723PLUS Digital Speed Control For Single Engine Marine Propulsion Applications With DSLC™ Input

Product Manual 26264
(Revision A)
Original Instructions
723PLUS Digital Speed Control for Single

Engine Marine Propulsion Applications
with DSLC™ Input
8280-1042
Operation and Calibration Manual

Read this entire manual and all other publications pertaining to the work to be
performed before installing, operating, or servicing this equipment.
Practice all plant and safety instructions and precautions.
General
Precautions Failure to follow instructions can cause personal injury and/or property damage.
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
The latest version of most publications is available on the publications page. If

your publication is not there, please contact your customer service representative
to get the latest copy.
Any unauthorized modifications to or use of this equipment outside its specified

mechanical, electrical, or other operating limits may cause personal injury and/or
property damage, including damage to the equipment. Any such unauthorized
Proper Use modifications: (i) constitute "misuse" and/or "negligence" within the meaning of
the product warranty thereby excluding warranty coverage for any resulting
damage, and (ii) invalidate product certifications or listings.
If the cover of this publication states "Translation of the Original Instructions"

please note:
The original source of this publication may have been updated since this
Translated translation was made. Be sure to check manual 26311 , Revision Status &
Publications Distribution Restrictions of Woodward Technical Publications, to verify whether
this translation is up to date. Out-of-date translations are marked with . Always
compare with the original for technical specifications and for proper and safe
installation and operation procedures.
Revisions—Changes 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 2004
All Rights Reserved
Manual 26264 723PLUS/Single Engine Marine Propulsion/DSLC Input
Contents
WARNINGS AND NOTICES ........................................................................... IV

ELECTROSTATIC DISCHARGE AWARENESS .................................................. V
CHAPTER 1. GENERAL INFORMATION ........................................................... 1
Introduction .............................................................................................................1
Declaration of Incorporation ...................................................................................1
Application ..............................................................................................................1
Control Options .......................................................................................................2
Hardware Options...................................................................................................3
Software Options ....................................................................................................3
723PLUS Digital Speed Control Accessories.........................................................3
CHAPTER 2. INSTALLATION........................................................................ 12
Scope....................................................................................................................12
Unpacking .............................................................................................................12
Power Requirements ............................................................................................12
Location Considerations .......................................................................................12
Internal Jumpers ...................................................................................................13
Electrical Connections ..........................................................................................13
Shielded Wiring ....................................................................................................13
Supply Input (Terminals 1/2) ................................................................................15
Relay Outputs (Terminals 3/4, 5/6, 7/8) ...............................................................16
RS-422 Communication Port (J1) ........................................................................16
Speed Signal Inputs #1 and #2 ............................................................................16
(Terminals 11/12 and 13/14) ................................................................................16
Analog Outputs #1 and #2 (Terminals 15/16 and 17/18) .....................................18
Analog Output #3 (Terminals 19/20) ....................................................................18
Analog Output #4 (Terminals 21/22) ....................................................................19
LON #1 and LON #2 (Terminals 23—28) .............................................................19
Discrete Inputs (Terminals 29—36) ......................................................................19
Fuel Limit Shift (Input A; Terminal 29) ..................................................................20
Alarm Reset (Input B; Terminal 30) ......................................................................21
Speed Fail Override (Input C; Terminal 31) .........................................................21
2nd Dynamics (Input D; Terminal 32) ...................................................................22
Raise Speed Contact (Input E; Terminal 33)........................................................22
Lower Speed Contact (Input F; Terminal 34) .......................................................22
Remote Speed Reference Contacts.....................................................................22
(Input E; Terminal 33 and Input F; Terminal 34) ..................................................22
Rated Speed (Input G; Terminal 35) ....................................................................23
Open to Run (Input H; Terminal 36) .....................................................................23
Lube Oil Pressure Input (Signal Input #1; Terminals 42/43) ................................23
DSLC™ Input (Signal Input #2; Terminals 45/46) ................................................24
Air Manifold Pressure Input (Signal Input #3; Terminals 48/49)...........................24
Remote Speed Reference Input (Signal Input #4; Terminals 51/52) ...................25
Communication Port J2 ........................................................................................25
Installation Checkout Procedure ..........................................................................26
CHAPTER 3. STANDARD MENU ITEMS ........................................................ 27
Introduction ...........................................................................................................27
Watch Window PC Interface.................................................................................27
Hand Held Programmer and Menus .....................................................................28
Hand Held Programmer Keys ..............................................................................29
Woodward i
723PLUS/Single Engine Marine Propulsion/DSLC Input Manual 26264
Contents
Service Menus ......................................................................................................29

Configure Menus ..................................................................................................30
Adjusting Set Points .............................................................................................30
Configure Menu Descriptions ...............................................................................31
Service Menu Descriptions ...................................................................................37
1st Dynamics/2nd Dynamics Menu ......................................................................38
Conclusion of Setup Procedures ..........................................................................53
CHAPTER 4. INITIAL ADJUSTMENTS ............................................................54
Introduction ...........................................................................................................54
Start-up Adjustments ............................................................................................54
Dynamic Adjustments ...........................................................................................55
Alternative Dynamic Adjustments .........................................................................57
Based on the Zeigler-Nichols Method ..................................................................57
Setup ....................................................................................................................57
Gain, Reset, and Actuator Compensation Adjustments .......................................57
Gain, Window Width, and Gain Ratio Adjustments ..............................................60
Gain Slope and Gain Break point Adjustments ....................................................61
Torsional Adjustments ..........................................................................................62
Fuel Limiters Adjustments ....................................................................................63
Speed Adjustments ..............................................................................................63
Conclusion of Initial Adjustment Procedures ........................................................64
CHAPTER 5. DESCRIPTION OF OPERATION..................................................65
General .................................................................................................................65
Speed Input ..........................................................................................................66
Torsional Filter Function .......................................................................................66
Speed Failures......................................................................................................66
Alarm Reset and Override ....................................................................................67
Speed Reference and Ramps ..............................................................................67
Dual Dynamics......................................................................................................68
Dual Gain Dynamics .............................................................................................69
Other Dynamics ....................................................................................................69
Actuator Bump Function .......................................................................................69
Minimum Fuel Function ........................................................................................69
Maximum Fuel Function .......................................................................................70
Start Limit Function ...............................................................................................70
Fuel Limiting Function ..........................................................................................71
Actuator Function..................................................................................................72
Power-Up Diagnostics ..........................................................................................72
CHAPTER 6. TROUBLESHOOTING ...............................................................73
General .................................................................................................................73
Troubleshooting Procedure ..................................................................................73
Control Test and Calibration .................................................................................73
Discrete Inputs ......................................................................................................74
Lube Oil Pressure Input ........................................................................................74
DSLC™ Input........................................................................................................75
Air Manifold Pressure Input ..................................................................................75
Remote Speed Reference Input ...........................................................................75
Analog Output #3 ..................................................................................................76
Speed Inputs.........................................................................................................76
Conclusion of Test and Calibration Procedures ...................................................77
ii Woodward
Contents
CHAPTER 7. PRODUCT SUPPORT AND SERVICE OPTIONS ........................... 78

Product Support Options ......................................................................................78
Product Service Options .......................................................................................78
Returning Equipment for Repair ...........................................................................79
Replacement Parts ...............................................................................................79
Engineering Services............................................................................................80
Contacting Woodward’s Support Organization ....................................................80
Technical Assistance ............................................................................................81
APPENDIX A. SERIAL COMMUNICATION PORT WIRING ................................ 82
Grounding and Shielding ......................................................................................83
APPENDIX B. PROGRAMMING CHECKLIST .................................................. 85
723PLUS CONTROL SPECIFICATIONS ....................................................... 91
Illustrations and Tables
Figure 1-1. Flexible Coupled Propeller ...................................................................2

Figure 1-2. 723PLUS Digital Speed Control...........................................................4
Figure 1-3. Watch Window Display ........................................................................5
Figure 1-4. Hand Held Programmer .......................................................................6
Figure 1-5. Vessel Wiring Diagram ........................................................................8
Figure 1-6. 723PLUS Block Diagram ...................................................................10
Figure 1-7. Typical 723PLUS Connections ..........................................................11
Figure 2-1. 723PLUS Control Internal Jumpers ...................................................14
Figure 3-1. Hand Held Programmer Functions ....................................................28
Figure 3-2. Control Gain as a Function of Speed Error........................................39
Figure 3-3. Control Gain as a Function of Control Output....................................39
Figure 3-4. Typical Transient Response Curves ..................................................40
Figure 3-5. Speed Filter ........................................................................................41
Figure 3-6. Notch Filter .........................................................................................45
Figure 5-1. Start Limit Function ............................................................................70
Figure 5-2. Fuel Limit Break points ......................................................................71
Figure A-1. 723PLUS RS-232 Connections .........................................................82
Figure A-2. 723PLUS RS-422 Connections with Optional Termination at
Receiver ...........................................................................................82
Figure A-3. RS-422 Terminator Locations............................................................83
Figure A-4. Preferred Multipoint Wiring Using Shielded Twisted-pair Cable with a
Separate Signal Ground Wire..........................................................84
Figure A-5. Alternate Multipoint Wiring Using Shielded Twisted-pair Cable without
a Separate Signal Ground Wire.......................................................84
Woodward iii
Warnings and Notices

Important Definitions
This is the safety alert symbol. It is used to alert you to potential
personal injury hazards. Obey all safety messages that follow this
symbol to avoid possible injury or death.
 DANGER—Indicates a hazardous situation which, if not avoided, will result
in death or serious injury.
 WARNING—Indicates a hazardous situation which, if not avoided, could
result in death or serious injury.
 CAUTION—Indicates a hazardous situation which, if not avoided, could
result in minor or moderate injury.
 NOTICE—Indicates a hazard that could result in property damage only
(including damage to the control).
 IMPORTANT—Designates an operating tip or maintenance suggestion.
The engine, turbine, or other type of prime mover should be

equipped with an overspeed shutdown device to protect against
runaway or damage to the prime mover with possible personal injury,
Overspeed / loss of life, or property damage.
Overtemperature / The overspeed shutdown device must be totally independent of the
Overpressure prime mover control system. An overtemperature or overpressure
shutdown device may also be needed for safety, as appropriate.
The products described in this publication may present risks that

could lead to personal injury, loss of life, or property damage. Always
wear the appropriate personal protective equipment (PPE) for the job
Personal Protective at hand. Equipment that should be considered includes but is not
limited to:
Equipment
 Eye Protection
 Hearing Protection
 Hard Hat
 Gloves
 Safety Boots
 Respirator
Always read the proper Material Safety Data Sheet (MSDS) for any
working fluid(s) and comply with recommended safety equipment.
Be prepared to make an emergency shutdown when starting the

engine, turbine, or other type of prime mover, to protect against
runaway or overspeed with possible personal injury, loss of life, or
Start-up property damage.
On- and off-highway Mobile Applications: Unless Woodward's control

functions as the supervisory control, customer should install a
system totally independent of the prime mover control system that
Automotive monitors for supervisory control of engine (and takes appropriate
action if supervisory control is lost) to protect against loss of engine
Applications
control with possible personal injury, loss of life, or property damage.
iv Woodward
To prevent damage to a control system that uses an alternator or

battery-charging device, make sure the charging device is turned off
before disconnecting the battery from the system.
Battery Charging
Device
Electrostatic Discharge Awareness

Electronic controls contain static-sensitive parts. Observe the
following precautions to prevent damage to these parts:
 Discharge body static before handling the control (with power to
the control turned off, contact a grounded surface and maintain
Electrostatic contact while handling the control).
Precautions  Avoid all plastic, vinyl, and Styrofoam (except antistatic versions)
around printed circuit boards.
 Do not touch the components or conductors on a printed circuit
board with your hands or with conductive devices.
To prevent damage to electronic components caused by improper
handling, read and observe the precautions in Woodward manual
82715, Guide for Handling and Protection of Electronic Controls,
Printed Circuit Boards, and Modules.
Follow these precautions when working with or near the control.

