L-Series Integrated Speed Control Rohs Compliant: Product Manual 35141 (Revision A, 11/2019)

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Product Manual 35141

(Revision A, 11/2019)
Original Instructions
L-Series Integrated Speed Control

RoHS Compliant
Installation and Operation Manual

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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 26455, Customer
Publication Cross Reference and Revision Status & Distribution Restrictions, on
Revisions the publications 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 26455, Customer Publication
Publications Cross Reference and Revision Status & Distribution Restrictions, 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 Out-of-date translations are marked with .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— A bold, black line alongside the text identifies changes in this publication since the
last revision.
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.
Manual 35141
Copyright © Woodward, Inc. 2019
All Rights Reserved
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Manual 35141 L-Series Integrated Speed Control RoHS Compliant
Contents
WARNINGS AND NOTICES ............................................................................ 5

ELECTROSTATIC DISCHARGE AWARENESS .................................................. 6
REGULATORY COMPLIANCE ........................................................................ 7
CHAPTER 1. GENERAL INFORMATION .......................................................... 9
Purpose and Scope ................................................................................................9
How to Use This Manual ........................................................................................9
Intended Applications .............................................................................................9
L-Series Description .............................................................................................10
Basic Control Options ...........................................................................................11
Programmable Features .......................................................................................11
Service Tool Software ..........................................................................................12
CHAPTER 2. MECHANICAL INSTALLATION .................................................. 13
Introduction ...........................................................................................................13
General Installation, Operation Notes and Requirements ....................................13
Unpacking .............................................................................................................14
Mechanical Installation .........................................................................................14
CHAPTER 3. ELECTRICAL INSTALLATION ................................................... 24
Introduction ...........................................................................................................24
Shielded Wiring ....................................................................................................24
Description of Electrical I/O ..................................................................................28
CHAPTER 4. DESCRIPTION OF OPERATION ................................................. 38
General .................................................................................................................38
Speed Control Functions ......................................................................................40
Speed Control Dynamics ......................................................................................46
Start Fuel Limiting .................................................................................................48
Runtime Fuel Limiting ...........................................................................................49
Temperature Sensing ...........................................................................................53
Current Limiting based on Temperature...............................................................53
Control Modes ......................................................................................................53
Fault Detection and Annunciation ........................................................................54
Faults ....................................................................................................................54
CHAPTER 5. SERVICE TOOL ...................................................................... 58
Introduction ...........................................................................................................58
Description ............................................................................................................58
Getting Started .....................................................................................................60
Monitoring the Driver ............................................................................................61
CHAPTER 6. CONFIGURATION .................................................................... 68
Overview ...............................................................................................................68
Configuration Parameters.....................................................................................69
Configuration Checks ...........................................................................................93
CHAPTER 7. SETUP AND TUNING ............................................................... 96
Introduction ...........................................................................................................96
Tuning the Speed PID ..........................................................................................96
Editing of Configuration Settings ..........................................................................97
Tuning the Position PID ........................................................................................99
Position Calibration and Verification ...................................................................101
Calibration Sequence Overview .........................................................................101
Position Verification ............................................................................................102
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Contents (cont'd.)
CHAPTER 8. TROUBLESHOOTING ............................................................. 106

Introduction .........................................................................................................106
General System Troubleshooting Guide ............................................................107
Engine/Generator Troubleshooting ....................................................................107
Electrical Troubleshooting Guide........................................................................115
CHAPTER 9 PRODUCT SUPPORT AND SERVICE OPTIONS .......................... 117
Product Support Options ....................................................................................117
Product Service Options .....................................................................................117
Returning Equipment for Repair .........................................................................118
Replacement Parts .............................................................................................118
Engineering Services..........................................................................................119
Contacting Woodward’s Support Organization ..................................................119
Technical Assistance ..........................................................................................120
APPENDIX A. ACRONYMS/ABBREVIATIONS .............................................. 121
APPENDIX B. L-SERIES CONTROL SPECIFICATIONS ................................. 122
REVISION HISTORY ................................................................................. 127
DECLARATIONS....................................................................................... 128
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Illustrations and Tables
ILLUSTRATIONS
Figure 2-1. Linkage Design Examples .................................................................17

