The value of the display should equal
the input based on 4.0 mA (1.0 Vdc = 4.0 mA on the display). If the meter
indicates proper voltages (or currents) are present on Signal Input #3, but
readings on the Hand Held Programmer, the Marine Control Standard PC
Interface, or Watch Window are incorrect, the 723PLUS control is defective
and should be replaced.
76 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
2. Set the source for 5.0 Vdc (20 mA) on the meter. Select Display Analog I/O
on the Hand Held Programmer, the Marine Control Standard PC Interface,
or Watch Window. Select AI4- Rem Spd Ref (mA). The value should equal
the input based on 20 mA (5.0 Vdc = 20 mA on display).
3. Set the source for 1.0 Vdc (4.0 mA). The value of the display should equal
the input based on 4.0 mA (1.0 Vdc = 4.0 mA on the display). If the meter
indicates proper voltages (or currents) are present on Signal Input #4, but
readings on the Hand Held Programmer, the Marine Control Standard PC
Interface, or Watch Window are incorrect, the 723PLUS control is defective
and should be replaced.
Analog Output #3
The following tests verify the actuator output of the control.
2. Open the Open to Run contact (terminal 36). Connect a milliamp meter
across terminals 19(+) and 20() if no actuator is connected. Connect the
milliamp meter in series with the actuator if one is connected to the control.
(Alternately, a dc voltmeter may be connected across the output when an
actuator is connected. The correct output currents must be computed using
the voltage measured and the input resistance of the actuator.)
3. Select the CFIG OPTION menu on the Hand Held Programmer, the Marine
Control Standard PC Interface, or Watch Window and set the item Use REV
ACTUATOR to FALSE. Select the FUEL LIMITERS menu and set item
START FUEL LIMIT to 100 (%FD), then set item MAX FUEL LIMIT to 20
(%FD) . Select the TORQ LIMIT CURVE menu and set the ENBL TORQ
FUEL LMT to FALSE. Select the AMP LMT CURVE menu and set THE
ENABLE AMP FUEL LMT to FALSE. Select the TORSIONAL FILTER menu
and set the ENABLE TORS FILTER to FALSE.
4. Set the MAX FUEL LIMIT to 100 (%FD). The output current should be 200
2 mA. If, with all the connections verified, the output of the control fails to
perform as above, the control should be replaced.
5. Return all the above items to the previously recorded value for your
engine.
Speed Inputs
The following tests verify the operation of the speed inputs.
Woodward 77
723PLUS/Single Engine Marine Propulsion Manual 26549
2. Set the signal generator to 400 Hz. Read ENGINE SPEED value of 400 rpm
on DISPLAY MENU 1. Increase the signal generator frequency to 2000 Hz.
The value of the test frequency must not exceed the maximum
frequency values set in the CFIG SPEED CONTROL menu.
Disconnect the Hand Held Programmer from the control (if applicable). The
Marine Control Standard PC Interface or Watch Window may remain connected
or be removed from the control as desired. Close the cover over J1 and retighten
the retaining screw if the connection is removed.
78 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
Chapter 7.
Product Support and Service Options
OEM or Packager Support: Many Woodward controls and control devices are
installed into the equipment system and programmed by an Original Equipment
Manufacturer (OEM) or Equipment Packager at their factory. In some cases, the
programming is password-protected by the OEM or packager, and they are the best
source for product service and support. Warranty service for Woodward products
shipped with an equipment system should also be handled through the OEM or
Packager. Please review your equipment system documentation for details.
Woodward 79
723PLUS/Single Engine Marine Propulsion Manual 26549
Replacement/Exchange: Replacement/Exchange is a premium program
designed for the user who is in need of immediate service. It allows you to
request and receive a like-new replacement unit in minimum time (usually within
24 hours of the request), providing a suitable unit is available at the time of the
request, thereby minimizing costly downtime.
This option allows you to call your Full-Service Distributor in the event of an
unexpected outage, or in advance of a scheduled outage, to request a
replacement control unit. If the unit is available at the time of the call, it can
usually be shipped out within 24 hours. You replace your field control unit with
the like-new replacement and return the field unit to the Full-Service Distributor.
Flat Rate Repair: Flat Rate Repair is available for many of the standard
mechanical products and some of the electronic products in the field. This
program offers you repair service for your products with the advantage of
knowing in advance what the cost will be.