1. Avoid the build-up of static electricity on your body by not wearing clothing
made of synthetic materials. Wear cotton or cotton-blend materials as much
as possible because these do not store static electric charges as much as
synthetics.
2. Do not remove the printed circuit board (PCB) from the control cabinet
unless absolutely necessary. If you must remove the PCB from the control
cabinet, follow these precautions:
 Do not touch any part of the PCB except the edges.
 Do not touch the electrical conductors, the connectors, or the
components with conductive devices or with your hands.
 When replacing a PCB, keep the new PCB in the plastic antistatic
protective bag it comes in until you are ready to install it. Immediately
after removing the old PCB from the control cabinet, place it in the
antistatic protective bag.
Woodward v
vi Woodward
Chapter 1.
General Information
Introduction
This manual describes the Woodward 723PLUS Digital Speed Control for Single
Engine Marine Propulsion Applications, for part number 8280-1042. This control
is similar to 8280-419, except that the water pressure input has been replaced
with a DSLC™ input, for power generation/marine applications.
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, a DSLC (Digital
Synchronizer & Load Control) speed bias input, an input for remote speed
reference, and an input for air manifold pressure to limit the fuel demand.
The control outputs include an actuator output, three configurable analog

outputs, and three relay outputs. The relay outputs are for engine trouble,
shutdown, and status indication. There are three communication ports on the
723PLUS control. One of these (J1) is dedicated to Watch Window or to a hand
held programmer for software tuning. The other two communication ports (J2 and
J3) are configurable to either RS-232, RS-422, or RS-485 communications. Port
2 (J2) is a spare (unused) port, configured for ServLink. Port 3 (J3) is a spare
(unused) unconfigured port.
In addition to these communication ports, there are two LON® * channels

available for further communications. In this control, the LON #1 and the LON #2
channel are not used.
*—LON is a trademark of Echelon Corporation.
The 8280-1042 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.
Woodward 1
Figure 1-1. Flexible Coupled Propeller
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.
The control system typically includes the following components:

 a 723PLUS Digital Speed Control
 one actuator to position the fuel metering device
 an external power source
 one or two speed-sensing devices
 eight optional switch contacts to manage control functions
 an optional lube oil pressure transducer
 an optional DSLC Digital Synchronizer & Load Control
 an optional fuel limiting air manifold pressure transducer
 three optional analog readout devices for display
 two optional relay-driven alarms
Control Options
This manual describes the designed application of the 723PLUS marine control
system, with low voltage power supply and torsional filtering.
Each 723PLUS control requires 40 W of power. A nominal current in-rush of 7 A

is possible. Acceptable input voltage range is 18 to 40 Vdc.
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 1-7 for vessel wiring.)
Torsional filtering is provided on the 723PLUS control model described in this

manual. This filtering is specially designed to minimize the effects of flexible
coupling torsionals. This control provides exceptionally smooth steady-state
control which allows the control dynamics to be matched to the engine rather
than detuned to compensate for coupling torsionals. Removing the torsional
effects of the flexible coupling often provides a much longer life to the coupling.
This model can alarm and limit the fuel demand if unacceptably high torsional
levels occur.
2 Woodward
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 1-7). 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.
723PLUS Digital Speed Control Accessories

PC based Watch Window software (part number 8923-932) and a Hand Held
Programmer (part number 9907-205) are used for monitoring and adjusting
software parameters of the 723PLUS control, including the software options.
They plug into communication port J1 of the control. [Hand Held Programmer
part number 9905-292 can also be used.] See Figures 1-4 and 1-7.
A DSLC control (Digital Synchronizer and Load Control) for generator load
management and load sharing between multiple generator sets can be used with
the 723PLUS control. The 723PLUS controls described in this manual are
designed to accept load and synchronizing inputs from the DSLC unit through
Signal Input # 2.
Woodward 3
Figure 1-2. 723PLUS Digital Speed Control
4 Woodward
Figure 1-3. Watch Window Display
Woodward 5
Figure 1-4. Hand Held Programmer
6 Woodward
Woodward 7
Figure 1-5. Vessel Wiring Diagram
8 Woodward
Woodward 9
Figure 1-6. 723PLUS Block Diagram
10 Woodward
Figure 1-7. Typical 723PLUS Connections
Woodward 11
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.
To prevent damage to the control, do not exceed the input voltage

range.
If a battery is used for operating power, an alternator or other

battery-charging device is necessary to maintain a stable supply
voltage.
To prevent damage to the control, make sure that the alternator or

other battery-charging device is turned off or disconnected before
disconnecting the battery from the control.
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).
The control must NOT be mounted on the engine.
12 Woodward
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 0–1 mA
* JPR9 analog output #1 0–20 mA
JPR12 analog output #2 0–1 mA

* JPR11 analog output #2 0–20 mA
* JPR13 & JPR2 analog output #3 0–200 mA, single

JPR13 & JPR1 analog output #3 0–20 mA, single
& JPR14 & JPR2 analog output #3 0–160 mA, tandem
JPR15 & JPR3 analog output #4 0–200 mA, single

* JPR15 & JPR4 analog output #4 0–20 mA, single
& JPR16 & JPR3 analog output #4 0–160 mA, tandem
JPR5 & JPR17 speed sensor #1 proximity switch

* JPR6 & JPR18 speed sensor #1 magnetic pickup
JPR7 & JPR20 speed sensor #2 proximity switch

* JPR8 & JPR19 speed sensor #2 magnetic pickup
*—default jumper settings

&—tandem outputs are designed to supply a maximum of 160 mA into two actuators
connected in series
Electrical Connections
The vessel wiring connections are shown in Figure 1-5. 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
Figure 2-1. 723PLUS Control Internal Jumpers
14 Woodward
Where shielded cable is required, cut the cable to the desired length and prepare
the cable as instructed below.
1. Strip outer insulation from BOTH ENDS, exposing the braided or spiral
wrapped shield. DO NOT CUT THE SHIELD.
2. Using a sharp, pointed tool, carefully spread the strands of the braided
shield.
3. Pull the inner conductor(s) out of the shield. If the shield is the braided type,
twist it to prevent fraying.
4. Remove 6 mm (1/4 inch) of insulation from the inner conductors.
5. Attach proper lugs to the conductors and the shield. Mount the shields to the
chassis grounds studs on the control.
Installations with severe electromagnetic interference (EMI) may require

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

The power supply output must be low impedance (for example, directly from
batteries). DO NOT power the control from high-voltage sources with resistors
and zener diodes in series with the control power input. The 723PLUS control
contains a switching power supply which requires a current surge to start
properly.
To prevent damage to the control, do not use a high-voltage power

source, and do not use a high-voltage source with resistors and
zener diodes in series with the power input.
Run the power leads directly from the power source to the control. DO NOT
POWER OTHER DEVICES WITH LEADS COMMON TO THE CONTROL. Avoid
long wire lengths. Connect the positive (line) to terminal 1 and negative
(common) to terminal 2. If the power source is a battery, be sure the system
includes an alternator or other battery-charging device.
If possible, do NOT turn off control power as part of a normal shutdown

procedure. Use the Stop (Open to Run) discrete input (terminal 32) for normal
shutdown. Leave the control powered except for service of the system and
extended periods of disuse.
Do NOT apply power to the control at this time. Applying power may
damage the control.
To prevent damage to the engine, apply power to the 723PLUS

control at least 60 seconds prior to starting the engine. The control
must have time to do its power-up diagnostics and become
operational. Do not start the engine unless the green POWER OK and
CPU OK indicators on the 723PLUS control cover comes on, because
test failure turns off the control output.
Woodward 15
Relay Outputs (Terminals 3/4, 5/6, 7/8)

The three Relay Outputs provide Form A dry contact closures for controlling
three discretely controlled devices. The three conditions which cause the relays
to change state include a shutdown condition, an alarm condition, and an
indication condition. The contact ratings are shown on the control specification
sheet on the inside back cover of this manual. Interposing relays should be used
if the application exceeds these ratings. Each relay is energized when the green
light above the respective terminals is illuminated.
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.
RS-422 Communication Port (J1)

J1 is intended for use with Watch Window software (part number 8923-932) or
with the Woodward ST2000 Hand Held Programmer (part number 9907-205).
These allow the user to configure software, adjust set points, and display
parameters. See Chapters 3 and 4 for the menu items available. Contact your
local distributor for other options.
Speed Signal Inputs #1 and #2

(Terminals 11/12 and 13/14)
The speed of the engine must be provided to the 723PLUS control by either a
passive magnetic pickup (MPU) or an active proximity switch. The speed signal
device should sense the exact speed of the engine. Using the camshaft or some
other gear where backlash could occur is not recommended. The engine speed
should be between 200 and 2100 rpm.
16 Woodward
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.
The number of gear teeth is used by the control to convert pulses

from the speed sensing device to engine rpm. To prevent possible
serious injury from an overspeeding engine, make sure the control is
properly programmed to convert the gear-tooth count into engine
rpm. Improper conversion could cause engine overspeed.
To prevent possible damage to the control or poor control

performance resulting from ground loop problems, we recommend
using current-loop isolators for any inputs or outputs which connect
to non-isolated devices. A number of manufacturers offer 20 mA loop
isolators.
Woodward 17
Analog Outputs #1 and #2 (Terminals 15/16 and 17/18)

The two analog outputs can be configured several different ways depending on
the application needs. The output current is hardware configurable for either 0 to
1 mA or 4 to 20 mA. This current signal is supplied to terminals 15(+) and 16(–)
for Analog Output #1 and terminals 17(+) and 18(–) for Analog Output #2. Note
that the these terminals must be isolated from ground.
Either of the outputs can be software configured to one of several control

parameters. These parameters include:
 Engine Speed
 Engine Speed Reference
 Fuel Demand
 Reverse Fuel Demand
 Torsional Level
 Air Manifold Pressure
 Lube Oil Pressure
 Remote Speed Reference
See the Description of Operation in Chapter 6 for further information on each of

these parameters.
Analog Output #1 is factory set for 4 to 20 mA representing the engine speed

(default range is 0–1300 rpm). Software settings must be changed if the
hardware is configured for 0 to 1 mA.
Analog Output #2 is factory set for 4 to 20 mA representing the engine speed

reference (default range is 0–1300 rpm). Software settings must be changed if
the hardware is configured for 0 to 1 mA.
Use shielded twisted-pair wires. For electrically isolated devices such as 4 to 20

mA analog meters, the shield should be grounded at the control end of the cable.
For input to other devices, use the recommendation of the device manufacturer.
Analog Output #3 (Terminals 19/20)

Analog Output #3 provides a dedicated current signal to a single actuator or two
actuators connected in series on a tandem system. This current signal is
supplied at terminals 19(+) and 20(–). Software is available to tune the minimum
and maximum levels of the actuator stroke. The output current can be hardware
configured for either 0 to 200 mA, 0 to 160 mA, or 0 to 20 mA. The 0 to 200 mA
range is for standard applications using single Woodward 20 to 160 mA
proportional actuators and actuator drivers such as the EG3P or the EGB13P.
This configuration allows up to 200 mA into 40  impedance. The 0 to 160 mA
range is for standard applications using Woodward proportional actuators which
are connected in a tandem configuration. This configuration allows up to 160 mA
into 80  impedance. The 0 to 20 mA setting can be used as input to other
devices and actuator drivers. This configuration allows up to 20 mA into 10 k
impedance. The software must also be configured to output 4 to 20 mA from the
output even though the hardware is configured for 0 to 20 mA. Note that these
terminals must be isolated from ground.
18 Woodward
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.
Analog Output #4 (Terminals 21/22)

Analog Output #4 can be configured several different ways depending on the
application needs. The output current is hardware configurable for either 0 to 200
mA, 0 to 160 mA, or 4 to 20 mA. This actuator output can also be software
configured to one of several control parameters similar to Analog Outputs #1 and
#2 above. These parameters include:
 Engine Speed
 Engine Speed Reference
 Fuel Demand
 Reverse Fuel Demand
 Torsional Level
 Air Manifold Pressure
 Lube Oil Pressure
 Remote Speed Reference
Analog Output #4 is factory set for 4 to 20 mA representing the fuel demand

(default range is 0–100%).
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.
Use shielded twisted-pair wires. For electrically isolated devices such as 4 to 20

mA input analog meters, the shield should be grounded at the control end of the
cable. For input to other devices, use the recommendation of the device
manufacturer.
LON #1 and LON #2 (Terminals 23—28)

The 723PLUS control provides two separate LON communication channels for
communicating with Echelon® networks. The LON channels are not used in this
control.
Discrete Inputs (Terminals 29—36)

Discrete inputs are the switch input commands to the 723PLUS control. They
interact in such a way as to allow engine control under a variety of conditions.
Refer to Chapter 6 for a complete description of operations.
Woodward 19
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.
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.
Remove the factory installed jumper between terminal 37 and

terminal 38 when using external discrete input power.
As an alternative, the discrete inputs may be powered by the internal 24 Vdc

Discrete Input Power source at terminal 39. This source is capable of supplying
100 mA at a voltage level of 24 Vdc. Connect the internal 24 Vdc voltage source
positive from terminal 39 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. Assure that a connection exists between
terminal 37 and terminal 38 when using the internal Discrete Input Power. Do not
power other devices with the internal discrete input power source, and assure
that the switch or relay contacts used are isolated from any other circuit or
system.
Fuel Limit Shift (Input A; Terminal 29)

The input switch or relay contact used to activate the Fuel Limit Shift function
connects to terminal 29 (Discrete Input A). The external switch or relay contact is
open during normal operation and is closed only during special conditions such
as crash astern. This discrete input changes the control state between no fuel
limit shift and fuel limit shift. When the external switch or relay contacts are
closed, the control temporarily adds a tunable shift amount (% fuel demand) for a
tunable shift duration (seconds) to all fuel limits. Normal limits are restored at the
end of the shift duration time. With the contacts open (discrete input in the
“FALSE” state), the shift amount is zero and the shift duration timer is reset.
20 Woodward
Alarm Reset (Input B; Terminal 30)