Figure 2-2. L-Series Outline Drawing ...................................................................19
Figure 2-3. L-Series Cover Types ........................................................................20
Figure 2-4a. L-Series Shaft Types .......................................................................21
Figure 2-4b. L-Series Shaft Types .......................................................................22
Figure 2-4c. L-Series Shaft Types ........................................................................23
Figure 3-1a. Typical L-Series Speed Control Application Wiring .........................27
Figure 3-1b. L-Series Speed Control Connector Pin Arrangement ......................28
Figure 3-2. Correct and Incorrect Wiring to Power Supply...................................29
Figure 3-3. MPU Speed Sensing Input.................................................................30
Figure 3-4. Proximity Probe Speed Sensing Input ...............................................31
Figure 3-5. Ignition Speed Sensing Input .............................................................31
Figure 3-6. TPS Output ........................................................................................32
Figure 3-7. Relay Driver Output............................................................................33
Figure 3-8. Typical AUX Input Usage ...................................................................35
Figure 3-9. Ground Junction Point .......................................................................37
Figure 4-1 Overview of L-Series Inputs/Outputs ..................................................40
Figure 4-2 Speed Setpoint Actions and Rates .....................................................41
Figure 4-3. 5% Droop Example ............................................................................44
Figure 4-4 Remote Speed Setpoint ......................................................................45
Figure 4-5. Dual Gain Settings .............................................................................47
Figure 4-6. Single Start Fuel Limit ........................................................................48
Figure 4-7. Dual Start Fuel Limiters .....................................................................49
Figure 4-8. Boost (External) Fuel Limit Curve ......................................................50
Figure 4-9. Runtime Fuel Limit Curve ..................................................................50
Figure 4-10. Runtime Curve with Altitude Compensation Curve..........................52
Figure 5-1. Example Service Tool Screen............................................................58
Figure 5-2a. Programming Harness Connections ................................................59
Figure 5-2b. Programming Harness Wiring ..........................................................60
Figure 5-3a. Service Tool—Overview Tab ...........................................................62
Figure 5-3b. Service Tool—Overview Tab (5418-2193 software only) ................63
Figure 5-4. Service Tool—Alarms Tab .................................................................64
Figure 5-5. Service Tool—Shutdowns Tab ..........................................................65
Figure 5-6. Service Tool—Internal Shutdowns Tab .............................................65
Figure 5-7. Service Tool—Simulated I/O Tab ......................................................66
Figure 5-8. Service Tool—Identification Tab ........................................................67
Figure 6-1. Configuration Selection Options ........................................................69
Figure 6-2. Configuration Editor—OVERVIEW TAB ............................................70
Figure 6-3. Configuration Editor—SETPOINT TAB..............................................72
Figure 6-4. Configuration Editor—CONTROL TAB ..............................................73
Figure 6-5. Configuration Editor—Modifiers Tab ..................................................77
Figure 6-6a. Configuration Editor—Fuel Limiting Tab ..........................................79
Figure 6-6b. Configuration Editor—Fuel Limiting Tab ..........................................80
Figure 6-6c. Configuration Editor—Fuel Limiting Tab ..........................................80
Figure 6-6d. Configuration Editor—Fuel Limiting Tab ..........................................81
Figure 6-7. Configuration Editor—Dynamics Tab.................................................84
Figure 6-8. Configuration Editor—Discrete I/O Tab .............................................86
Figure 6-9. Configuration Editor—Alarm/Shutdown Tab ......................................88
Figure 6-10. Configuration Editor—Security Tab .................................................90
Figure 6-11. Security Tab Set Password Pop-up .................................................91
Figure 6-12. Password Entry Prompt ...................................................................91
Figure 6-13. Configuration Loading ......................................................................92
Figure 6-14. Direct Load of Configuration File .....................................................92
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Figure 7-1. Service Tool–Speed Dynamics ..........................................................97
Figure 7-2a. Edit Configuration Settings Menu (5418-2193 software only) .........97
Figure 7-2b. Speed Input Window (5418-1680 software version) ........................98
Figure 7-2c. Configuration Settings Window (5418-2193 software only) .............99
Figure 7-3. Service Tool—PID Tuning Window..................................................100
Figure 7-4. Service Tool—PID Tuning Properties Window ................................100
Figure 7-5. Service Tool—Manual Position Calibration Selection......................101
Figure 7-6. Service Tool—Verify Position Calibration ........................................102
Figure 7-7. Service Tool—Manual Position Calibration .....................................103
Figure 7-8. Service Tool—Manual Position Calibration Settings .......................104
Figure 7-9. Service Tool—Auto Position Calibration ..........................................105
Figure B-1. Bode Plot of L-Series Response .....................................................126
TABLES
Table 3-1. Connector Pins ....................................................................................28

Table 6-1. Values Corresponding to the Number of Crankshaft Degrees ...........71
Table 8-1. Engine/Generator Troubleshooting Chart .........................................107
Table 8-2. Troubleshooting Diagnostic Fault Flags ............................................111
Table B-1. AUX 1 Analog Input ..........................................................................123
Table B-2. AUX 2–4 Analog Input ......................................................................123
Table B-3. Speed (MPU or Prox) Input ..............................................................124
Table B-4. IGN Input...........................................................................................124
Table B-5. Discrete Input ....................................................................................124
Table B-6. Discrete Output .................................................................................125
Table B-7. TPS Output .......................................................................................125
Table B-8. RS-232 Serial Communication Service Port .....................................125
Table B-9. Electronics Temperature Sensor ......................................................125
Table B-10. Software Execution Rates ..............................................................126
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Warnings and Notices