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 you in like-
new condition. This option is applicable to mechanical products only.
When shipping the item(s), attach a tag with the following information:
return number;
name and location where the control is installed;
name and phone number of contact person;
complete Woodward part number(s) and serial number(s);
description of the problem;
instructions describing the desired type of repair.
Packing a Control
Use the following materials when returning a complete control:
protective caps on any connectors;
antistatic protective bags on all electronic modules;
packing materials that will not damage the surface of the unit;
at least 100 mm (4 inches) of tightly packed, industry-approved packing
material;
a packing carton with double walls;
a strong tape around the outside of the carton for increased strength.
Replacement Parts
When ordering replacement parts for controls, include the following information:
the part number(s) (XXXX-XXXX) that is on the enclosure nameplate;
the unit serial number, which is also on the nameplate.
80 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
Engineering Services
Woodwards Full-Service Distributors offer various Engineering Services for our
products. For these services, you can contact the Distributor by telephone or by
email.
Technical Support
Product Training
Field Service
Technical Support is available from your equipment system supplier, your local
Full-Service Distributor, or from many of Woodwards worldwide locations,
depending upon the product and application. This service can assist you with
technical questions or problem solving during the normal business hours of the
Woodward location you contact.
You can also contact the Woodward Customer Service Department at one of the
following Woodward facilities to obtain the address and phone number of the
nearest facility at which you can obtain information and service.
For the most current product support and contact information, please visit our
website directory at www.woodward.com/directory.
Woodward 81
723PLUS/Single Engine Marine Propulsion Manual 26549
Technical Assistance
If you need to contact technical assistance, you will need to provide the following information.
Please write it down here before contacting the Engine OEM, the Packager, a Woodward
Business Partner, or the Woodward factory:
General
Your Name
Site Location
Phone Number
Fax Number
Number of Cylinders
Type of Fuel (gas, gaseous, diesel,
dual-fuel, etc.)
Power Output Rating
Application (power generation, marine,
etc.)
Control/Governor Information
Control/Governor #1
Serial Number
Control/Governor #2
Serial Number
Control/Governor #3
Serial Number
Symptoms
Description
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.
82 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
Appendix A.
Serial Communication Port Wiring
The RS-232 connections are shown in Figure A-1. The maximum distance from
the PC to the 723PLUS control is 15 m (50 ft).
The RS-422 connections are shown in Figure A-2. The maximum distance from
the PC to the 723PLUS control is 1219 m (4000 ft).
Woodward 83
723PLUS/Single Engine Marine Propulsion Manual 26549
RS-422 can use a multi-drop set-up where more than one device is connected to
a PC. A termination should be located at the receiver when one or more
transmitters are connected to a single receiver. When a single transmitter is
connected to one or more receivers, termination should be at the receiver
farthest from the transmitter. Figure A-3 is an example.
84 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
Figure A-4. Preferred Multipoint Wiring Using Shielded Twisted-pair Cable with a
Separate Signal Ground Wire
Figure A-5. Alternate Multipoint Wiring Using Shielded Twisted-pair Cable without
a Separate Signal Ground Wire
Woodward 85
723PLUS/Single Engine Marine Propulsion Manual 26549
Appendix B.