The input switch or relay contact used to activate the Alarm Reset command
connects to terminal 30 (Discrete Input B). This discrete input issues a reset
command to all parameters which can latch into an alarm state. Only those
parameters which are in the normal state when the discrete input first goes
“TRUE” will be reset to the no-alarm condition. When the external switch or relay
contacts are closed (discrete input in the “TRUE” state), internal software limits
the command so that the reset condition applies only for a short time within the
control even if the external contact remains closed. With the contacts open
(discrete input in the “FALSE” state), the control will again be ready to respond to
the external contacts closing. The Alarm Reset command works in parallel with a
software switch from the Hand Held Programmer. Automatic reset commands
are temporarily issued during power up and, if configured, when engine speed
reaches 5% of rated rpm.
Speed Fail Override (Input C; Terminal 31)

The input switch or relay contact used to activate the Speed Fail Override
command connects to terminal 31 (Discrete Input C). This discrete input changes
the control operation to allow the fuel demand to increase even though the speed
signal is not present. This command is normally used to allow the actuator to
open for engine starting when the speed signal is too low to be detected. Note
that most starting designs crank the engine fast enough to allow the speed signal
to be detected by the control. For these designs, the override command is not
needed, and this input can be left disconnected. When the external switch or
relay contacts are closed (discrete input in the “TRUE” state), the control
overrides the shutdown associated with losing the speed sensor. With the
contacts open (discrete input in the “FALSE” state), the control will shut down if
both speed sensor signals are lost.
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.
To prevent possible serious injury from an overspeeding engine, the

Speed Fail Override command must be “FALSE” during normal
operating conditions of direct-acting systems. This is accomplished
by open circuiting the discrete input at terminal 31. If switch or relay
contacts are used to activate this command, the contacts must be
designed to open when the engine is running under normal governor
control.
Woodward 21
2nd Dynamics (Input D; Terminal 32)

The input switch or relay contact used to activate the 2nd Dynamics command
connects to terminal 32 (Discrete Input D). This discrete input changes the
control operation to allow a second set of dynamic terms to be used. This
command is normally used when the closed loop path needs two independent
sets of dynamics such as with dual-fuel engines. When the input switch or relay
contacts are closed (discrete input in the “TRUE” state), the control uses the 2nd
Dynamics set. When the contacts are open (discrete input in the “FALSE” state),
the control uses the 1st Dynamics set. No connection needs to be made to this
input if only one set of dynamics is used.
Raise Speed Contact (Input E; Terminal 33)

The input switch or relay contact used to activate the Raise Speed command
connects to terminal 33 (Discrete Input E). This discrete input changes the
control operation by increasing the speed reference. The reference can increase
only to a software adjusted maximum speed limit. The reference increases at a
software adjusted rate. The LOWER SPEED command or de-selecting the
RATED SPEED command (described below) takes command control away from
Raise Speed and effectively disables the command. This command is normally
used to allow raising the engine speed manually and for testing high-speed
operations such as overspeed. When the external switch or relay contacts are
closed (discrete input in the “TRUE” state), the control raises the speed
reference. Raise is limited to the software-adjusted maximum speed limit. With
the contacts open (discrete input in the “FALSE” state), the control stops raising
the speed reference.
Lower Speed Contact (Input F; Terminal 34)

The input switch or relay contact used to activate the Lower Speed command
connects to terminal 34 (Discrete Input F). This discrete input changes the control
operation by decreasing the speed reference. The reference can decrease only to
a software adjusted minimum speed limit. The reference decreases at a software
adjusted rate. De-selecting the RATED SPEED command (described below) takes
command control away from Lower Speed and effectively disables the command.
This command is normally used to allow lowering the engine speed manually and
for testing low speed operations such as critical speeds. When the external switch
or relay contacts are closed (discrete input in the “TRUE” state), the control lowers
the speed reference. Lower is limited to the software-adjusted minimum speed
limit. With the contacts open (discrete input in the “FALSE” state), the control stops
lowering the speed reference.
Remote Speed Reference Contacts

(Input E; Terminal 33 and Input F; Terminal 34)
The Raise Speed contact (Discrete Input E) in conjunction with the Lower Speed
contact (Discrete Input F) is used to select the Remote Speed Reference. When
both input switches or relay contacts are maintained closed (both discrete inputs
in the “TRUE” state), the Remote Speed Reference is active.
22 Woodward
Rated Speed (Input G; Terminal 35)

The external contact used to activate the Rated Speed command connects to
terminal 35 (Discrete Input G). This discrete input changes the control operation
by increasing the speed reference to rated speed and decreasing the speed
reference to idle speed. When the switch or relay contacts are closed (discrete
input in the “TRUE” state), the speed reference ramps for a time set by the Accel
Time to the rated speed control point. The Raise and Lower contacts or the
Remote Speed Reference are also enabled. When the switch or relay contacts
are open (discrete input in the “FALSE” state), the speed reference ramps for a
time set by the Decel Time to the idle speed control point. The Raise and Lower
contacts and the Remote Speed Reference are also disabled. If the application
does not require an idle speed setting, the Rated Speed input can be left in the
“TRUE” state at all times. This can be done by connecting the input directly to the
positive Discrete Input Power source.
Open to Run (Input H; Terminal 36)

The external contact used to activate the Open to Run command connects to
terminal 36 (Discrete Input H). This discrete input changes the control operation
by increasing the Min Fuel Function to allow other functions to control the fuel
demand or by immediately decreasing the fuel demand to zero. When the switch
or relay contacts are open (discrete input in the “FALSE” state), the Minimum
Fuel Function is increased to 100 percent. When the switch or relay contacts are
closed (discrete input in the “TRUE” state), the Minimum Fuel Function
immediately pulls the fuel demand to zero.
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.
Lube Oil Pressure Input (Signal Input #1; Terminals

42/43)
Connect a Lube Oil Pressure transmitter to Signal Input #1. The input signal must
be an isolated high-quality signal representing the Lube Oil Pressure signal. By
configuration, this signal input allows engine shutdown protection or alarm
protection or both to be provided. Oil pressure is displayed in software adjustable
engineering units on the hand-held programmer and may be re-transmitted (by
configuration) through one of the analog outputs to an external device (meter,
recorder, etc.). Default engineering units setting is 0–100 psig. Engine alarms
and shutdown are also displayed on the hand-held programmer. No connection
is required to this input if this function is not needed by the application.
Woodward 23
A shutdown condition activates Relay Output #1. Relay Output #1 must be
connected to the engine shutdown system to execute an engine shutdown if this
function is needed by the application. An engine alarm condition activates Relay
Output #2. Relay Output #2 may be used if the engine alarm function is needed
by the application.
Use a shielded twisted-pair cable to connect a 4 to 20 mA current transmitter or a

1 to 5 Vdc voltage transmitter to terminals 42(+) and 43(–). When using a voltage
transmitter, the jumper between terminals 41 and 42 must be removed. An input
impedance of 250  is present when the jumper is installed. Without the jumper
installed, the input impedance is greater than 10 M. This input is not isolated
from the other control inputs and outputs, and an isolation device must be
installed if the transmitter output is not isolated.
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.
DSLC™ Input (Signal Input #2; Terminals 45/46)

Use a shielded twisted-pair cable to connect the low-impedance output from
DSLC™ terminals 32(±) and 33(COM) to terminals 45(±) and 46(COM). Also
remove the factory installed jumper between terminals 44 and 45. The DSLC unit
is described in product specification 02006 and manual 02007. This input allows
a change in speed reference by 3% of Rated speed per volt input to terminals 42
and 43.
Use only DSLC bias output option ±3.0 Vdc.
Air Manifold Pressure Input (Signal Input #3;

Terminals 48/49)
Connect an Air Manifold Pressure transmitter to Signal Input #3. The input signal
must be an isolated high-quality signal representing the Air Manifold Pressure
signal. By configuration, this signal input allows an air manifold pressure signal to
limit fuel demand. Air manifold pressure is displayed in software adjustable
engineering units on the hand-held programmer and may be re-transmitted (by
configuration) through one of the analog outputs to an external device (meter,
recorder, etc.). Default engineering units setting is 0–50 inches Hg. No
connection is required to this input if this function is not needed by the
application.
Use a shielded twisted-pair cable to connect a 4 to 20 mA current transmitter or a

1 to 5 Vdc voltage transmitter to terminals 48(+) and 49(–). When using a voltage
transmitter, remove the jumper between terminals 48 and 47. An input
impedance of 250  is present when the jumper is installed. Without the jumper
installed, the input impedance is greater than 10 M. This input is not isolated
from the other control inputs and outputs, and an isolation device must be
installed if the transmitter output is not isolated.
24 Woodward
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.
Remote Speed Reference Input (Signal Input #4;

Terminals 51/52)
Connect a Remote Speed Reference transmitter to Signal Input #4. The input
signal must be an isolated high-quality signal. This signal input allows remote
speed reference set point changes and (by configuration) engine shutdown
protection or alarm protection or both if the input signal fails. The remote speed
reference is displayed in software adjustable engineering units on the hand-held
programmer and may be re-transmitted (by configuration) through one of the
analog outputs to an external device (meter, recorder, etc.). Default engineering
units setting is 0 to 1200 rpm. Remote Speed Reference is activated by
simultaneous and maintained closure of the Raise and Lower discrete inputs
(terminals 33 and 34). The Rated Speed input (Input G; terminal 35) is a
permissive for Remote Speed Reference control and must be closed to permit
Remote Speed Reference control. No connection is required if this function is not
needed by the application.
failure will alarm and/or shutdown and remain alarmed and/or shut down until the
failure is repaired and an Alarm Reset is issued.
If 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.
Communication Port J2
Communication Port J2 is configured as an optional connection, redundant to
Port J1, to connect a ServLink device to the 723PLUS control. A ServLink device
is used to display and modify tunable and configurable values in the control.
Multiple values may be viewed simultaneously. ServLink includes the ability to
shut down the control, restart the control, and upload and download tuning
parameters. The ability is also provided to link to a control over a network via
network DDE. Watch Window is a ServLink device.
Communication Port J3 is an unconfigured spare.
Both ports are 9-pin subminiature D receptacle connectors.
Communication Port J2 can be software configured for a wide variety of serial

communications. The port can be set to standard specifications for RS-232 or
RS-422. Additionally the BAUD rates can be independently set for 1200, 2400,
4800, 9600, 19 200, or 38 400. An INIT_CMD field is the initialization command
string that is sent to the modem. The default data value is “ATE0Q150=1&D0”.
Woodward 25
Installation Checkout Procedure

With the installation complete as described in this chapter, do the following
checkout procedure before beginning set point entry (Chapters 3 and 4) or initial
start-up adjustments (Chapter 5).
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.
To prevent possible serious injury from an overspeeding engine, the

actuator lever or stroke should be near but not at the minimum
position when the fuel valve or fuel rack is at the minimum fuel
delivery position.
B. Check for correct wiring in accordance with the vessel wiring diagram,
Figure 1-5.
C. Check for broken terminals and loose terminal screws.
D. Check the speed sensor(s) for visible damage. If the sensor is a

magnetic pickup, check the clearance between the gear and the sensor
and adjust if necessary. Clearance should be between 0.25 and 1.25
mm (0.010 and 0.050 inch) at the closest point. Make sure the gear
runout does not exceed the pickup gap. A gap set too large will not
produce a signal which meets the minimum voltage requirement listed
under “Electrical Connections”.
2. Check for grounds
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
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
control’s menu system using Watch Window and the Hand Held Programmer.
See Chapter 4 for prestart-up and start-up settings and adjustments.
An improperly calibrated control could cause an engine overspeed or

other damage to the engine. To prevent possible serious injury from
an overspeeding engine, read this entire procedure before starting
the engine.
Watch Window PC Interface

Watch Window is a ServLink client software product that provides a PC interface
to any 723PLUS control and is a very powerful setup, testing, and
troubleshooting tool. Watch Window provides a means of loading the application
software into the 723PLUS control, shutting down and placing the control in the
configuration mode, saving values in the control EEPROM, and resetting the
control. Application tunable values can be uploaded, downloaded, and saved to a
file.
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,
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.
More information about Watch Window can be found in manual 26007,

Woodward Watch Window Software Getting Started.
Woodward 27
Hand Held Programmer and Menus

The Hand Held Programmer is a hand-held computer terminal that gets its power
from the 723PLUS control. The terminal connects to the RS-422 communication
port on the control (terminal J1). To connect the terminal, slightly loosen the right-
hand screw in the cover over J1 and rotate the cover clockwise to expose the 9-
pin connector. Then firmly seat the connector on the terminal into J1. Remove
the jumper between terminals 9 and 10 to set Port J1 for Hand Held Interface.
Refer to Figure 3-1 for a description of the Hand Held Programmer keys.
Figure 3-1. Hand Held Programmer Functions
The programmer does a power-up self-test whenever it is plugged into the

control. When the self-test is complete, the screen displays two lines of
information about the application. Press the ID key to display the part number
and revision level of the software in the control. Refer to this number and revision
level in any correspondence with Woodward Governor Company (write this
information in the Programming Checklist in the Appendix).
28 Woodward
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 screen’s 19 characters.
The 723PLUS has two sets of menus—the Service menus and the Configure
menus. The Service menus allow easy access and tuning while the engine is
running. The Configure menus are used to access parameters that should not be
changed while the engine is running.
Hand Held Programmer Keys