Important Definitions
This is the safety alert symbol 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.
Ensure that personnel are fully trained on LOTO procedures prior to

attempting to replace or service an L-Series on a “live” running
engine. All safety protective systems (overspeed, over temperature,
Lockout/Tagout overpressure, etc.) must be in proper operational condition prior to
the start or operation of a running engine. Personnel should be
(LOTO)
equipped with appropriate personal protective equipment to
minimize the potential for injury due to release of hot hydraulic
fluids, exposure to hot surfaces and/or moving parts, or any moving
parts that may be activated and are located in the area of control of
the L-Series.
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
Personal Protective the job 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.
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Unless Woodward's control functions as the supervisory control,

customer should install a system totally independent of the prime
mover control system that monitors for supervisory control of
On- and Off-highway engine (and takes appropriate action if supervisory control is lost) to
Mobile Applications protect against loss of engine control with possible personal injury,
loss of life, or property damage.
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
Electrostatic the control turned off, contact a grounded surface and maintain
Precautions contact while handling the control).
• Avoid all plastic, vinyl, and Styrofoam (except antistatic
versions) around printed circuit boards.
• Do not touch the components or conductors on a printed circuit
board with your hands or with conductive devices.
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.
External wiring connections for reverse-acting controls are identical

to those for direct-acting controls.
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Regulatory Compliance
European Compliance for CE Marking:

These listings are limited only to those units bearing the CE Marking:
EMC Declared to Directive 2014/30/EU of the European

Directive: Parliament and of the Council of 26 February 2014 on the
harmonization of the laws of the Member States relating to
electromagnetic compatibility (EMC).
Restriction of Declared to 2011/65/EC COUNCIL DIRECTIVE of the
Hazardous European Parliament and of the Council of 8 June 2011 on
Substances the restriction of the use of certain hazardous substances
(RoHS): in electrical and electronic equipment.
Exemptions in use: 6(a), 6(c), 7(a), 7(c)-I
These listings are limited only to those units bearing the ATEX markings as well as the CE Mark:
ATEX Directive 2014/34/EU of the European Parliament and of the

Directive: Council of 26 February 2014 on the harmonization of the
laws of the Member States relating to equipment and
protective systems intended for use in potentially explosive
atmospheres
Zone 2, Category 3, Group II G, Ex nA IIC T3 Gc X
–40 °C ≤ Tamb ≤ +105 °C, IP56
Compliance with the following European Directives or standards does not qualify this product for
application of the CE Marking:
Machinery Compliant as partly completed machinery with Directive
Directive: 2006/42/EC of the European Parliament and the
Council of 17 May 2006 on machinery.
Pressure Equipment Exempt per Article 1.2(j) of 2014/68/EU where pressure
Directive: is not a significant design factor
North American Compliance:

These listings are limited only to those units bearing the CSA identification
CSA: CSA Certified for Class I, Division 2, Groups A, B, C, & D, T3C at 105 °C
Ambient for use in Canada and the United States.
Certificate 1380416
This product is certified as a component for use in other equipment. The final
combination is subject to acceptance by the authority having jurisdiction.
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Special Conditions for Safe Use

The installer of the L-Series must take responsibility for meeting Clause 26.4.2 of EN60079-0 (Ed. 6 or 7)
regarding impact testing. The actuator by itself does not meet this requirement and therefore must be
sufficiently protected when installed. See Chapter 2, Mechanical Installation, for more details.
Wiring must be in accordance with North American Class I, Division 2 or European Zone 2, Category 3
wiring methods as applicable, and in accordance with the authority having jurisdiction.
Field wiring must be suitable for at least 105 °C.
Connect ground terminal to earth ground.
The actuator should be protected from exposure to sunlight and rain.
EXPLOSION HAZARD—Do not remove covers or connect/disconnect

electrical connectors unless power has been switched off or the area
is known to be non-hazardous.
Substitution of components may impair suitability for Class I,
Division 2 or Zone 2.
Do not clean equipment unless the area is known to be non-
hazardous.
RISQUE D’EXPLOSION—Ne pas enlever les couvercles, ni

raccorder / débrancher les prises électriques, sans vous en
assurez auparavant que le système a bien été mis hors
tension; ou que vous vous situez bien dans une zone non
explosive.
La substitution de composants peut rendre ce matériel
inacceptable pour les emplacements de Classe I, Division 2
ou Zone 2.
Ne pas nettoyer l’équipement à moins de se trouver dans
un emplacement non dangereux.
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Chapter 1.
General Information
Purpose and Scope

The purpose of this manual is to provide the necessary background information for applying the L-Series
integrated speed control to diesel and gas/gasoline reciprocating engines. Topics covered include
mechanical installation, electrical wiring, software programming, and troubleshooting. While this manual is
primarily targeted at OEM customers, OEMs themselves may find it useful to copy some of the
information from this manual into their application user manuals.
This manual does not contain instructions for the operation of the complete engine system. For engine or
plant operating instructions, contact the plant-equipment manufacturer.
This version of the manual applies to all L-Series Speed Control models with software 5418-1680B,
5418-2193, and 5418-6634 or newer. The software version can be identified on the Identification tab of
the Service Tool.
How to Use This Manual