Modbus Slave Address Information
MODBUS PORT3
Boolean Writes
Addr Description
0:0001 ALARM RESET
Boolean Reads
Addr Description
1:0001 A-FUEL LIMIT SHIFT
1:0002 B-ALARM RESET (MOMENTARY)
1:0003 C-SPEED FAIL OVERRIDE
1:0004 D-SECOND DYNAMICS
1:0005 E-RAISE SPEED
1:0006 F-LOWER SPEED
1:0007 G-RATED SPEED
1:0008 H-OPEN TO RUN
1:0009 SPARE
1:0010 SPARE
1:0011 DO1-SHUTDOWN RELAY
1:0012 DO2-STATUS INDICATION RELAY
1:0013 DO3-ENGINE TROUBLE RELAY
1:0014 SPARE
1:0015 SPARE
1:0016 ANALOG MPU 1 FAILED
1:0017 ANALOG MPU 2 FAILED
1:0018 DIGITAL MPU 1 FAILED
1:0019 DIGITAL MPU 2 FAILED
1:0020 SPARE
1:0021 SPARE
1:0022 LUBE OIL PRESSURE INPUT FAILED
1:0023 WATER PRESSURE INPUT FAILED
1:0024 MANIFOLD AIR PRESSURE INPUT FAILED
1:0025 REMOTE SPEED REFERENCE INPUT FAILED
1:0026 SPARE
1:0027 SPARE
1:0028 SPEED MPU 1 SHUTDOWN
1:0029 SPEED MPU 2 SHUTDOWN
1:0030 BOTH SPEED MPU'S SHUTDOWN
1:0031 REMOTE SPEED REF INPUT SHUTDOWN
1:0032 LOW OIL PRESSURE SHUTDOWN
1:0033 HIGH FUEL DEMAND SHUTDOWN
1:0034 HIGH SPEED SHUTDOWN
1:0035 LOW WATER PRESSURE SHUTDOWN
1:0036 HIGH TORSIONAL LEVEL SHUTDOWN
1:0037 SPARE
1:0038 SPARE
1:0039 ON MAX FUEL LIMIT
1:0040 ON AIR PRESSURE LIMITER
1:0041 ON TORSION LIMITER
1:0042 ON TORQUE LIMITER
1:0043 ACTUATOR SHUTDOWN
1:0044 SPEED SWITCH ON
1:0045 OIL XMTR FAILED
1:0046 WATER XMTR FAILED
1:0047 MANIFOLD AIR XMTR FAILED
1:0048 LOAD SWITCH ON
1:0049 ON SPEED CONTROL
1:0050 SPARE
1:0051 SPARE
1:0052 REMOTE SPEED ENABLED
86 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
1:0053 SPARE
1:0054 SPARE
1:0055 SPARE
1:0056 SPARE
Analog Reads
Addr Description
3:0001 ANALOG SPEED INPUT #1 (RPM)
3:0002 ANALOG SPEED INPUT #2 (RPM)
3:0003 DIGITAL SPEED INPUT #1 (RPM)
3:0004 DIGITAL SPEED INPUT #2 (RPM)3:0005 SPEED REFERENCE (RPM)
3:0006 REMOTE SPEED REFERENCE (RPM)
3:0007 FUEL DEMAND (%)
3:0008 SPARE
3:0009 SPARE
3:0010 ANALOG OUT #1 (mA *100)
3:0011 ANALOG OUT #2 (mA *100)
3:0012 ACTUATOR OUT (mA *100)
3:0013 ANALOG OUT #4 (mA *100)
3:0014 SPARE
3:0015 SPARE
3:0016 LUBE OIL PRESSURE INPUT (mA *10)
3:0017 WATER PRESSURE INPUT (mA *10)
3:0018 MANIFOLD PRESSURE INPUT (mA *10)
3:0019 REMOTE SPEED REFERENCE INPUT (mA *10)
3:0020 SPARE
3:0021 SPARE
3:0022 SPARE
3:0023 SPARE
Analog Writes
Addr Description
4:0001
Woodward 87
723PLUS/Single Engine Marine Propulsion Manual 26549
Appendix C.
Programming Checklist
We recommend you write down the final value of each menu item here so you
will have a record if you later need to reprogram or replace the control.