The programmer keys do the following functions (see Figure 3-1):
Left Arrow Moves backward through Configure or Service, one menu at

a time.
Right Arrow Advances through Configure or Service, one menu at a time.
Up/Down Arrow Toggles between the two displayed items.
Up Arrow Moves backward through each menu, one step at a time.
Down Arrow Advances through each menu, one step at a time. Selects
Service from Main Screen.
Turtle Up Increases the displayed set point value slowly.
Turtle Down Decreases the displayed set point value slowly.
Rabbit Up Increases the displayed set point value quickly (about 10
times faster than the turtle keys).
Rabbit Down Decreases the displayed set point value quickly (about 10
times faster than the turtle keys).
+ (plus) Increases set point values by one step at a time.
– (minus) Decreases set point values by one step at a time.
Solid Square Not used.
ID Displays the 723PLUS control part number and software
revision level.
ESC To return to menu header or to main screen.
SAVE Saves entered values (set points).
BKSP Scrolls left through line of display.
SPACE Scrolls right through line of display.
ENTER Used when entering exact values and accessing Configure.
= (equals) For entering exact values (within 10%).
 (decimal) To select Configure.
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.
Moving from Menu to Menu

Menus are arranged horizontally. If you have a menu title on the screen, you can
move between menus using the Right Arrow and Left Arrow keys. If you have a
menu item on the screen, you must push ESC once to return to the menu title
and then use the Right Arrow and the Left Arrow keys. If you press the Right
Arrow or Left Arrow keys continually, you will cycle through all the menu titles
repeatedly until you stop pressing the key.
Woodward 29
Moving Around Within a Menu
Items within a menu are arranged vertically. To enter a menu from a menu title
use the Down Arrow key. To move through the items within a menu, use the
Down Arrow and Up Arrow keys. If you press the Down Arrow or Up Arrow
keys continually, you will cycle through all the menu items repeatedly until you
stop pressing the key.
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.
Viewing Dimension Information

The dimensions of several items extend beyond a single screen. Use the BKSP
key to scroll left to view additional screen information.
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.
All outputs are brought to the powered-down state during this

process. Both actuator outputs and both analog outputs go to zero
milliamps, and the three relay outputs become de-energized.
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.
Always enter Configure after initially setting the values in Service.

This resets any out of range ramp values to their proper state.
Adjusting Set Points

To adjust a set point, use the Turtle Up or Rabbit Up keys to increase the value,
and the Turtle Down or Rabbit Down keys to decrease the value. The Rabbit
Up and Rabbit Down keys makes the rate of change faster than the Turtle Up
and Turtle Down keys. This is useful during initial setup where a value may need
to be changed significantly. Where necessary, to select TRUE, use either the
Turtle Up or the Rabbit Up keys, and to select FALSE, use the Turtle Down or
Rabbit Down keys.
To obtain an exact value, press the = key. Key in the required figure and press
ENTER.
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
To prevent possible serious injury from an overspeeding engine—

When adjusting a running engine, DO NOT hold the keys down to
adjust set points. Instead, make short taps on the keys. The 723PLUS
is storing your input commands at a higher rate than can be seen on
the hand held terminal. If you hold the keys down, the 723PLUS will
appear to coast beyond the last value seen on the hand held at the
time you release the button.
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.
To prevent possible damage to the engine resulting from improper

control settings, make sure you SAVE the set points before removing
power from the control. Failure to SAVE the set points before
removing power from the control causes them to revert to the
previously saved settings.
Configure Menu Descriptions

The following describes the Configure menus. The listing below shows the menu
title in large BOLD type. The title is followed by the separate menu items. A
complete listing of the menu titles and menu items can be found in the Appendix.
The listing shows the minimum value of the item, the maximum value of the item,
and the default value of the item. The units that describe the item are shown in
the item title. Units can be viewed with the BKSP button on the Hand Held
Programmer, if they are not visible.
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.
USE REV ACTUATORSet 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).
USE 2nd DYNAMICSAllows the 2nd Dynamics discrete input to be active. This
input is not active when set to FALSE.
DYNAMICS 1 CONSTANTDetermines whether the speed control GAIN and
RESET values are constant or vary as a function of engine speed. GAIN and
RESET vary with engine speed when set to FALSE.
USE TORSIONAL FILTERAllows the ENABLE TORS FILTER to be active.
The Torsional Filter is not active when set to FALSE even if ENABLE TORS
FILTER is set TRUE.
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USE NOTCH FILTER—Enables/disables a Notch Filter on the speed input(s).
Set TRUE to enable the notch filter and disable the torsional filter. Set to FALSE
to disable the notch filter and permit the torsional filter to be enabled.
USE AIR MAN LIMITAllows the ENABLE AMP FUEL LMT to be active. The
Air Manifold Pressure Fuel Limit is not active when set to FALSE even if
ENABLE AMP FUEL LMT is set TRUE.
USE TORQ LIMITAllows the ENABLE TORQ FUEL LMT to be active. The
Torque Fuel Limit is not active when set to FALSE even if ENABLE TORQ FUEL
LMT is set TRUE.
RESET ALM ON CLEAREnables 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 DOUT3—Set 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.
CFIG SPEED CONTROL

The items under this menu configure the speed inputs. It is critical to control
operation that these items be set correctly.
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 TEETH—This 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 TEETH—This is the number of pulses per revolution seen by Speed
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 ACTING—Set 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 TEETH—This is the number of pulses per revolution seen by Speed
DSPD #2 TEETH—This is the number of pulses per revolution seen by Speed
MPU ALARM ARM TIME—This 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.
To prevent possible serious injury from an overspeed engine, assure

that ASPD #1 TEETH and DSPD #1 TEETH are the same value, and that
ASPD #2 TEETH and DSPD #2 TEETH are the same value. The number
of gear teeth is used by the control to convert pulses from the speed-
sensing device to engine rpm. Make sure the control is properly
programmed to convert the gear-tooth count into engine rpm.
Improper conversion could cause engine overspeed.
32 Woodward
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 LIMITIndicates status when the speed control is on the Max Fuel
Limit.
ON AIR PRESS LIMITIndicates status when the speed control is on the Air
Manifold Pressure Fuel Limit.
ON TORSION LIMITIndicates status when the speed control is on the
Torsional Fuel Limit.
ON TORQUE LIMITIndicates status when the speed control is on the Torque
Fuel Limit.
ACT SHUTDOWNIndicates 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 SWITCHIndicates 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 FAULTIndicates status when the Oil Pressure transmitter output
falls below 2 mA or increases above 21 mA.
AIR XMTR FAULTIndicates status when the Air Manifold Pressure transmitter
output falls below 2 mA or increases above 21 mA.
LOAD SWITCHIndicates 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 FAIL—Alarms when Speed Sensor #1 detects a speed less than five
percent of rated speed.
SPEED #2 FAIL—Alarms when Speed Sensor #2 detects a speed less than five
SPD #1AND#2 FAIL—Alarms when Speed Sensor #1 and Speed Sensor #2
both detect speed is less than five percent of rated speed.
REMOTE SR FAIL—Alarms when Signal Input #4 (Remote Speed Reference
Input) goes out of range (below 2 mA or above 21 mA).
LOW OIL PR ALARM—Alarms 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 ALARM—Alarms 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 ALARM—Alarms when the engine speed exceeds the HI SPEED
SET PNT for longer than the HI SPEED DELAY time.
HIGH TORSION LEVEL—Alarms when the torsional level exceeds the TORS
LVL SETPT for longer than the HI TORSION DLY time.
SPEED SWITCH ALM—Alarms 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.
Woodward 33
LOAD SWITCH ALM—Alarms 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.
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.
SPEED #1 FAIL—Causes shutdown Relay Output #1 to change state when

Speed Sensor #1 detects a speed less than five percent of rated speed.
SPEED #2 FAIL—Causes shutdown Relay Output #1 to change state when
Speed Sensor #2 detects a speed less than five percent of rated speed.
SPD #1AND#2 FAIL—Causes shutdown Relay Output #1 to change state when
Speed Sensor #1 and Speed Sensor #2 both detect speed is less than five
REM SPEED REF FAIL—Causes shutdown Relay Output #1 to change state
when Signal Input #4 (Remote Speed Reference Input) goes out of range (below
2 mA or above 21 mA).
LOW LUBE OIL PR SD—Causes shutdown Relay Output #1 to change state
when oil pressure drops below the OIL SD SET POINT for longer than the OIL
PRESS DELAY time. Shutdown 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 SD—Causes shutdown Relay Output #1 to change state when
the fuel demand exceeds the HI FUEL DEMND SETPT for longer than the HI
FUEL DEMND DELAY time. This shutdown is useful for stopping an engine in an
overload condition.
HI SPEED SD—Causes shutdown Relay Output #1 to change state when the
engine speed exceeds the HI SPEED SET PNT for longer than the HI SPEED
DELAY time.
HIGH TORSION LVL—Causes shutdown Relay Output #1 to change state when
the torsional level exceeds the TORS LVL SETPT for longer than the HI
TORSION DLY time.
SD BYPASS SPEEDSpeed setting where the Shutdown Bypass is removed
after the SD BYPASS TIME expires to arm all active Alarms and Shutdowns.
SD BYPASS TIMESets delay time (in seconds) before the Shutdown Bypass
is removed after the SD BYPASS SPEED is reached.
INDICATION SETUP
This menu allows configuring the function of the Status Indication Relay, Output
#2.
ENERGIZE FOR STATUSSet TRUE to energize Status Indication Relay and

close Output #2 contact on configured status conditions. Set FALSE to de-
energize Status Indication Relay and open Output #2 contact on configured
status conditions. Default is TRUE.
SPD SW PICKUPSet speed (rpm) at which the SPEED SWITCH picks up on
increasing speed to indicate status. Default setting is 500 rpm. Status Indication
Relay state is determined by the ENERGIZE FOR STATUS setting.
SPD SW DROPOUTSet speed (rpm) at which the SPEED SWITCH drops out
on decreasing speed to indicate status. Default setting is 400 rpm. Status
Indication Relay state is determined by the ENERGIZE FOR STATUS setting.
LOAD SW PICKUPSet % 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.
34 Woodward
LOAD SW DROPOUTSet % 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 DELAYEnter 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 SETPTEnter the % Fuel Demand fault level required to
trigger the HI FUEL DEMND ALM.
HI FUEL DEMND DELAYEnter 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 SETPTEnter the engine speed fault level (rpm) required to trigger
the HI SPEED ALM.
HI SPEED DELAYEnter the delay time (in seconds) to wait before the HI
SPEED ALM is issued after engine speed exceeds the HI SPEED SETPT.
TORS LVL SETPTEnter the engine torsional vibration level (%rpm) required to
trigger the TORSIONAL ALARM.
The torsional vibration fault level is a percentage of the full scale

torsional vibration in rpm which is scaled elsewhere by TORS
SCALE. Scaling sets the value of torsional vibration (as a % rated
engine rpm) which equals the full scale (100%) torsional vibration
level.
For example, at a rated rpm of 1200 and a TORS SCALE setting of 1%

of rated, the full scale torsional vibration in rpm is 1% of 1200 or 12
rpm. At a TORS LVL SETPT of 25%, a TORSIONAL ALARM is
triggered when the torsional vibration level is at or above 25% of 12
rpm or 3 rpm torsional vibration.
Be sure the TORS SCALE (% RT RPM) is properly set. It can be found

on the TORSIONAL FILTER Service Menu . Default setting is 1% of
rated rpm.
HI TORSION DLYEnter 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 ALARMSet 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.
SHUTDOWN SETUP
This menu allows configuring the Shutdown conditions which affect the Display
Shutdown menu and the function of Shutdown Relay, Output #1.
SHUTDOWN ACTUATORSet TRUE to shut down the fuel actuator on any

configured shutdown. Set FALSE to prevent fuel actuator shutdown. BE SURE
OF WHICH VALUE YOU WANT—THIS AFFECTS ALL CONFIGURED
SHUTDOWN CONDITIONS.
OIL PRESS DELAYEnter the delay time (in seconds) to wait before the OIL
LOW PR SD is issued after oil pressure falls below the OIL SD SETPOINT.
Woodward 35
HI FUEL DEMND SETPTEnter the % Fuel Demand fault level required to
trigger the HI FUEL DEMND SD.
HI FUEL DEMND DELAYEnter the delay time (in seconds) to wait before the
HI FUEL DEMND SD is issued after the % Fuel Demand exceeds the HI FUEL
DEMND SETPT.
HI SPEED SETPTEnter the engine speed fault level (rpm) required to trigger
the HI SPEED SD.
HI SPEED DELAYEnter the delay time (in seconds) to wait before the HI
SPEED SD is issued after engine speed exceeds the HI SPEED SETPT.
TORS LVL SETPTEnter the engine torsional vibration level (%rpm) required to
trigger the TORSIONAL SD.
The torsional vibration fault level is a percentage of the full scale

torsional vibration in rpm which is scaled elsewhere by TORS
SCALE. Scaling sets the value of torsional vibration (as a % rated
engine rpm) which equals the full scale (100%) torsional vibration
level.
For example, at a rated rpm of 1200 and a TORS SCALE setting of 1%

of rated, the full scale torsional vibration in rpm is 1% of 1200 or 12
rpm. At a TORS LVL SETPT of 50%, a TORSIONAL SHUTDOWN is
triggered when the torsional vibration level is at or above 50% of 12
rpm or 6 rpm torsional vibration.
Be sure the TORS SCALE (% RT RPM) is properly set. It can be found

on the TORSIONAL FILTER Service Menu . Default setting is 1% of
rated rpm.
HI TORSION DLYEnter 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 SHTDNSet 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.
PORT 2 Address—Determines the optional ServLink address from 1 to 247 for