The following summarizes how to install an L-Series speed control into a new or existing system:
• Unbox and inspect the hardware.
• Mount and wire the hardware following the procedures and recommendations in Chapters 2–3.
• Configure the control using the Service Tool (Chapter 6). Not required if pre-configured by OEM.
• Stroke the valve and verify/tune dynamics and functionality (Chapter 7). Not required if set up by
OEM.
• Troubleshooting guidelines are provided in Chapter 8.
• Specifications are provided in Appendix B.
Intended Applications
The L-Series speed control is a suitable replacement for mechanical systems that need more flexibility in
control strategy, like dual dynamics, idle rated dynamics, and gain curves. The L-Series control is
designed for industrial applications ranging from generators and mechanical drives to pumps and
compressors.
Key environmental characteristics of these applications include extended industrial operating

temperatures (–40 to +105 °C/–40 to +221 °F), industrial EMC requirements, electrical transients, and
lower operating voltages (12/24 V).
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L-Series Description
The Woodward L-Series combines the L-Series electric actuator with integrated speed control software to
control the speed of a diesel or gaseous engine. The L-Series is a microprocessor-based control that is
incorporated into the actuator, creating a single integrated package. This eliminates the need for an
additional driver box and speed control box.
The control uses state-of-the-art speed sensing and control algorithms. The L-Series also performs
comprehensive diagnostics for easy troubleshooting. It can be configured and tuned using the L-Series
Service Tool.
The L-Series provides a building block approach to total engine management. The modular bi-directional
actuator design easily attaches to fuel pumps, mixers, or throttle bodies. For information on Woodward
throttle body applications, refer to manual 35144 (ITB and LC-50).
Woodward also offers L-Series actuator versions for Position Control and Process Control, like Air/Fuel
Ratio control, applications. Refer to manuals 35154 (Position Control) or 35153 (Process Control).
The L-Series speed control accepts a speed signal (ignition or MPU), compares this to the speed
setpoint, and drives the 0–60 degree output shaft to the commanded position based on an internal shaft
position sensor. The high-efficiency torque motor delivers 0.34 Nm (0.25 lb-ft) nominally over 60° travel
range to operate fuel or air control devices (see specifications in Appendix B for torque performance over
the full product temperature range).
There are 4 AUX inputs for I/O functions, configurable as digital inputs, analog inputs, or RS-232 Service
Tool communications. The functions available for AUX input configuration are:
• Isochronous Loadsharing Analog Input
• Remote Speed Setpoint Analog Input
• MAP/Boost Fuel Limit Analog Input
• Atmospheric Pressure Fuel Limit Analog Input
• Rated 1 / Rated 2 (50/60 Hz) Digital Input
• Raise Speed Setpoint Digital Input
• Lower Speed Setpoint Digital Input
• Isoch/Droop Digital Input
• Idle/Rated Digital Input
• Alternate Dynamics Digital Input
• Run Enable Digital Input
For status purposes, a relay driver output is available on the L-Series control which changes state
whenever a fault or error condition is experienced by the L-Series control.
If the system so requires, the L-Series provides a direct position output signal in the form of a dc voltage.
The throttle position (TPS) output represents full counterclockwise (ccw) to clockwise (cw) rotation of the
actuator shaft, and thus gives the operator an external position indication after installation and while the
unit is operating.
When included with an ITB, the actuator depends solely on the return
spring inside the throttle body assembly to drive toward minimum fuel
when not powered. Therefore other positive shutdown devices like fuel
shut-off solenoids are recommended to ensure shutdown on loss of
signal to the control system. Also, separate overspeed trip devices are
always mandatory.
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Basic Control Options

Position control with software support for:
• cw / ccw (clockwise/counterclockwise) direction control
• Field calibration options
Speed control with software selectable:

• Speed setpoints
• Dynamics
• Fuel Limiting
• Start / Stop behavior
• Input/Output definitions
The actuator must be properly set up using the L-Series Service Tool
prior to starting the prime mover.
The Service Tool is not included, but can be downloaded from the
Woodward Internet website (www.woodward.com/software).
Programmable Features
Control setup and tuning is accomplished through the use of a PC (personal computer), Woodward
Service Tool software, and a programming harness. The features identified below are described in
Chapters 2 and 4. Briefly, the programmable features include:
• Speed Signal Setup Parameters
• General Setup Parameters
o Fail Direction (ccw or cw)
o Min Position Direction (ccw or cw)
• Valve Position Control Parameters
• Speed Setpoint Setup Parameters
o Functionality Settings
o Idle/Rated 1/Rated 2 Speed Settings
o Acceleration and Deceleration Rates
o Droop / Isoch
o Biasing Behavior and Rates
• Speed Control Setup Parameters
o Behavior
o Start Speed settings and Rates
o Engine Stopping Settings
o Speed Error Detection Settings
o Dynamics Settings
• Fuel Limiting
o Behavior
o Settings and Rates
• Discrete Output Settings
• Discrete Input Settings
• Fault Settings
• Security Settings
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Service Tool Software