CONFIGURE
Menu Item Default(Low, High) As Left
CFIG OPTION
USE REV ACTUATOR #FALSE
USE 2nd DYNAMICS #TRUE
DYNAMICS 1 CONSTANT #FALSE
USE TORSION FILTER #TRUE
USE AIR MAN LIMIT #TRUE
USE TORQ LIMIT #TRUE
RESET ALM ON CLEAR #TRUE
NON-LATCH ALM DOUT3 #FALSE
CFIG SPEED CONTROL
RATED SPEED(RPM) #1200 (1, 2100)
ASPD #1 TEETH #16 (16, 500)
ASPD 1 MAX FREQ(Hz) #5000 (10, 17500)
ASPD #2 TEETH #16 (16, 500)
ASPD 2 MAX FREQ(Hz) #5000 (10, 17500)
REVERSE ACTING #FALSE
DSPD #1 TEETH #16 (16, 500)
DSPD #2 TEETH #16 (16, 500)
CFIG INDICATION
ON MAX LIMIT #FALSE
ON AIR PRESS LIMIT #FALSE
ON TORSION LIMIT #FALSE
ON TORQUE LIMIT #FALSE
ACT SHUTDOWN #FALSE
SPEED SWITCH #FALSE
OIL XMTR FAULT #FALSE
WATER XMTR FAULT #FALSE
AIR XMTR FAULT #FALSE
LOAD SWITCH #FALSE
CFIG ALARMS
SPEED #1 FAIL #FALSE
SPEED #2 FAIL #FALSE
SPD #1AND#2 FAIL #FALSE
REMOTE SR FAIL #FALSE
88 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
LOW OIL PR ALARM #FALSE
HI FUEL DEMND ALARM #FALSE
HI SPEED ALARM #FALSE
LOW WATER PR ALM #FALSE
HIGH TORSIONAL LEVEL #FALSE
SPEED SWITCH ALM #FALSE
LOAD SWITCH ALM #FALSE
PORT 3 ALARM #FALSE
CFIG SHUTDOWNS
SPEED #1 FAIL #FALSE
SPEED #2 FAIL #FALSE
SPD #1AND#2 FAIL #FALSE
REM SPEED REF FAIL #FALSE
LOW LUBE OIL PR SD #FALSE
HI FUEL DEMND SD #FALSE
HI SPEED SD #FALSE
LOW WATER PR SD #FALSE
HIGH TORSION LVL #FALSE
SD BYPASS SPEED(RPM) #200.0 (0.0, 2200.0)
SD BYPASS TIME #0.0 (0.0, 120.0)
INDICATION SETUP
ENERGIZE FOR STATUS #TRUE
SPD SW PICKUP *500.0 (0.0, 2200.0)
SPD SW DROPOUT *400.0 (0.0, 2200.0)
LOAD SW PICKUP *99.5 (0.0, 1000.0)
LOAD DROPOUT *99.0 (0.0, 1000.0)
ALARM SETUP
OIL PRESS DELAY(SEC) #10.0 (0.0, 10800.0)
HI FUEL DEMND SETPT(%FD) #100.0 (0.0, 100.0)
HI FUEL DEMND DELAY(SEC) #10.0 (0.0, 10800.0)
HI SPEED SETPT (RPM) #1320.0 (0.0, 2500.0)
HI SPEED DELAY(SEC) #0.2 (0.0, 10800.0)
WATER PR DELAY(SEC) #10.0 (0.0, 10800.0)
TORS LVL SETPT(%RPM) #25.0 (0.0, 2500.0)
HI TORSION DLY(SECS) #10.0 (0.0, 10800.0)
ENERGIZE FOR ALARM #TRUE
SHUTDOWN SETUP
SHUTDOWN ACTUATOR #TRUE
OIL PRESS DELAY(SEC) #0.2 (0.0, 10800.0)
HI FUEL DEMND SETPT(%FD) #100.0 (0.0, 100.0)
HI FUEL DEMND DELAY(SEC) #10.0 (0.0, 10800.0)
HI SPEED SETPT(RPM) #1320.0 (0.0, 2500.0)
HI SPEED DELAY(SEC) #0.2 (0.0, 10800.0)
WATER PRESS DELAY(SEC) #0.2 (0.0, 10800.0)
TORS LVL SETPT(%RPM) #50.0 (0.0, 2500.0)
HI TORSION DLY(SECS) #10.0 (0.0, 10800.0)
ENERGIZE FOR SHTDN #TRUE
CFIG COMMUNICATION
PORT 2 Address #0 (0, 15)
PORT 3 Address #1 (1,247)
PORT 3 MODE #2 (1,2)
PORT 3 DELAY TIME #2 (0.1,60)
CFIG ANALOG OUTPUTS
AOUT 1 SELECT #1 (1, 11)