Port J2.
CFIG ANALOG OUTPUTS

This menu allows configuring the two analog outputs and the two actuator
outputs. This configuration determines what parameters are in control of the
outputs. These menu items are also used along with the Hardware Configuration
to determine the output current range.
36 Woodward
AOUT 1 SELECT—This value determines what parameter controls Analog
Output #1. The selections are:
1–Engine Speed
2–Engine Speed Reference
3–Fuel Demand
4–Reverse Fuel Demand
5–Torsional Vibration Level
6–Air Manifold Pressure
7–Oil Pressure
8–Remote Speed Reference
AOUT 1 4–20 mA—This item scales the Analog Output #1 for 4 to 20 mA or 0 to
1 mA. A value of TRUE scales the output for 4 to 20 mA. A value of FALSE
scales the output for 0 to 1 mA. Note that the an internal hardware jumper must
be configured if this item is changed.
AOUT 2 SELECT—This value determines what parameter controls Analog
Output #2. The selections are the same as for AOUT 1 SELECTION above.
AOUT 2 4–20 mA—This item scales the Analog Output #2 for 4 to 20 mA or 0 to
1 mA. A value of TRUE scales the output for 4 to 20 mA. A value of FALSE
scales the output for 0 to 1 mA. Note that an internal hardware jumper must be
configured if this item is changed.
ACT OUT 1 4–20 mA—This item scales the Actuator Output #1 for 0 to 200 mA
or 4 to 20 mA. A value of FALSE scales the output for 0 to 200 mA. A value of
TRUE scales the output for 4 to 20 mA. Default is FALSE. Note that an internal
hardware jumper must be configured if this item is changed.
ACT OUT 2 SELECT—This value determines what parameter controls Actuator
Output #2. The selections are the same as for AOUT 1 SELECTION above.
ACT OUT 2 4–20 mA—This item scales the Actuator Output #2 for 4 to 20 mA or
0 to 200 mA. A value of TRUE scales the output for 4 to 20 mA. A value of
FALSE scales the output for 0 to 200 mA. Default is FALSE. Note that an internal
hardware jumper must be configured if this item is changed.
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.

control settings, make sure you save the set points before removing
power from the control. Failure to save the set points before
Service Menu Descriptions

The following describes the Service menus. The listing below shows the menu
title in large BOLD type. The title is followed by the separate menu items. A
complete listing of the menu titles and menu items can be found in the Appendix.
The listing shows the minimum value of the item, the maximum value of the item,
and the default value of the item. The units that describe the item are shown in
the item title. Units can be viewed with the BKSP button on the Hand Held
Programmer, if they are not visible.
Woodward 37
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.
1st Dynamics/2nd Dynamics Menu

Dynamic adjustments are settings that affect the stability and transient
performance of the engine. There are two sets of dynamics provided. The set
being used is selected by the 2nd Dynamics contact input. The control uses the
1st dynamics when the 2nd Dynamics contact is open, and it uses the 2nd
dynamics when the contact is closed.
The following descriptions of each menu item apply to either set. Also see
Figures 4–2, 4–3, and 4–4.
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.
3. COMPENSATION compensates for the actuator and fuel system time

constant. Increasing Compensation increases actuator activity and transient
performance.
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.)
38 Woodward
Figure 3-2. Control Gain as a Function of Speed Error
Figure 3-3. Control Gain as a Function of Control Output
Woodward 39
Figure 3-4. Typical Transient Response Curves
40 Woodward
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.)
7. GAIN SLOPE changes Gain as a function of actuator output. Since actuator

output is proportional to engine load, this makes Gain a function of engine
load. Gain Slope operates in conjunction with the Gain Slope Break point
adjustment to increase (or decrease) Gain when percent Actuator Output is
greater than the break point. This compensates for systems having high (or
low) gain at low load levels. This allows the Gain setting to be lower at light
or no load for engine stability, yet provide good control performance under
loaded conditions. (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:
camshaft frequency = (engine rpm)/60 [for 2-cycle engines]

= (engine rpm)/120 [for 4-cycle engines]
firing frequency = camshaft frequency x number of cylinders
Initially set the filter frequency to the firing frequency.
Figure 3-5. Speed Filter
As the filter frequency is reduced, steady state stability improves but

transient performance may worsen. As the filter frequency is increased,
steady state stability worsens but transient performance may improve.
If the calculated firing frequency is greater that 15.9 Hz then disable

the filter. SPEED SETTING MENU - ENABLE SPEED FILTER to
FALSE.
Woodward 41
9. BUMP ACT allows you to test your dynamics settings by temporarily
applying a decreased fuel demand transient to stimulate a control response.
Both the magnitude (Act Bump Level) and duration (Act Bump Duration) of
the transient may be set. See the ACTUATOR BUMP menu. To initiate an
actuator bump, toggle Bump Act to TRUE then back to FALSE while the
engine is operating in a normal steady state loaded or unloaded condition.
Be prepared to change the dynamics settings since the actuator

bump transient may stimulate instability.
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 ENABLE—This 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.
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.
42 Woodward
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 SPD—This 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.
TORQ LIMIT CURVE

This menu sets the Torque Limit Curve (TLC) to limit fuel demand based on the
engine speed input. This fuel limit prevent overfueling which limits torque for up
to five speed break points. The input break points units are in rpm. The fuel limits
are in percent fuel demand. Fuel demand is generally set slightly above the fuel
required to carry the allowable load for each specific break point rpm. Too low a
setting can degrade transient load performance.
ENBL TORQ FUEL LMTSet 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.
Woodward 43
AMP LMT CURVE

This menu sets the Air Manifold Pressure Limit Curve (AMPLC) to limit fuel
demand based on the air manifold pressure input. This fuel limit prevents
overfueling and reduces diesel engine smoke during load increases due to
turbocharger lag as sensed by air manifold pressure. The curve has five break
points. The input break points units are in tunable engineering units. The fuel
limits are in percent fuel demand. Fuel demand is generally set slightly above the
fuel required to carry the allowable load for each specific break point air manifold
pressure.
ENBL AMP FUEL LMTSet 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.
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 control’s 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.
44 Woodward
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.
There are two adjustments—NOTCH FREQUENCY and NOTCH Q FACTOR.
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.
Figure 3-6. Notch Filter
ENABLE TORS FILTER—This 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.
ENG SENSOR WEIGHT—This 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.
Woodward 45
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 LIMIT—This 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 @LIMIT—This is the Torsional Level which activates the
Torsional Fuel Limit. This value should always be greater than the TORSNL
LEVEL @CLEAR value.
TORSNL LEVEL @CLEAR—This is the Torsional Level which clears the fuel
demand limit. This value should always be less than the TORSNL LEVEL
@LIMIT value above.
NOTCH FREQUENCY—This is set at the center frequency in hertz of a band
stop filter (see Figure 3-6).
NOTCH Q FACTOR—This 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.
COMMUNICATIONS
This menu sets the communications for Port 2. Port 3 is not used.
HARDWARE CONFIGThis determines if Communications Port J2 is set for

RS-232 or RS-422 based on:
1=RS-232
2=RS-422
BAUDThis determines what BAUD rate Communications Port J2 is set for

based on:
1=110 6=2400
2=300 7=4800
3=600 8=9600
4=1200 9=19200
5=1800 10=38400 (Default Setting)
OIL ALM SETPOINT

This menu sets the OIL ALM SETPOINT Curve (OASC) for the Engine Trouble
OIL LOW PR ALM which triggers when the oil pressure input is less than the
alarm 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 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.
46 Woodward
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.
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.
SET AI ENGR UNITS

This menu is provided to set the Analog Inputs engineering units. Be sure the
units entered match the input sensing device calibration.
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.
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.
Woodward 47
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.
SET ANALOG OUTPUTS

This menu sets the Analog Outputs to allow the proper scaling of each output
based on the engineering units of the software configured input and type of
hardware configured output. The value of the output can be displayed using the
appropriate ANALOG OUT or ACTUATOR OUT item in the DISPLAY I/O menu.
These items are displayed as milliamp outputs. The items below should be
entered so that the MIN entry represents the configured value in engineering
units at 4 mA (or 0 mA), and the MAX entry represents the configured value in
engineering units at 20 mA (or 1 mA).
ANALOG OUTPUT 1 MIN (ENGR)—This is adjusted to the engineering units

which outputs 4 mA (or 0 mA if so configured) at Analog Output #1.
ANALOG OUTPUT 1 MAX (ENGR)—This is adjusted to the engineering units
ANALOG OUTPUT 2 MIN (ENGR)—This is adjusted to the engineering units
ANALOG OUTPUT 2 MAX (ENGR)—This is adjusted to the engineering units
ACTUATOR OUT 2 MIN (ENGR)—This is adjusted to the engineering units
which outputs 4 mA (or 0 mA if so configured) at Actuator Output #2.
ACTUATOR OUT 2 MAX (ENGR)—This is adjusted to the engineering units
which outputs 20 mA (or 200 mA if so configured) at Actuator Output #2.
ACTUATOR OUT 1 MIN—Actuator Output #1 Minimum Position setting is fixed.
It is factory set for 0 mA output with the fuel demand at 0 percent.
ACTUATOR OUT 1 MAX—Actuator Output #1 Maximum Position setting is
fixed. It is factory set for 200 mA output with the fuel demand at 100 percent.
AO FILTER HZ adjusts the cutoff frequency of a low-pass filter used on Analog
Outputs 1, 2, and 4. The filter is used to attenuate output signal noise. To use
this feature, set the cutoff frequency below 15.9 Hz. To disable this filter, set the
cutoff frequency at or above 15.9 Hz.
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.
OIL PR OFFSET(AI1)This input is displayed as AI1- LUBE OIL PR (mA) in the

DISPLAY ANALOG I/O menu.
OIL PRESS SPAN (AI1)This input is displayed as AI1- LUBE OIL PR (mA) in
the DISPLAY ANALOG I/O menu.
OIL PR READ VLT(AI1)Set to TRUE to read AI1- LUBE OIL PR volts instead
of milliamps in the DISPLAY ANALOG I/O menu.
ENABLE DSLC INPUT(AI2)This input enables or disables the biasing of the
speed reference from a DSLC control connected to analog input 2. Set to TRUE
to enable, FALSE to disable.
48 Woodward
DSLC OFFSET (AI2)This input adjusts the displayed as AI2 DSLC mA.
AMP OFFSET(AI1)This input is displayed as AI3- AIR MANF PR (mA) in the
DISPLAY ANALOG I/O menu.
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
REM SR SPAN (AI1)This input is displayed as AI4- REM SPD REF (mA) in
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 OFFSET—Refer to the DISPLAY MENU for the specific configured output.
AO 1 SPAN—Refer to the DISPLAY MENU for the specific configured output.
AO 2 OFFSET—Refer to the DISPLAY MENU for the specific configured output.
AO 2 SPAN—Refer to the DISPLAY MENU for the specific configured output.
ACT 1 OFFSET—Provided to precisely set 0 mA output with the fuel demand at
0%. We do not recommend a different setting.
ACT 1 SPAN—Provided 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 OFFSET—Refer to the DISPLAY MENU for the specific configured
output.
ACT 2 SPAN—Refer to the DISPLAY MENU for the specific configured output.
The remaining Service menus display control information. The

easiest access to these menus with the Hand Held Programmer is by
keying to the left after initially entering the Service display.
DISPLAY DIGITAL I/O

This menu is for display only. It displays the digital inputs and outputs to the
723PLUS control.
A- FUEL LIMIT SHIFTThis shows the state of the A discrete input.