The L-Series Service Tool software is a Microsoft Windows® based GUI (graphic user interface). The
Service Tool Software is compatible with Windows 2000 / XP / Vista / 7, and gives the OEM the ability to:
• Configure product settings based on application requirements
• Tune the control with the engine running during application development
• Create configuration files for downloading into multiple controls
• Download configuration files
• Extract and view fault codes for field diagnosis
• Update control dynamics during field service
• Calibrate the control for user stops
In addition, the Service Tool can be configured to incorporate security to control access to and protect
application settings where needed.
Detailed descriptions of software features and installation are available in Chapters 4–7.
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Chapter 2.
Mechanical Installation
Introduction
This chapter provides instructions on how to mount and connect the L-Series control into a system.
Hardware dimensions are provided for mounting the device to a specific application.
EXPLOSION HAZARD—Do not connect or disconnect while circuit is

live unless area is known to be non-hazardous.
Division 2 or Zone 2 applications.
External fire protection is not provided in the scope of this product. It

is the responsibility of the user to satisfy any applicable
requirements for their system.
Due to the hazardous location listings associated with this product,

proper wire type and wiring practices are critical to operation.
Due to typical noise levels in turbine or engine environments,

hearing protection should be worn when working on or around the L-
Series.
The surface of this product can become hot enough or cold enough
to be a hazard. Use protective gear for product handling in these
circumstances. Temperature ratings are included in the specification
section of this manual.
Do not connect any cable grounds to “instrument ground”, “control

ground”, or any non-earth ground system. Make all required
electrical connections based on the wiring diagrams (Figure 3-5).
General Installation, Operation Notes and Requirements
Use of an independent device for positive shutdown, such as a fuel

shut-off valve, is highly recommended. Failure to comply with this
recommendation can cause personal injury and/or property damage.
Use of an external spring to return to minimum fuel is highly
recommended. Failure to comply with this recommendation can
cause personal injury and/or property damage.
Use of a predicted min-fuel-shutdown procedure is highly
recommended. Failure to comply with this recommendation can
cause personal injury and/or property damage.
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Unpacking
Be careful when unpacking the actuator. Check the unit for signs of damage, such as bent or dented
panels, scratches, and loose or broken parts. Notify the shipper and Woodward if damage is found.
Mechanical Installation
Mounting Location
To meet ATEX Hazardous Location requirements, the installer of the

L-series must take responsibility for meeting Clause 26.4.2 of
EN60079-0 (Ed. 6 or 7) regarding impact testing. The actuator by
itself does not meet this requirement and therefore must be
sufficiently protected when installed. According to EN60079-0, the
protection must be such that a 1 kg mass, fitted with an impact head
in the form of a hemisphere of 25 mm diameter, can be dropped
vertically from a height of 0.7 meter, and not cause significant
damage to the actuator.
The actuator should be protected from exposure to sunlight and rain.
Locate the L-Series control a distance from sources of extreme radiant heat, such as exhaust manifolds
or turbochargers. The operating temperature range of the control is –40 to +105 °C (–40 to +221 °F). In
spark-ignited applications, make sure the L-Series is located away from the ignition coil, and that harness
wires are not routed next to the spark plug wires.
As shown in the specifications, the L-Series control has been designed for and verified to a given
accelerated life vibration test level at the mounting surface of the actuator. The user should be aware that
in any application, bracket design can significantly change the vibration levels at the actuator. Therefore,
every effort should be made to make the bracket as stiff as possible so that engine vibrations are not
amplified, creating an even more severe environment at the actuator. Additionally, when possible,
orienting the actuator shaft parallel to the crankshaft of the engine will often reduce the vibration load on
the actuator's rotor system in reciprocating engine applications.
Mounting the L-Series Actuator with an ITB

Typical mounting of an L-Series actuator with an integrated throttle body (ITB) is accomplished by
fastening the throttle to the inlet and outlet pipes. Ensure that the pipes can support the weight of the
L-Series actuator and the throttle body.
Leak-check all gaseous fuel connections. Leaking gaseous fuel can

cause explosion hazards, property damage, or loss of life.
Output Shaft
The L-Series actuator has 58–62° of available travel. The max fuel direction of this travel is software
configurable in the clockwise or counterclockwise direction through the Service Tool.
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The L-Series ITB valve output shaft represents a pinch hazard with
the power connected. To prevent bodily harm or injury, keep all
hands, fingers, etc. away from the valve element at all times when
electrically connected.
The L-Series ITB should be used in a well-ventilated area. A methane

detector should be used if the valve will be used in an enclosed
installation.
The L-Series ITB valve output shaft represents a pinch hazard with
the power connected. To prevent bodily harm or injury, keep all
hands, fingers, etc. away from the valve element at all times when
electrically connected.
Secondary retention of the bolts should be utilized. Consult the OEM

regarding retention methods.
The L-Series ITB is not intended to support the inlet or outlet piping.
A suitable bracket must be constructed to support the valve and
piping separately to prevent damage to the throttle body.
The L-Series Actuator output shaft is integral to the unit’s accuracy

and performance. Take special care to prevent damage to the output
shaft or ITB bore. Do not use a sharp or metallic object to open the
ITB.
Mounting Orientation
While it is not a requirement, it is good practice to orient the connector feature on the control in a
horizontal or downward orientation to minimize fluid accumulation between the enclosure and the mating
connector’s gasket.
Actuator Configuration
The L-Series actuator utilizes a 2.0” (50.8 mm) square mounting bolt pattern and is intended to fit within
an envelope of 2.618 x 2.618 x 2.540” (66.50 x 66.50 x 64.52 mm) with the short dimension along the
shaft axis. Two shaft seal configurations are available, an internal lip seal and an external lip seal with
spring backup (Figure 2-3). In addition, six independent output shaft configurations are available (Figure
2-4). Consult Woodward applications engineering for the application appropriate seal and shaft
configuration.
Mounting Hardware
Use M5 or #10 fasteners torqued to 4 Nm (35 lb-in) to attach the L-Series control to the mounting
bracket. The bracket and attaching hardware must be designed to hold the weight and to withstand the
vibration associated with prime mover mounting. Use the appropriate fasteners for securing the mounting
bracket to the engine.
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Mechanical (Fuel Position) Stops