AOUT 1 4-20 mA #TRUE
Woodward 89
723PLUS/Single Engine Marine Propulsion Manual 26549
AOUT 2 SELECT #2 (1, 11)
AOUT 2 4-20 mA #TRUE
ACT OUT 1 4-20 mA #FALSE
ACT OUT 2 SELECT #3 (1, 11)
ACT OUT 2 4-20 mA #TRUE
SERVICE
Menu Item Default(Low, High) As Left
1st DYNAMICS
GAIN 1 *2.0 (0.0015, 1000.0)
RESET 1 *0.35 (0.01, 50.0)
COMPENSATION 1 *0.2 (0.01, 1.0)
GAIN RATIO 1 *1.0 (0.0, 1000.0)
WINDOW WIDTH 1(RPM) *60.0 (1.0, 2100.0)
GAIN SLOPE BK PNT 1(%FD) *20.0 (0.0, 100.0)
GAIN SLOPE 1 *0.0 (-50.0, 50.0)
SPEED FILTER 1(HZ) *15.0 (0.0, 20.0)
BUMP ACT *FALSE
2nd DYNAMICS
GAIN 2 *2.0 (0.0015, 1000.0)
RESET 2 *0.35 (0.01, 50.0)
COMPENSATION 2 *0.2 (0.01, 1.0)
GAIN RATIO 2 *1.0 (0.0, 1000.0)
WINDOW WIDTH 2(RPM) *60.0 (0.0, 2100.0)
GAIN SLOPE BK PNT 2(%FD) *20.0 (0.0, 100.0)
GAIN SLOPE 2 *0.0 (-50.0, 50.0)
SPEED FILTER 2(HZ) *15.0 (0.0, 20.0)
BUMP ACT *FALSE
ACTUATOR BUMP
BUMP ENABLE *FALSE
ACT BUMP LEVEL(%FD) *1.0 (0.0, 100.0)
ACT BUMP DURATN(SEC) *0.1 (0.01, 2.0)
FUEL LIMITERS
START FUEL LMT(%FD) *10.0 (0.0, 100.0)
START RAMP RATE(%FD/S) *2.0 (0.0, 1000.0)
MAX FUEL LIMIT(%FD) *100.0 (0.0, 100.0)
SHIFT FUEL LMT(%FD) *10.0 (0.0, 100.0)
SHIFT DURATION(SEC) *10.0 (0.0, 20.0)
SPEED SETTING
RAISE SPEED LMT(RPM) *1300 (1, 2100)
LOWER SPEED LMT(RPM) *600 (1, 2100)
IDLE SPEED(RPM) *750 (1, 2100)
ACCEL RAMP TIME(SEC) *8.0 (0.0, 500.0)
DECEL RAMP TIME(SEC) *8.0 (0.0, 500.0)
RAISE SPD RATE(RPM/MIN) *100.0 (0.0, 32767.0)
LOWER SPD RATE(RPM/MIN) *100.0 (0.0, 32767.0)
SELECT DIGITAL SPD *TRUE
TORQ LIMIT CURVE
ENBL TORQ FUEL LMT *FALSE
TQ LMT INPUT A(RPM) *400.0 (0.0, 1600.0)
FUEL LIMIT @ A(%FD) *100.0 (0.0, 100.0)
TQ LMT INPUT B(RPM) *600.0 (0.0, 1600.0)
FUEL LIMIT @ B(%FD) *100.0 (0.0, 100.0)
TQ LMT INPUT C(RPM) *800.0 (0.0, 1600.0)
FUEL LIMIT @ C(%FD) *100.0 (0.0, 100.0)
90 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
TQ LMT INPUT D(RPM) *1000.0 (0.0, 1600.0)
FUEL LIMIT @ D(%FD) *100.0 (0.0, 100.0)
TQ LMT INPUT E(RPM) *1200.0 (0.0, 1600.0)
FUEL LIMIT @ E(%FD) *100.0 (0.0, 100.0)
AMP LMT CURVE
ENABLE AMP FUEL LMT *FALSE
AMP LMT INPUT A(ENGR) *0.0 (0.0, 100.0)
FUEL LIMIT @ A(%FD) *100.0 (0.0, 100.0)
AMP LMT INPUT B(ENGR) *10.0 (0.0, 100.0)
FUEL LIMIT @ B(%FD) *100.0 (0.0, 100.0)
AMP LMT INPUT C(ENGR) *20.0 (0.0, 100.0)
FUEL LIMIT @ C(%FD) *100.0 (0.0, 100.0)
AMP LMT INPUT D(ENGR) *30.0 (0.0, 100.0)
FUEL LIMIT @ D(%FD) *100.0 (0.0, 100.0)
AMP LMT INPUT E(ENGR) *40.0 (0.0, 100.0)
FUEL LIMIT @ E(%FD) *100.0 (0.0, 100.0)
TORSIONAL FILTER
ENABLE TORS FILTER *FALSE
ENG SENSOR WEIGHT *0.5 (0.0, 1.0)