B- ALARM RESETThis shows the state of the B discrete input.
C- SPEED FAIL OVRDThis shows the state of the C discrete input.
D- 2ND DYNAMICSThis shows the state of the D discrete input.
E- RAISE SPEEDThis shows the state of the E discrete input.
F- LOWER SPEEDThis shows the state of the F discrete input.
G- RATED SPEEDThis shows the state of the G discrete input.
H- CLOSE TO STOPThis shows the state of the H discrete input.
SHUTDOWN (DO1)This shows the state of Relay Output #1. A TRUE
indicates the relay is energized.
STATUS INDICTR (DO2)This shows the state of Relay Output #2. A TRUE
ENGINE TROUBLE (DO3)This shows the state of Relay Output #3. A TRUE
DISPLAY ANALOG I/O

This menu is for display only. It displays the analog inputs and outputs to the
723PLUS control.
ANALOG SS IN #1 (Hz)This value is the frequency in hertz seen by Analog

Speed Sensor #1.
Woodward 49
ANALOG SS IN #2 (Hz)This value is the frequency in hertz seen by Analog
Speed Sensor #2.
DIGITAL SS IN #1 (Hz)This value is the frequency in hertz seen by Digital
Speed Sensor #1.
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- DSLC (Vdc)This shows the value in volts of the DSLC Speed Bias 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 LIMITDisplay shows TRUE when the fuel demand is being limited by
the Max Fuel Limit.
ON AIR PRESS LIMITDisplay shows TRUE when the fuel demand is being
limited by the Air Manifold Pressure Fuel Limit.
ON TORSION LIMITDisplay shows TRUE when the fuel demand is being
limited by the Torsional Fuel Limit.
ON TORQUE LIMITDisplay shows TRUE when the fuel demand is being
limited by the Torque Fuel Limit.
ACT SHUTDOWNDisplay shows TRUE when an Actuator Shutdown has been
applied.
SPEED SWITCHDisplay shows TRUE when the Speed Switch has been
triggered. Display shows FALSE when the Speed Switch is reset.
OIL XMTR FAILDisplay shows TRUE when the Oil Pressure Transmitter input
on Signal Input #1 has failed.
AIR MANF XMTR FAILDisplay shows TRUE when the Air Manifold Pressure
Transmitter input on Signal Input #3 has failed.
LOAD SWITCHDisplay shows TRUE when the Load Switch has been
triggered. Display shows FALSE when the Load Switch is reset.
50 Woodward
DISPLAY ENG TROUBLE

This menu is for display only. It displays the configured Engine Trouble alarms in
the 723PLUS control. Any Engine Trouble alarms which are TRUE cause Relay
Output #3 (Engine Trouble) to activate and the Alarm #2 LED to illuminate. It also
shows which configured alarm occurred first. The last item is a software switch
which issues a pulse to Alarm Reset and reset all configured alarms and
shutdowns which are no longer in an alarm or shutdown state.
FIRST ALARMThis 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 FAILDisplays 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 FAILDisplays 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 FAILDisplays 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 FAILDisplays TRUE if the input has failed and the alarm
has been configured to be enabled.
5-OIL LOW PR ALMDisplays 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 ALMDisplays TRUE if the fuel demand exceeds the
configured HI FUEL DEMND SETPT for the configured delay time and the alarm
7-HI SPEED ALARMDisplays TRUE if the engine speed has exceeded the
configured alarm HI SPEED SETPT for the configured delay time and the alarm
8-TORSIONAL ALARMDisplays 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.
9-SPEED SWITCH—Displays 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).
10-LOAD SWITCH—Displays 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).
ALARM RESETToggle 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.
FIRST SHUTDOWNThis integer indicates which of the shutdowns occurred

first. For example, if a Hi Speed shutdown has been configured to activate the
Shutdown relay, and a Hi Speed shutdown has occurred during operation, prior
to other shutdown conditions, the value of this item would be “7”, indicating the Hi
Speed shutdown has occurred first.
1-SPEED #1 FAILDisplays TRUE if the input has failed, the shutdown has
been configured to be enabled, and the Close To Stop discrete input is FALSE.
Woodward 51
2-SPEED #2 FAILDisplays TRUE if the input has failed, the shutdown has
been configured to be enabled and the Close To Stop discrete input is FALSE.
3-SPD #1 AND #2 FAILDisplays TRUE if both inputs have failed, the
shutdown has been configured to be enabled, and the Close To Stop discrete
input is FALSE.
4-REM SPD XMTR FAILDisplays TRUE if the input has failed and the
shutdown has been configured to be enabled.
5-OIL LOW PR SDDisplays 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 SDDisplays TRUE if the fuel demand exceeds the
configured HI FUEL DEMND SETPT for the configured delay time and the
7-HI SPEED SDDisplays TRUE if the engine speed has exceeded the
configured shutdown HI SPEED SETPT for the configured delay time and the
8-TORSIONAL SDDisplays TRUE if the torsional level exceeds the
configurable TORS LVL SETPT for the configured delay time and the shutdown
DISPLAY CTRL MODE

This menu is for display only. It displays the Control Modes in the 723PLUS
control.
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 LIMITDisplay 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 SHUTDOWNDisplay shows TRUE when an Actuator Shutdown
has been applied.
TORSNL FILTR ACTIVEDisplay shows TRUE when USE TORSION FILTER
is configured TRUE and the ENABLE TORS FILTER is enabled TRUE.
SPEED SENSOR 1 ACTIVE—Display 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 ACTIVE—Display 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.
ENGINE SPEED (RPM)This displays the engine speed.
52 Woodward
BIASED SPEED REF (RPM)—This displays the total output of the speed
reference ramp and the DSLC bias. This biased speed reference is the setpoint
input to the speed control PID. Note that this may not be the speed that the
engine is presently running due to the effect of droop, fuel limiters, etc.
SPEED REF (RPM)This displays the output of the speed reference ramp
before DSLC Speed Bias.
DSLC BIAS (RPM)—This displays the value, in rpm, that the DSLC input is
biasing the speed reference.
FUEL DEMANDThis displays the fuel demand. This is NOT the same as the
actuator output if configured for reverse acting. This is the same if direct acting.
OIL PRESSURE (EU)This displays the oil 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.
Conclusion of Setup Procedures

This completes the adjustment chapter. Save the set points by pressing the
“SAVE” key on the Hand Held Programmer or save settings using Watch Window
(refer to “help” if you need help). Run through all the set points and record them
in the Appendix for future reference. Settings can also be saved to a file using
Watch Window for later download. This can be very useful if a replacement
control is necessary or for start-up of another similar unit. Power down the control
for about 10 seconds. Restore power and verify that all set points are as
recorded.

Disconnect the Hand Held Programmer from the control (if applicable). Watch
Window may remain connected or removed from the control at the end user’s
discretion. Close the cover over J1 and re-tighten the retaining screw if
connection is removed.
Woodward 53
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.
An improperly calibrated control could cause an engine overspeed or

other damage to the engine. To prevent possible serious injury from
an overspeeding engine, read this entire procedure before starting
the engine.
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.
3. Check the speed sensor.
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.

property damage.
4. Start 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.
54 Woodward
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.
This completes the start-up adjustments. We recommend saving the

settings at this time by pressing the “SAVE” key on the hand-held
programmer or by saving settings with Watch Window (refer to “Help” if you
need help). The programmer will display the message “Saving Changes”.
Watch Window has a “pop-up” box that says the values have been saved.
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
Do this adjustment without load applied.
Slowly increase the Gain set point until the engine becomes slightly
unstable, then reduce the Gain as necessary to stabilize the engine.
After acceptable performance at no load, record the Fuel Demand as read

on Display Menu. Set the Gain Slope Break point to this reading.
Observe the movement of the actuator. If the activity of the actuator is
excessive, reduce the Gain set point slightly to get the actuator movement
to an acceptable level.
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 55
Gain is too low. If the preceding procedure does not improve the slow
periodic cycling of the engine speed, the control may be limiting cycling
through the low gain control region set by the Window Width set point.
Increase the Gain set point to minimize the cycling. If actuator
movement becomes excessive, reduce the Compensation set point
until movement is acceptable. In some cases, Compensation may be
reduced to zero and only the Gain and Reset adjustments used. This
should be done only if necessary to eliminate excessive actuator
response to misfiring or other periodic disturbances. Reduce the
Window Width set point until the limit cycle amplitude is acceptable
without excessive rapid actuator movement.
2. Full Load Adjustment
Do these adjustments at the speed and load at which the engine is most
often operated.
If operation in this range is satisfactory, no further dynamic adjustments are

necessary. If during changes in load or an actuator bump, excessive speed
errors occur, increase the Gain Slope adjustment until engine performance
is satisfactory (see Figure 3-3). If excessive actuator movement again
occurs, do procedure 3, then repeat procedure 2. If the settling time after a
load change is too long, reduce the Reset set point slightly and increase the
Gain slightly. If slow-speed hunting occurs after a load change but
decreases or stops in time, increase the Reset set point slightly and reduce
the Gain set point (see Figure
3-4).
The use of negative Gain Slope should be considered carefully. Low

gain at high fuel levels results in poor load rejection response and
possible overspeed. To prevent possible serious injury from an
overspeeding engine, the maximum fuel limit must be set near the
full load output current demand to prevent excessive integrator
windup and a subsequent low gain condition.
3. When significant load changes occur, the control should switch

automatically to high gain (gain x gain ratio) to reduce the amplitude of the
speed error. Reduce (or increase) the Window Width set point to just greater
than the magnitude of acceptable speed error. A value of Gain Ratio too
high will cause the control to hunt through the low-gain region. This normally
will occur only if the Window Width is too low. If necessary to decrease the
Window Width to control limit cycling (identified by the engine speed slowly
cycling from below to above the speed setting by the amount of Window
Width), the Gain Ratio may be reduced for more stable operation (see
Figure 3-2).
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.
56 Woodward
Alternative Dynamic Adjustments

Based on the Zeigler-Nichols Method
The procedure that follows is an empirical method to find first-pass settings for
gain, reset, and actuator compensation in a PID controller. First, the controller is
set up to act as a proportional-only controller by removing the effect of the reset
and actuator compensation terms. The system is then bumped and the resulting
response is examined. Gain is slowly increased until the point of marginal
stability is found. Once that point is found, some calculations are done using the
period of oscillation and the gain value. The results of the calculations are gain,
reset, and actuator compensation that can be plugged into the control. This
procedure has been used to find a good set of initial settings for the PID
controller. This section also describes adjusting some other parameters to
improve on the initial settings.
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.
3. Connect a chart recorder to record engine speed. Analog output 1 default

configuration provides a 4–20 mA signal proportional to engine speed. If
necessary, set the CFIG ANALOG OUTPUTS to read engine speed on
another configurable analog output if analog output 1 is being used for
something else.
4. Enable slight Firing Torsional Filtering by setting the SPEED FILTER

frequency at 15.8 Hz. This setting is found in the Dynamics service menu. A
lower setting may be necessary if firing torsionals are exceptionally high due
to combustion instability, etc. However, a setting below 10 Hz is not
recommended.
Gain, Reset, and Actuator Compensation

Adjustments
5. The engine should now be running at no load, idle speed. Start the chart
recorder. Remember, when doing any of these adjustments, you can get the
engine back to running stable by switching in the 2nd dynamics. Select 1st
dynamics now. Reduce the gain by 50%.
6. Disable the Reset (integral) and Compensation (derivative) dynamic actions

by setting both to 0.01.
Woodward 57
7. Disable Window Width by setting the Gain Ratio at 1.0 and the Window
Width at 60 rpm.
8. Disable Gain Slope by setting it at 0.0.
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 30–60 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.
13. Calculate dynamic settings as follows:
Gain = Ku divided by 1.7. In the above example this is 5.92/1.7 = 3.48.

Reset = 2 divided by Pu. In the above example this is 2/3.133 = 0.64.
Compensation = Pu divided by 8. In the above example this is 3.133/8 = 0.39.
58 Woodward
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 59
Gain, Window Width, and Gain Ratio Adjustments

19. When extra load transient response improvement is needed, adjust the Gain
and/or Gain Ratio and Window Width. The following traces show examples
of the process used to obtain optimum transient response settings. The step
that increases Gain may be skipped in favor of Window Width and Gain
Ratio adjustments only.
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 10–12 rpm.
60 Woodward
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.
Otherwise, continue the Window Width reduction and actuator bump

response down to 10 rpm, and then reduce to 5 rpm. Reductions below 5
rpm are not recommended.
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.
24. Eventually a point is reached where no further improvement is possible. The

fuel demand overshoot should be minimal. Reduce the Gain or Gain Ratio
as needed to reduce the fuel demand overshoot.
Gain Slope and Gain Break point Adjustments

25. Gain Slope is an adjustment that increases gain as load (fuel demand)
increases. This adjustment should not be changed from 0.0 until the
previously described adjustments have been made. While it is possible to
set a negative Gain Slope which decreases gain as load increases, it is
considered unnecessary and not recommended.
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 61
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 don’t know the
system inertia values, then start with the default value and follow the
procedure outlined below.
2. It is important to know what speed or load (or combination of speed and

load) causes the system to go into torsional instability. This is referred to
here as the torsional point. The torsional point can be found by bumping the
system using the Actuator Bump function in the dynamics menu. Be
prepared to move the system away from the torsional point if it goes
unstable. Bump the system at several different speeds and loads. If the
system remains stable, slightly increase the dynamic Gain and again bump
the system at several different speeds and loads. At some point, a torsional
oscillation may begin to occur which can be corrected with the Engine
Sensor Weight. Begin by reducing the value a small amount. After each
adjustment, approach the torsional point and see if the performance is
improving or degrading. If the performance is improving, continue making
small reductions until you find the value where no further improvements are
seen. If the performance is getting worse, begin increasing the value above
the initial Engine Sensor Weight and determine if any improvement is
observed. If the performance is improving, continue making small increases
until you find the value where no further improvements are seen.
Be sure to return the Dynamic Gain setting to its proper value.
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.
62 Woodward
5. TORSNL LEVEL @CLEAR can be adjusted to the reading recorded above
for the TORSIONAL LEVEL after the limit was reduced.
The Torsional Limit Function may not be required if the Torsional

Filter Function can reduce oscillations sufficiently. This situation is
desirable because the load is not affected while operating at the
torsion point.
Fuel Limiters Adjustments

Fuel limiters limit the fuel demand during various conditions.
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.
Reduce the value of item START FUEL LIMIT(%FD) in menu FUEL

LIMITERS and start the engine. Repeat until the engine no longer starts
satisfactorily. Note that item ON START LIMIT (LSS) in the DISPLAY CTRL
MODE menu can be monitored to determine when the Start Limiter is
limiting 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.
1. 4 to 20 mA Remote Speed Setting Input
Apply 4 mA to the Remote Speed Setting Input. Be sure remote operation is

selected (Raise Speed and Lower Speed contacts both closed). If the
engine rpm is lower or higher than desired, increase or decrease the 4 mA
Remote Reference set point to obtain the correct speed. There may be a
small difference between the set point and actual speed which compensates
for the inaccuracies in the analog circuits.
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 63
Conclusion of Initial Adjustment Procedures

This completes the initial adjustments. Save the set points by pressing the
“SAVE” key on the Hand Held Programmer or save settings using Watch Window
(refer to “help” if you need help). Run through all the set points and record them
in the Appendix for future reference. Settings can also be saved to a file using
Watch Window for later download. This can be very useful if a replacement
control is necessary or for start-up of another similar unit. Power down the control
for about 10 seconds. Restore power and verify that all set points are as
recorded.