Diesel Stops—Diesel installations will generally use the fuel system minimum and maximum position
stops. Diesel engine applications are normally designed to provide the minimum and maximum stops
without binding. The actuator's stops must not prevent the actuator from driving the fuel linkage to the
minimum and maximum positions. The linkage should be designed to use as much actuator travel as
possible, without preventing minimum and maximum fuel positions.
Gas Engine Stops—Butterfly valves in carburetors will often bind if rotated too far toward minimum or
maximum. For this reason, hard stops in the throttle body or associated linkage should be used at both
minimum and maximum positions. The engine must always shut down when the actuator is at the
minimum stop.
Linkage
Proper design and installation of the linkage from the actuator to the engine is necessary for the unit to
provide the best control possible. The characteristics of the engine fuel system and the control dictate the
linkage design. Most diesel fuel pumps have a linear relationship between metering valve or fuel rack
position and the amount of fuel delivered to the engine. Throttle bodies have a non-linear relationship
between throttle angle and air/fuel flow.
Because the L-Series is a linear control, a linkage designed for diesel applications tends to maintain a 1:1
relationship between actuator shaft angle and rack position throughout the range of travel. A linkage
designed for gas or gasoline applications tends to start with a 3:1 relationship transitioning to a 1:3
relationship between actuator shaft angle and throttle angle throughout the range of travel. This non-
linear linkage design essentially compensates the throttle body so the air/fuel flow looks linear from the
control’s perspective. Woodward recommends that linkages use approximately 40 degrees of actuator
shaft rotation, centered in the full 60-degree range. This maximizes the resolution of the actuator control
loop, making the engine easier to govern. Refer to Figure 2-1 for examples of typical linkage designs.
Woodward 16
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actuator
fuel rack o
40
o
40
actuator throttle body

actuator
fuel rack o
o 40
40
actuator throttle body

Rotary-to-Rotary Linkages
Rotary-to-Linear Linkages
Nonlinear Relationship
Gas/Gasoline
Linear Relationship
"Pull"
Diesel
o
40
o
40
actuator rotary fuel valve actuator throttle body
o
40
o
40
rotary fuel valve actuator throttle body actuator

Nonlinear Relationship
Linear Relationship
"Push"
Figure 2-1. Linkage Design Examples
To increase the amount of actuator rotation, move the rod end closer to the actuator shaft or farther away
from the shaft controlling the fuel flow. To decrease the amount of actuator rotation, move the rod end
farther from the actuator shaft or closer to the throttle shaft.
Once installed, manually stroke the fuel-control linkage from stop to stop as if the actuator were moving it.
The linkage must move freely, without friction and backlash. Lubricate or replace worn linkage or fuel
control parts as required.
Always make sure the fuel delivery device (fuel pump or throttle body) has a return spring that pulls
towards minimum fuel when no power is applied to the control. Size the return spring so that the actuator
output shaft sees no more than 0.07 Nm (0.05 lb-ft) of torque at maximum loading conditions.
In addition to a return spring, always make sure the application includes a secondary overspeed
protection device as a backup to the main governor’s overspeed detection function.
The actuator’s maximum slew rate can place stress on the fuel
system stops and on the linkage between the actuator and the fuel
system. The maximum actuator speed is 1100 degrees per second in
both increase and decrease fuel directions under normal operating
conditions. Exceeding the control input voltage requirements may
cause a unit shutdown in which the actuator speed may exceed 3500
degrees per second.
Woodward 17
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The Mass Moment of Inertia (MMOI) for the L-Series actuators is 1.48 E-5 kg-m² (1.57E-3 lb-in-s²).
External fuel system stops should be used and must be adequate to absorb the actuator MMOI in
addition to the linkage inertia without damage.
Use of good rod-end connectors with as little free play as possible is essential. Select rod ends that will
remain tight and wear well during the nearly constant movement associated with precise speed control.
The link connecting the actuator lever to the fuel-control lever must be short and stiff enough to prevent
flexing while the engine is running.
Typically, in a linkage system, there may be links and levers which are supported by customer-supplied
bearings. Additionally, there will typically be a section of the linkage where the mass is supported fully by
the actuator output shaft. Minimizing the mass the actuator is required to support is essential in that
excessive mass or vibration levels may damage the actuator’s rotor system and shorten the life of the
actuator.
Woodward 18
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Figure 2-2. L-Series Outline Drawing
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Figure 2-3. L-Series Cover Types
Woodward 20
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Figure 2-4a. L-Series Shaft Types
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Figure 2-4b. L-Series Shaft Types
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Figure 2-4c. L-Series Shaft Types
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Chapter 3.
Electrical Installation
Introduction
This chapter provides instructions on how to connect the L-Series control into a system. A wiring pinout of
the L-Series control, as viewed by looking into the control’s connector feature, is shown in Figure 3-1.
Typical connections to external devices are also shown.
The L-Series has an operating voltage range of 10 to 32 Vdc with nominal voltages of 12 or 24 Vdc. The
power supply is reverse polarity protected, and consumes 32 W maximum power at a peak current of 1 A
(32 V) assuming 4 Ω stator resistance at 25 °C. These assumptions are based on the fact that the
software limits the power to the rotary actuator to 25 W at any given time and input voltage (in the valid
range).
The control system should be protected with a 6 A fuse in the voltage supply lines. Typical max average
current is 2.1 A, or max 25 W at 12 V. The application should be configured to turn on power to the
actuator when the engine is first cranked.
Centralized load suppression is required when using an L-Series.