TORS SCALE(% RT RPM) *1.0 (0.01, 100.0)
TORSNL FUEL LIMIT *100.0 (0.0, 100.0)
TORSNL LEVEL @LIMIT *100.0 (0.001, 100.0)
TORSNL LEVEL @CLEAR *0.1 (0.001, 100.0)
COMM PORT SETUP
PORT 2 HARDWARE CONFIG *1 (1, 2)
PORT BAUD RATE *10 (1, 10)
PORT 3 HARDWARE CONFIG *1 (1,2)
PORT 3 BAUD RATE *7 (1,7)
PORT 3 STOP BITS *1 (1,3)
PORT 3 PARITY *1 (1,3)
PORT 3 TIMEOUT (SEC) *10 ( 0.5,30)
WATER ALM SETPOINT
SPEED INPUT A(RPM) *0.0 (0.0, 2200.0)
WAT ALM SETPT A(EU) *0.0 (-32000.0, 32000.0)
SPEED INPUT B(RPM) *250.0 (0.0, 2200.0)
WAT ALM SETPT B(EU) *10.0 (-32000.0, 32000.0)
SPEED INPUT C(RPM) *500.0 (0.0, 2200.0)
WAT ALM SETPT C(EU) *20.0 (-32000.0, 32000.0)
SPEED INPUT D(RPM) *750.0 (0.0, 2200.0)
WAT ALM SETPT D(EU) *30.0 (-32000.0, 32000.0)
OIL ALM SETPOINT
SPEED INPUT A(RPM) *0.0 (0.0, 2200.0)
OIL ALM SETPT A(EU) *0.0 (-32000.0, 32000.0)
SPEED INPUT B(RPM) *250.0 (0.0, 2200.0)
OIL ALM SETPT B(EU) *10.0 (-32000.0, 32000.0)
SPEED INPUT C(RPM) *500.0 (0.0, 2200.0)
OIL ALM SETPT C(EU) *20.0 (-32000.0, 32000.0)
SPEED INPUT D(RPM) *750.0 (0.0, 2200.0)
OIL ALM SETPT D(EU) *30.0 (-32000.0, 32000.0)
WATER SD SETPOINT
SPEED INPUT A(RPM) *0.0 (0.0, 2200.0)
WAT SD SETPT A(EU) *0.0 (-32000.0, 32000.0)
SPEED INPUT B(RPM) *250.0 (0.0, 2200.0)
WAT SD SETPT B(EU) *8.0 (-32000.0, 32000.0)
SPEED INPUT C(RPM) *500.0 (0.0, 2200.0)
Woodward 91
723PLUS/Single Engine Marine Propulsion Manual 26549
WAT SD SETPT C(EU) *15.0 (-32000.0, 32000.0)
SPEED INPUT D(RPM) *750.0 (0.0, 2200.0)
WAT SD SETPT D(EU) *25.0 (-32000.0, 32000.0)
OIL SD SETPOINT
SPEED INPUT A(RPM) *0.0 (0.0, 2200.0)
OIL SD SETPT A(EU) *0.0 (-32000.0, 32000.0)
SPEED INPUT B(RPM) *250.0 (0.0, 2200.0)
OIL SD SETPT B(EU) *8.0 (-32000.0, 32000.0)
SPEED INPUT C(RPM) *500.0 (0.0, 2200.0)
OIL SD SETPT C(EU) *15.0 (-32000.0, 32000.0)
SPEED INPUT D(RPM) *750.0 (0.0, 2200.0)
OIL SD SETPT D(EU) *25.0 (-32000.0, 32000.0)
SET AI ENGR UNITS
OIL PRESS @ 4 mA(EU) *0.0 (-100.0, 100.0)
OIL PRESS @ 20 mA(EU) *100.0 (0.0, 1000.0)
WATER PRESS @ 4 mA(EU) *0.0 (-100.0, 100.0)
WATER PRESS @ 20 mA(EU) *100.0 (0.0, 1000.0)
AIR MAN PR @ 4 mA(EU) *0.0 (-100.0, 100.0)
AIR MAN PR @ 20 mA(EU) *50.0 (0.0, 1000.0)
REMOTE SR @ 4 mA(RPM) *0.0 (-2000.0, 2000.0)
REMOTE SR @ 20 mA(RPM) *1200.0 (0.0, 2200.0)
SET ANALOG OUTPUTS
ANALOG OUTPUT 1 MIN(ENGR) *0.0 (-30000.0, 30000.0)
ANALOG OUTPUT 1 MAX(ENGR) *1300.0 (-30000.0, 30000.0)
ANALOG OUTPUT 2 MIN(ENGR) *0.0 (-30000.0, 30000.0)
ANALOG OUTPUT 2 MAX(ENGR) *1300.0 (-30000.0, 30000.0)
ACTUATOR OUT 2 MIN(ENGR) *0.0 (-30000.0, 30000.0)