Window may remain connected or removed from the control at the end user’s
discretion. Close the cover over J1 and re-tighten the retaining screw if
connection is removed.
64 Woodward
Chapter 5.
Description of Operation
General
This chapter provides an overview of the operation of the 723PLUS Digital Speed
Control. Figure 1-6 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 Watch Window or with 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.
The control also provides 4 to 20 mA for configurable outputs. These outputs

may be used for an analog meter, recorder, or as input to a computer.
Woodward 65
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.
Torsional Filter Function

When the “Use Torsional Filter” is configured FALSE, the two speed inputs are
sent to an HSS (High Signal Selector) which outputs the higher of the two inputs
to the speed control process function.
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.
66 Woodward
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.
Alarm Reset and Override

The Alarm Reset command can be issued from several different points. The
command is a momentary true which resets any parameters which were latched
in a failed state and are now valid when the reset occurs. The command can be
issued from Watch Window or from the Engine Trouble menu with the Hand Held
programmer. Toggling the Alarm Reset discrete input TRUE, then FALSE, issues
the Alarm Reset command. An Alarm Reset is issued when power is applied to
the 723PLUS. And finally, the control issues an Alarm Reset during startup
(when configured).
Speed Reference and Ramps

The 723PLUS control provides local control of the speed reference, with discrete
inputs to issue raise and lower speed commands. For remote speed setting, the
control provides a 4 to 20 mA/1 to 5 Vdc Remote Speed Setting input which is
used for the speed reference. Remote is selected as long as the Raise Speed
and Lower Speed contacts are both closed.
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.
Woodward 67
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.
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.
Each set of dynamics can be varied automatically as a function of load. Refer to

Initial Adjustments in Chapter 4 for a further description of the dynamic
adjustments.
68 Woodward
Dual Gain Dynamics

During steady-state operation with a constant load, the control uses the initial
gain setting. The control automatically increases the gain by an adjustable Gain
Ratio when a speed error exists between engine speed and the Speed
Reference larger than an adjustable Window Width (see Figure 3-2). The gain
returns to the initial gain setting when engine speed is again close to the Speed
Reference.
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.
Actuator Bump Function

The Actuator Bump Function is a software-activated means of momentarily
decreasing the fuel demand. It is used to determine how well the 723PLUS
control is controlling the engine and generator. The function “bumps the actuator”
with a consistent change in output. This change causes engine speed to vary,
which causes a response from the PID. The response can be varied using the
appropriate dynamic adjustments. The Actuator Bump Function is enabled in the
Actuator Bump menu, and is activated in either Dynamic Menu. It is only
available for 60 minutes after it has been enabled. The Actuator Bump Function
must be disabled to reset the 60 minute timer.
Minimum Fuel Function

The Minimum Fuel Function brings the fuel demand to zero. This occurs when
the Open to Run discrete input goes TRUE. It also occurs if both speed sensor
inputs have failed and the item Override Spd Fail has been configured FALSE as
previously described. The Open to Run command is the preferred means for a
normal shutdown of the engine.
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 69
Maximum Fuel Function

The Maximum Fuel Function is a software-adjustable maximum fuel limit on the
fuel demand. It is used to set a maximum position of the actuator. This is
generally used to prevent generator overloading or other situations where the
maximum fuel delivered to the engine should be limited. The function can be
disabled by adjusting the Max Fuel Limit to 100 percent.
Start Limit Function

The Start Limit Function provides a limit to the fuel demand which prevents
overfuel conditions during starting of the engine (see Figure 5-1). During startup,
when engine speed reaches five percent of rated speed, the Start Limit Function
is momentarily triggered to immediately limit the fuel demand to a software-
adjustable start fuel limit. The start ramp begins increasing the fuel demand at a
software-adjustable rate shortly after the start fuel limit is triggered. The rate can
be set to zero to eliminate the start ramp function. When engine speed reaches
95% of the speed reference, and the PID is in control of the fuel demand for 1
second, the Start Limit Function will immediately increase to a maximum value of
100 percent. When engine speed decreases below five percent of rated speed
from a shutdown, the Start Fuel Limit Function is re-armed for trigger during the
next start. The start fuel limit function also works on reverse-acting systems. The
function can be disabled by adjusting the Start Fuel Limit to a value of 100.
Figure 5-1. Start Limit Function
70 Woodward
Fuel Limiting Function

Two separate Fuel Limiting Functions (AMPLMT curve and TORQLIMIT curve)
provide limits to the fuel demand which prevents overfuel conditions. One
function is based on an external air manifold pressure transmitter signal provided
at Signal Input #3. The other is based on the engine speed provided at the speed
inputs. These Fuel Limiting Functions provide two software adjustable five-break
point curves based on each signal. The display value of the input signal can be
scaled according to the engineering units desired. The output used for fuel
demand limiting is in percent. The limiting value is linear from set point to set
point as shown in Figure 5-2. The functions are enabled when the engine speed
first reaches 95 percent of the speed reference. They then remains enabled until
the engine is shut down. These functions are also disabled if the input signal is
failed. These functions can also be enabled or disabled by software at the AMP
Limit Curve menu and the Torque Limit Curve menu.
Figure 5-2. Fuel Limit Break points
Woodward 71
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.
72 Woodward
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.
Control Test and Calibration

General
Do the following checks on the 723PLUS control. Then verify the functioning of
set points and adjustments.
1. Connect the Hand Held Programmer or Watch Window to the control in

accordance with the instructions in Chapter 3. Verify that correct voltage and
polarity are applied to the control. Verify that the programmer does its
power-up test (if applicable). Be sure the jumper between terminals 9 and
10 is removed to use the Hand Held Programmer (do NOT remove the
jumper to use Watch Window). Failure to do the power up test indicates that
either the control or Hand Held Programmer has failed. If so, try this step
with another Hand Held Programmer. If the test still fails, replace the
723PLUS control. If the test passes with the second Hand Held
Programmer, replace the Hand Held Programmer.
2. Verify the controller ID on the Hand Held Programmer by pressing the “ID”
key. Verify the controller ID in Watch Window by right-clicking the explorer
tab, then clicking “properties”. The Application ID message “5414-1042” with
the revision level (new, A, etc) should appear. Failure indicates either the
control or Hand Held Programmer (if applicable) has failed. If so, try this
step with another Hand Held Programmer. If the test still fails, replace the
723PLUS control. If the test passes with the second Hand Held
Programmer, replace the first Hand Held Programmer.
Woodward 73
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 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.
Lube Oil Pressure Input

The following tests verify the function of the Lube Oil Pressure Input (Signal Input
#1).
1. Connect a 4 to 20 mA or 1 to 5 Vdc source to terminals 42(+) and 43(–). If a

mA source is used, assure the jumper is installed across terminals 41 and
42. Connect a voltmeter across terminals 42(+) and 43(–). Optionally, a mA
meter may be installed in series with the 4 to 20 mA source.
2. Set the source for 5.0 Vdc (20 mA) on the meter. Select Display Analog I/O
on the Hand Held Programmer 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 or Watch Window are incorrect, the
723PLUS control is defective and should be replaced.
74 Woodward
DSLC™ Input
The following tests calibrate and verify the function of the DSLC™ input (Signal
Input #2).
1. Connect a –5 to +5 Vdc source to terminals 45(+) and 46(–). Connect a dc

voltmeter across terminals 45(+) and 46(–).
2. Set the source for +5.0 Vdc on the meter. Select Display Analog IO on the
Hand Held Programmer or Watch Window. Select AI2-DSLC Input.
3. Verify that the display reads +5.0 ± 0.1 Vdc.
4. Set the source for -5.0 Vdc. The DSLC Input value should be -5.0 ± 0.1 Vdc.
If the meter indicates proper voltages are present on Signal Input #2, but
Air Manifold Pressure Input

The following tests verify the function of the Air Manifold Pressure Input (Signal
Input #3).

on the Hand Held Programmer or Watch Window. Select AI3- Air Manf Pr
on display).
Remote Speed Reference Input

The following tests verify the function of the Remote Speed Input (Signal Input
#4).

on the Hand Held Programmer or Watch Window. Select AI4- Rem Spd Ref
on display).
Woodward 75
Analog Output #3
The following tests verify the actuator output of the control.
1. Connect a frequency signal generator to Speed Sensor Input #1 (terminals

11 and 12). Set the output level above 1.0 Vrms, and the frequency to 400
Hz.
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 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.
1. Connect a frequency signal generator to Speed Sensor Input #1 and Speed

Sensor #2 (terminals 11/12 and 13/14). Set the output level above 1.0 Vrms.
Record the ASPD #1 TEETH set point from the CFIG SPEED CONTROL
menu. Temporarily set the ASPD #1 TEETH, ASPD #2 TEETH, DSPD #1
TEETH, and DSPD #2 TEETH to 60 (this causes the rpm values and Hertz
values to be the same, to make doing the tests easier).
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.
76 Woodward
The value read should follow the signal generator frequency.
3. Return the ASPD #1 TEETH, ASPD #2 TEETH, DSPD #1 TEETH, and

DSPD #2 TEETH set points on the CFIG SPEED CONTROL menu to the
previously recorded values for your engine.
Conclusion of Test and Calibration Procedures

This completes the test and calibration chapter. Save the set points by pressing
the SAVE key on the Hand Held Programmer, or save settings using Watch
Window (refer to “Help” if you need help). Power down the control for about 10
seconds. Restore power and verify that all set points are as recorded.

previously saved settings. Be sure to verify that all items in all
menus are correct and recorded in a separate location.
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.

property damage.
Woodward 77
Chapter 7.
Product Support and Service Options
Product Support Options

If you are experiencing problems with the installation, or unsatisfactory
performance of a Woodward product, the following options are available:
1. Consult the troubleshooting guide in the manual.
2. Contact the OE Manufacturer or Packager of your system.
3. Contact the Woodward Business Partner serving your area.
4. Contact Woodward technical assistance via email
(EngineHelpDesk@Woodward.com) with detailed information on the
product, application, and symptoms. Your email will be forwarded to an
appropriate expert on the product and application to respond by telephone
or return email.
5. If the issue cannot be resolved, you can select a further course of action to
pursue based on the available services listed in this chapter.
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 Business Partner Support: Woodward works with and supports a

global network of independent business partners whose mission is to serve the
users of Woodward controls, as described here:
 A Full-Service Distributor has the primary responsibility for sales, service,
system integration solutions, technical desk support, and aftermarket
marketing of standard Woodward products within a specific geographic area
and market segment.
 An Authorized Independent Service Facility (AISF) provides authorized
service that includes repairs, repair parts, and warranty service on
Woodward's behalf. Service (not new unit sales) is an AISF's primary
mission.
 A Recognized Engine Retrofitter (RER) is an independent company that
does retrofits and upgrades on reciprocating gas engines and dual-fuel
conversions, and can provide the full line of Woodward systems and
components for the retrofits and overhauls, emission compliance upgrades,
long term service contracts, emergency repairs, etc.
A current list of Woodward Business Partners is available at

www.woodward.com/directory.
Product Service Options

Depending on the type of product, the following options for servicing Woodward
products may be available through your local Full-Service Distributor or the OEM
or Packager of the equipment system.
 Replacement/Exchange (24-hour service)
 Flat Rate Repair
 Flat Rate Remanufacture
78 Woodward
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.
Returning Equipment for Repair

If a control (or any part of an electronic control) is to be returned for repair,
please contact your Full-Service Distributor in advance to obtain Return
Authorization and shipping instructions.
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.
To prevent damage to electronic components caused by improper

handling, read and observe the precautions in Woodward manual
82715, Guide for Handling and Protection of Electronic Controls,
Printed Circuit Boards, and Modules.
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.
Woodward 79
Engineering Services
Woodward’s 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 Woodward’s 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.
Product Training is available as standard classes at many Distributor locations.