The L-Series power supply input is not designed to withstand
transient events typical of industrial or automotive environments
(alternator load dump or power line surge). The centralized
suppression must limit transient events to less than 45 V at the L-
Series input power terminals.
Shielded Wiring
The use of cable with individually shielded-twisted pairs is required where indicated by the control wiring
diagram (Figure 3-1). Cable shields must be terminated as indicated in the control wiring diagram using
the installation notes described below. DO NOT attempt to directly ground the shield at both ends or an
undesired ground loop condition may occur. If it becomes necessary to terminate the shield at the end
opposite of the L-Series, it must be done through a high-frequency capacitor.
Installation Notes
• Wires exposed beyond the shield should be as short as possible, not exceeding 50 mm (2 inches).
• The shield termination wire (or drain wire) should be kept as short as possible, not exceeding 50 mm
(2 inches), and where possible the diameter should be maximized.
• Installations with severe electromagnetic interference (EMI) may require additional shielding
precautions. Contact Woodward for more information.
Failure to provide shielding can produce future conditions which are difficult to diagnose. Proper shielding
at the time of installation is required to assure satisfactory operation of the product.
Connect ground terminal to earth ground.
Woodward 24
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Wiring must be in accordance with North American Class I, Division

2 or European Zone 2, Category 3 wiring methods as applicable, and
in accordance with the authority having jurisdiction.
Electrical Connections
EXPLOSION HAZARD—Do not remove covers or connect/disconnect

electrical connectors unless power has been switched off or the area
is known to be non-hazardous.
Division 2 or Zone 2.
Do not clean equipment unless the area is known to be non-
hazardous.
RISQUE D’EXPLOSION—Ne pas enlever les couvercles, ni

raccorder / débrancher les prises électriques, sans vous en
assurez auparavant que le système a bien été mis hors
tension; ou que vous vous situez bien dans une zone non
explosive.
La substitution de composants peut rendre ce matériel
inacceptable pour les emplacements de Classe I, Division 2
ou Zone 2.
Ne pas nettoyer l’équipement à moins de se trouver dans
un emplacement non dangereux.
Prior to installation, refer to the wiring diagrams and the representative I/O interfaces schematic in this
chapter. Also, review the hardware I/O specifications in Appendix B.
The control will only meet ingress protection specifications while the
Deutsch connector is installed in the unit. As such, the unit should
not be exposed to operating environments unless the mating
connector is installed. In addition, if a wire is not used for each of the
12 pins on the control, a Deutsch 114017 plug must be used in place
of each missing wire. Failure to adhere to these guidelines may
result in product failure or decreased life.
Use 1 to 1.5 mm² (16 to 18 AWG) stranded copper wire with insulation
that meets temperature requirements in the harness design. A wiring
harness stress relief within 400 mm (16”) of the control’s connector
is recommended. Limit all I/O and signal lines to less than 30 m (98
ft). Also limit input power (B+/B–) connections to an earth grounded
battery or conditioned power interface to less than 10 m (33 ft) from
the L-Series product.
Woodward 25
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A conditioned power interface is an interface which offers equivalent

common mode and differential mode conditioning of that of a
grounded 24 V lead acid battery.
Dress the harness with wire loom to contain it in a single bundle. Use grommets when passing the
harness through metal panels.
Protection from external fire is not provided in the scope of this

product. It is the responsibility of the user to satisfy any applicable
requirements for their system.
Connector
The following Deutsch connector components are recommended for harness designs:
Recommended Optional
Mating Connector DT06-12SA-P012
Secondary Lock W12S-P012
Sockets 0462-201-16141 1062-16-0122
Crimp Tool HDT-48-00 DTT-16-00
Sealing Plug 114017
For convenience, Woodward part number 8928-396 is a kit that provides all the necessary Deutsch
components (crimp tool not included).
Crimping methods for the Deutsch connector pins must be followed as

prescribed by the manufacturer. Woodward is not responsible for
damage or loss of performance resulting if any other method of crimping
is used. Use of the listed part numbers of Deutsch connector components
is strongly recommended.
Wiring must be in accordance with North American Class I, Division

2 or European Zone 2, Category 3 wiring methods as applicable, and
in accordance with the authority having jurisdiction.
Do not connect any cable grounds to “instrument ground”, “control

ground”, or any non-earth ground system. Make all required electrical
connections based on the wiring diagram (Figure 3-1a, 3-1b).
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6A FUSE
+
12/24 VDC
POWER INPUT + 1 -
TPS OUTPUT 2 THROTTLE POSITION