ACTUATOR OUT 2 MAX(ENGR) *100.0 (-30000.0, 30000.0)
AO FILTER Hz *20.0 (0.01, 20.0)
I/O CALIBRATION
OIL PR OFFSET(AI1) *0.0 (-200.0, 200.0)
OIL PRESS SPAN(AI1) *100.0 (50.0, 200.0)
OIL PR READ VLT(AI1) *FALSE
WTR PR OFFSET(AI2) *0.0 (-200.0, 200.0)
WATER PRESS SPAN(AI2) *100.0 (50.0, 200.0)
WTR PR READ VLT(AI2) *FALSE
AMP OFFSET(AI3) *0.0 (-200.0, 200.0)
AIR MAN PR SPAN(AI3) *100.0 (50.0, 200.0)
AIR MP READ VLT(AI3) *FALSE
REM SR OFFSET(AI4) *0.0 (-200.0, 200.0)
REM SR SPAN(AI4) *100.0 (50.0, 200.0)
REM SR READ VLT(AI4) *FALSE
AO 1 OFFSET *0.0 (-4095.0, 4095.0)
AO 1 SPAN *100.0 (50.0, 200.0)
AO 2 OFFSET *0.0 (-4095.0, 4095.0)
AO 2 SPAN *100.0 (50.0, 200.0)
ACT 1 OFFSET *0.0 (-4095.0, 4095.0)
ACT 1 SPAN *100.0 (50.0, 200.0)
ACT 2 OFFSET *0.0 (-4095.0, 4095.0)
ACT 2 SPAN *100.0 (50.0, 200.0)
DISPLAY DIGITAL I/O
A-FUEL LIMIT SHIFT
B-ALARM RESET
C-SPEED FAIL OVRD
D-2ND DYNAMICS
92 Woodward
Manual 26549 723PLUS/Single Engine Marine Propulsion
E-RAISE SPEED
F-LOWER SPEED
G-RATED SPEED
H-CLOSE TO STOP
SHUTDOWN(DO1)
STATUS INDICTR(DO2)
ENGINE TROUBLE(DO3)
DISPLAY ANALOG I/O
ANALOG SS IN #1(Hz)
ANALOG SS IN #2(Hz)
DIGITAL SS IN #1(Hz)
DIGITAL SS IN #2(Hz)
AI1-LUBE OIL PR(mA)
AI2-WATER PRESS(mA)
AI3-AIR MANF PR(mA)
AI4-REM SPD REF(mA)
ANALOG OUT 1(mA)
ANALOG OUT 2(mA)
ACTUATOR OUT 1(mA)
ACTUATOR OUT 2(mA)
DISPLAY INDICATION
ON MAX LIMIT
ON AIR PRESS LIMIT
ON TORSION LIMIT
ON TORQUE LIMIT
ACT SHUTDOWN
SPEED SWITCH
OIL XMTR FAIL
WATER XMTR FAIL
AIR MAN XMTR FAIL
LOAD SWITCH
DISPLAY ENG TROUBLE
FIRST ALARM
1-SPEED #1 FAIL
2-SPEED #2 FAIL
3-SPD #1AND#2 FAIL
4-REM SPD XMTR FAIL
5-OIL LOW PR ALM
6-HI FUEL DEMND ALM
7-HI SPEED ALARM
8-WATER LOW PR ALM
9-TORSIONAL ALARM
10-SPEED SWITCH
11-LOAD SWITCH
12-PORT 3 FAULT
ALARM RESET
DISPLAY SHUTDOWN
FIRST SHUTDOWN
1-SPEED #1 FAIL
2-SPEED #2 FAIL
3-SPD #1AND#2 FAIL
4-REM SPD XMTR FAIL
5-OIL LOW PR SD
6-HI FUEL DEMND SD
7-HI SPEED SD
Woodward 93
723PLUS/Single Engine Marine Propulsion Manual 26549
8-WATER LOW PR SD
9-TORSIONAL SD
DISPLAY CTRL MODE
IN SPEED CTRL(LSS)
ON START LIMIT(LSS)
ON MAX LIMIT(LSS)
ON AMP LIMIT(LSS)
ON TORQ FUEL LIMIT
ON TORSIONAL LIMIT (LSS)
ACTUATOR SHUTDOWN
TORSNL FILTR ACTIVE
DISPLAY MENU
ENGINE SPEED(RPM)
SPEED REF(RPM)
FUEL DEMAND(%)
OIL PRESSURE (EU)
WATER PRESS (EU)
AIR MANF PRESS (EU)
REMOTE SPD REF (RPM)
TORQUE LIMIT (%FD)
AMP FUEL LIMIT(%FD)
TORSNL LIMIT (%FD)
TORSIONL LEVEL(%RPM)
94 Woodward
723PLUS Control Specifications
Woodward Part Numbers:
8280-1129 723PLUS Single Engine Marine control