Customized classes are also available, which can be tailored to your needs and
held at one of our Distributor locations or at your site. This training, conducted by
experienced personnel, will assure that you will be able to maintain system
reliability and availability.
Field Service engineering on-site support is available, depending on the product

and location, from one of our Full-Service Distributors. The field engineers are
experienced both on Woodward products as well as on much of the non-
Woodward equipment with which our products interface.
For information on these services, please contact one of the Full-Service

Distributors listed at www.woodward.com/directory.
Contacting Woodward’s Support Organization

For the name of your nearest Woodward Full-Service Distributor or service
facility, please consult our worldwide directory published at
www.woodward.com/directory.
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.
Products Used In Products Used In Products Used In

Electrical Power Systems Engine Systems Industrial Turbomachinery
Systems
Facility---------------- Phone Number Facility---------------- Phone Number Facility---------------- Phone Number
Brazil ------------- +55 (19) 3708 4800 Brazil ------------- +55 (19) 3708 4800 Brazil ------------- +55 (19) 3708 4800
China ----------- +86 (512) 6762 6727 China ----------- +86 (512) 6762 6727 China ----------- +86 (512) 6762 6727
Germany: Germany------- +49 (711) 78954-510 India --------------- +91 (129) 4097100
Kempen ---- +49 (0) 21 52 14 51 India --------------- +91 (129) 4097100 Japan -------------- +81 (43) 213-2191
Stuttgart-- +49 (711) 78954-510 Japan -------------- +81 (43) 213-2191 Korea -------------- +82 (51) 636-7080
India --------------- +91 (129) 4097100 Korea -------------- +82 (51) 636-7080 The Netherlands - +31 (23) 5661111
Japan -------------- +81 (43) 213-2191 The Netherlands - +31 (23) 5661111 Poland--------------- +48 12 295 13 00
Korea -------------- +82 (51) 636-7080 United States ---- +1 (970) 482-5811 United States ---- +1 (970) 482-5811
Poland--------------- +48 12 295 13 00
United States ---- +1 (970) 482-5811
For the most current product support and contact information, please visit our
website directory at www.woodward.com/directory.
80 Woodward
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
Prime Mover Information

Manufacturer
Engine Model 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
Woodward Part Number & Rev. Letter
Control Description or Governor Type
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.
Woodward 81
Appendix A.
Serial Communication Port Wiring
The J2 Communication Port can be configured for RS-232 or RS-422 serial

communications. The default setting is RS-232.
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).
Figure A-1. 723PLUS RS-232 Connections
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).
Figure A-2. 723PLUS RS-422 Connections with Optional Termination at Receiver
82 Woodward
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.
Figure A-3. RS-422 Terminator Locations
Termination is accomplished using a three-resistor voltage divider between a

positive voltage and ground. The impedance of the resistor network should be
equal to the characteristic impedance of the cable. This is usually about 100 to
120 . The purpose is to maintain a voltage level between the two differential
lines so that the receiver will be in a stable condition. The differential voltage can
range between 0.2 and 6 V. The maximum voltage between either receiver input
and circuit ground must be less than 10 V. There is one termination resistor
network for each port located on the 723PLUS board. Connection to this resistor
network is made through the 9-pin connectors on pins 6 and 9.
Grounding and Shielding

The RS-422 specifications state that a ground wire is needed if there is no other
ground path between units. The preferred method to do this is to include a
separate wire in the cable that connects the circuit grounds together. Connect the
shield to earth ground at one point only. The alternate way is to connect all circuit
grounds to the shield, and then connect the shield to earth ground at one point
only. If the latter method is used, and there are non-isolated nodes on the party
line, connect the shield to ground at a non-isolated node, not an isolated node.
Figures A-5 and A-6 illustrate these cabling approaches.
Non-isolated nodes may not have a signal ground available. If signal

ground is not available, use the alternate wiring scheme in Figure A-4
with the signal ground connection removed on those nodes only.
Woodward 83
Figure A-4. Preferred Multipoint Wiring Using Shielded Twisted-pair Cable with a
Separate Signal Ground Wire
The SG (signal ground) connection is not required if signal ground is

unavailable.
Figure A-5. Alternate Multipoint Wiring Using Shielded Twisted-pair Cable without
a Separate Signal Ground Wire
84 Woodward
Appendix B.
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.
____________________ Software Part Number and Revision Letter
Woodward SERVICE and CONFIGURE Blocks

WOODWARD GOVERNOR COMPANY
INDUSTRIAL CONTROLS GROUP
8280-1042
723PLUS DIGITAL SPEED CONTROL
SINGLE ENGINE MARINE PROPULSION
WITH DSLC INPUT
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
AIR XMTR FAULT #FALSE
LOAD SWITCH #FALSE
CFIG ALARMS
SPEED #1 FAIL #FALSE
SPD #1AND#2 FAIL #FALSE
REMOTE SR FAIL #FALSE
Woodward 85
LOW OIL PR ALARM #FALSE
HI FUEL DEMND ALARM #FALSE
HI SPEED ALARM #FALSE
HIGH TORSIONAL LEVEL #FALSE
SPEED SWITCH ALM #FALSE
LOAD SWITCH ALM #FALSE
CFIG SHUTDOWNS
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
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)
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)
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)
CFIG ANALOG OUTPUTS
AOUT 1 SELECT #1 (1, 8)
AOUT 1 4-20 mA #TRUE
AOUT 2 SELECT #2 (1, 8)
AOUT 2 4-20 mA #TRUE
ACT OUT 1 4-20 mA #FALSE
ACT OUT 2 SELECT #3 (1, 8)
ACT OUT 2 4-20 mA #TRUE
SERVICE
Menu Item Default(Low, High) As Left
86 Woodward
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)
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)
Woodward 87
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)
COMMUNICATIONS
HARDWARE CONFIG *1 (1, 2)
BAUD *10 (1, 10)
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)
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 @ 20mA(EU) *100.0 (0.0, 1000.0)
AIR MAN PR @ 4mA(EU) *0.0 (-100.0, 100.0)
AIR MAN PR @ 20mA(EU) *50.0 (0.0, 1000.0)
REMOTE SR @ 4mA(RPM) *0.0 (-2000.0, 2000.0)
REMOTE SR @ 20mA(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
88 Woodward
ENABLE DSLC INPUT *TRUE
DSLC OFFSET *0 (-5000, 5000)
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
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-DSLC(Vdc)
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
AIR MAN XMTR FAIL
LOAD SWITCH
DISPLAY ENG TROUBLE
FIRST ALARM
1-SPEED #1FAIL
2-SPEED #2 FAIL
Woodward 89
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-TORSIONAL ALARM
9-SPEED SWITCH
10-LOAD SWITCH
ALARM RESET
DISPLAY SHUTDOWN
FIRST SHUTDOWN
1-SPEED #1FAIL
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
8-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)
BIASED SPEED REF(RPM)
SPEED REF(RPM)
DSLC BIAS (RPM)
FUEL DEMAND(%)
OIL PRESSURE (EU)
AIR MANF PRESS (EU)
REMOTE SPD REF (RPM)
TORQUE LIMIT (%FD)
AMP FUEL LIMIT(%FD)
TORSNL LIMIT (%FD)
TORSIONL LEVEL(%RPM)
90 Woodward
723PLUS Control Specifications
Woodward Part Numbers:
8280-1042 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 18–40 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 1.0–50.0 Vrms
Speed Input Frequency Magnetic Pickup: 400 Hz to 15 kHz
Proximity Switch: 30Hz to 15 kHz
Speed Input Impedance 10 k ± 15%
Note: EU Directive compliant applications are not currently able to use proximity switches due to
the sensitivity of the switches.
Discrete Inputs (8)
Discrete Input 24 Vdc, 10 mA nominal,18–40 Vdc range
Response Time 10 ms ±15%
Impedance 2.3 k
Note: For Lloyd’s Register applications, use only control-supplied power.
Analog Inputs (4)
Analog Input ±5 Vdc or 0–20 mA, transducers externally powered
Common Mode Voltage ±40 Vdc
Common Mode Rejection 0.5% of full scale
Accuracy 0.5% of full scale
Load Sharing Input
Analog Input 0–4.5 Vdc
Common Mode Voltage ±40 Vdc
Common Mode Rejection 1.0% of full scale
Analog Outputs 0–1 or 4–20 mA (2)
Analog Output 0–1 mA or 4–20 mA (max. 600  load)
Analog Outputs 0–20 or 0–200 mA (2)
Analog Output 0–20 mA (max. 600  load) or
0–200 mA (max. 70  load)
Relay Contact Outputs (3)
Contact Ratings 2.0 A resistive @ 28 Vdc; 0.5 A resistive @ 125 Vdc
Environment
Operating Temperature –40 to +70 °C (–40 to +158 °F)
Storage Temperature –55 to +105 °C (–67 to +221 °F)
Humidity 95% at +20 to +55 °C (+68 to +131 °F)
Lloyd’s Register of Shipping Spec. Humidity Test 1
Mechanical Vibration Lloyd’s Register of Shipping Spec. Vibration Test 1
Mechanical Shock US MIL-STD 801C Method 516.2, Proc. I, II, V
EMI/RFI Specification Lloyd’s Register of Shipping Specification
EN 50081–2 and EN 50082–2
Compliance
UL/cUL Listing Class 1, Division 2, Groups A, B, C, D
Lloyd’s Register of Shipping LR Type Approval Test Specification No. 1 (1996) for
environmental categories ENV1, ENV2, & ENV3
Germanischer Lloyd Regulations for the Performance of Type Tests;
Regulations for the Use of Computer and Computer on
Board
American Bureau of Shipping (ABS) Rules (1997) 4/4.11.6, 4/5C2.17, 4/11.3.11 and 4/11.7.2
European Union (EU) Compliant with EMC Directive 89/336/EEC
(Low Voltage Model Only)
Det Norske Veritas (DNV) Rules for Classification of Ships and Mobile Offshore Units
We appreciate your comments about the content of our publications.
Send comments to: icinfo@woodward.com
Please reference publication 26264A.
PO Box 1519, Fort Collins CO 80522-1519, USA

1000 East Drake Road, Fort Collins CO 80525, USA
Phone +1 (970) 482-5811  Fax +1 (970) 498-3058
Email and Website—www.woodward.com
Woodward has company-owned plants, subsidiaries, and branches,

as well as authorized distributors and other authorized service and sales facilities throughout the world.
Complete address / phone / fax / email information for all locations is available on our website.
2012/10/Colorado

723PLUS Digital Speed Control For Single Engine Marine Propulsion Applications With DSLC™ Input

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Product Manual 26264

723PLUS Digital Speed Control for Single

Operation and Calibration Manual

The latest version of most publications is available on the publications page. If

Any unauthorized modifications to or use of this equipment outside its specified

If the cover of this publication states "Translation of the Original Instructions"

WARNINGS AND NOTICES ........................................................................... IV

Service Menus ......................................................................................................29

CHAPTER 7. PRODUCT SUPPORT AND SERVICE OPTIONS ........................... 78

Illustrations and Tables

Figure 1-1. Flexible Coupled Propeller ...................................................................2

Warnings and Notices

The engine, turbine, or other type of prime mover should be

The products described in this publication may present risks that

Be prepared to make an emergency shutdown when starting the

On- and off-highway Mobile Applications: Unless Woodward's control

To prevent damage to a control system that uses an alternator or

Electrostatic Discharge Awareness

Follow these precautions when working with or near the control.

The control outputs include an actuator output, three configurable analog

In addition to these communication ports, there are two LON® * channels

Figure 1-1. Flexible Coupled Propeller

The control system typically includes the following components:

Each 723PLUS control requires 40 W of power. A nominal current in-rush of 7 A

Torsional filtering is provided on the 723PLUS control model described in this

723PLUS Digital Speed Control Accessories

Figure 1-2. 723PLUS Digital Speed Control

Figure 1-3. Watch Window Display

Figure 1-4. Hand Held Programmer

Figure 1-5. Vessel Wiring Diagram

Figure 1-6. 723PLUS Block Diagram

Figure 1-7. Typical 723PLUS Connections

To prevent damage to the control, do not exceed the input voltage

If a battery is used for operating power, an alternator or other

To prevent damage to the control, make sure that the alternator or

The control must NOT be mounted on the engine.

JPR12 analog output #2 0–1 mA

* JPR13 & JPR2 analog output #3 0–200 mA, single

JPR15 & JPR3 analog output #4 0–200 mA, single

JPR5 & JPR17 speed sensor #1 proximity switch

JPR7 & JPR20 speed sensor #2 proximity switch

*—default jumper settings

Figure 2-1. 723PLUS Control Internal Jumpers

4. Remove 6 mm (1/4 inch) of insulation from the inner conductors.

Installations with severe electromagnetic interference (EMI) may require

Supply Input (Terminals 1/2)

To prevent damage to the control, do not use a high-voltage power

If possible, do NOT turn off control power as part of a normal shutdown

To prevent damage to the engine, apply power to the 723PLUS

Relay Outputs (Terminals 3/4, 5/6, 7/8)

RS-422 Communication Port (J1)

Speed Signal Inputs #1 and #2

The number of gear teeth is used by the control to convert pulses

To prevent possible damage to the control or poor control

Analog Outputs #1 and #2 (Terminals 15/16 and 17/18)

Either of the outputs can be software configured to one of several control

See the Description of Operation in Chapter 6 for further information on each of

Analog Output #1 is factory set for 4 to 20 mA representing the engine speed

Analog Output #2 is factory set for 4 to 20 mA representing the engine speed