9907-205 Hand Held Programmer
8923-932 Watch Window Installation *
5416-870 RS-422 PC Interface Cable
*requires 5416-870 RS-422 PC Interface Cable
Power Supply Rating 1840 Vdc (24 or 32 Vdc nominal)
Power Consumption 40 W nominal
Inrush Current 7 A for 0.1 ms (low-voltage model)
Speed Signal Inputs (2)
Speed Input Voltage 1.050.0 Vrms
Speed Input Frequency Magnetic Pickup: 400 Hz to 15 kHz
Proximity Switch: 30 Hz to 15 kHz
Speed Input Impedance 10 k 15%
Note: EU Directive compliant applications are not currently able to use proximity switches due to the sensitivity of the
switches.
Discrete Inputs (8)
Discrete Input 24 Vdc, 10 mA nominal, 1840 Vdc range
Response Time 10 ms 15%
Impedance 2.3 k
Note: For Lloyds Register applications, use only control-supplied power.
Analog Inputs (4)
Analog Input 5 Vdc or 020 mA, transducers externally powered
Common Mode Voltage 40 Vdc
Common Mode Rejection 0.5% of full scale
Accuracy 0.5% of full scale
Load Sharing Input
Analog Input 04.5 Vdc
Common Mode Voltage 40 Vdc
Common Mode Rejection 1.0% of full scale
Accuracy 1.0% of full scale
Analog Outputs 01 or 420 mA (2)
Analog Output 01 mA or 420 mA (max. 600 load)
Accuracy 0.5% of full scale
Analog Outputs 020 or 0200 mA (2)
Analog Output 020 mA (max. 600 load) or
0200 mA (max. 70 load)
Accuracy 0.5% of full scale
Relay Contact Outputs (3)
Contact Ratings 2.0 A resistive @ 28 Vdc; 0.5 A resistive @ 125 Vdc
Environment
Operating Temperature 40 to +70 C (40 to +158 F)
Storage Temperature 55 to +105 C (67 to +221 F)
Humidity 95% at +20 to +55 C (+68 to +131 F)
Lloyds Register of Shipping Spec. Humidity Test 1
Mechanical Vibration Lloyds Register of Shipping Spec. Vibration Test 1
Mechanical Shock US MIL-STD 801C Method 516.2, Proc. I, II, V
EMI/RFI Specification Lloyds Register of Shipping Specification
EN 500812 and EN 500822
Compliance
UL/cUL Listing Class 1, Division 2, Groups A, B, C, D
Lloyds Register of Shipping LR Type Approval Test Specification No. 1 (1996) for environmental
categories ENV1, ENV2, & ENV3
Germanischer Lloyd Regulations for the Performance of Type Tests;
Regulations for the Use of Computer and Computer on Board
American Bureau of Shipping (ABS) Rules (1997) 4/4.11.6, 4/5C2.17, 4/11.3.11 and 4/11.7.2
European Union (EU) Compliant with EMC Directive 89/336/EEC
(Low Voltage Model Only)
Det Norske Veritas (DNV) Rules for Classification of Ships and Mobile Offshore Units
We appreciate your comments about the content of our publications.
Send comments to: icinfo@woodward.com
2012/10/Colorado