(0.75VDC TO 4.25VDC)
Voltmeter
MPU -/AUX - (SIG. GND) 3
AUX 3 INPUT /
AUX3+/RS232 TX 4 1 2 5 7
SERIAL COM
INPUT POWER GND 5 AUX 4 INPUT / 1 2 5 7

SERIAL COM
AUX4+/RS232 RX 6
TO SENSOR(S) 8
+5V OUT 7 5V/12V/24V

AUX. 1 DISCRETE INPUT 1
OR
AUX1+ 8 AUX. 1 ANALOG INPUT 1
(0-5V OR +/-3V)
RELAY DRIVER 9 9
5V/12V/24V
AUX2+ 10 AUX. 2 DISCRETE INPUT 1
OR
AUX. 2 ANALOG INPUT
1
MPU+ 11 (0-5V)
+
VARIABLE RELUCTANCE
- SPEED SENSOR (MPU) 6
IGNITION 12
3
_
+ 4 6
IGNITION COIL
NOTES:
1
REFERENCE ALL DISCRETE AND ANALOG INPUTS TO PIN 3 (SIG GND). TO PREVENT ELECTRICAL NOISE EMISSIONS FROM
INTERFERING WITH THE AUX INPUT SIGNALS, IT IS RECOMMENDED THAT WIRING TO AUXILIARY (AUX) INPUTS NOT BE
ROUTED WITHIN 150 MM (6 INCHES) OF ANY HIGH VOLTAGE IGNITION LEADS.
AUX 3 AND AUX 4 CAN ALSO BE CONFIGURED AS DISCRETE OR ANALOG INPUTS IN A SIMILAR
2 MANNER AS AUX 1 AND AUX 2, BUT ARE NOT FUNCTIONAL WHILE SERIAL COMMUNICATIONS ARE CONNECTED.
ALL SHIELD TIES ARE TO BE NO LONGER THAN 2" BETWEEN THE CABLE AND GROUND.
3
IF USING IGNITION SPEED INPUT OPTION, CONNECT PIN 12 OF THE L-SERIES SPEED CONTROL TO THE NEGATIVE TERMINAL
4 OF THE IGNITION COIL. THE IGNITION SYSTEM COMMON MUST BE REFERENCED TO THE L-SERIES SPEED CONTROL
GROUND (PIN 3 OR PIN 5).
5 USE WOODWARD KIT 8923-1061 TO CONNECT TO A COMPUTER FOR USE WITH THE SERVICE TOOL.
SPEED INPUT IS ACCOMPLISHED BY USING EITHER THE MPU OR THE IGNITION INPUT. DO NOT CONNECT WIRES TO BOTH
6
INPUTS SIMULTANEOUSLY.
7 WHEN CONFIGURED AS AN ANALOG INPUT, THE FULL SCALE RANGE IS 0-5V.
8 THE 5V OUTPUT IS PROVIDED FOR POWERING EXTERNAL SENSORS. RATED AT 10mA MAX.
9 LOW-SIDE DRIVE OUTPUT DESIGNED TO DRIVE A RELAY, LAMP, OR OTHER STATUS INDICATOR. MAXIMUM CURRENT
ALLOWED THROUGH THE COIL OR LAMP IS 500mA. MAXIMUM VOLTAGE ALLOWED AT THIS TERMINAL IS 32VDC.
Figure 3-1a. Typical L-Series Speed Control Application Wiring
Woodward 27
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connector
key
12 1
11 2
10 3
Connector Pinout as Viewed
9 4 Looking Into
L-Series Control
8 5
7 6
connector
key
Figure 3-1b. L-Series Speed Control Connector Pin Arrangement
Table 3-1. Connector Pins
Connector
Description Comment
Pin #
1 +12V/24 Vdc Input Power Supply power
2 TPS Signal Output Direct position feedback output indication
3 PWM – / AUX – Ground for AUX inputs
4 RS-232 transmit / Aux Combination Aux 3 input and service tool input
Input 3
5 Input Power Ground Ground for the 12 V/24 V input power
6 RS-232 receive / Aux Combination Aux 4 input and service tool input
Input 4
7 5 V Out Power for external sensors (10 mA max)
8 Aux Input 1 Aux 1 input
9 Relay Driver Output Status / fault detection output
10 Aux Input 2 Aux 2 input
11 MPU + MPU or Prox Probe speed signal input
12 Ignition Input Ignition speed signal input
Description of Electrical I/O

Representative circuitry for the L-Series inputs/outputs is provided in Figure 3-6 below.
Power Supply Input (+12 Vdc/24 Vdc at pin 1, ground at pin 5)

The L-Series will handle a voltage range of 10 to 28 Vdc at full specified torque. The actuator is functional
in the range of 8 to 32 Vdc, but accuracy and/or torque can be diminished at the extreme ends of this
range.
The power supply terminals are reverse polarity protected, and in the case that a reverse polarity
condition exists, the L-Series actuator will not power-up and will remain at the minimum stop if attached to
a throttle body with an internal return spring.
Woodward recommends using a 6 A fuse on the power supply line feeding pin 1 of the L-Series actuator.
The supply voltage failure levels are below 6.25 V and above 33 V. The unit can be configured to either
alarm or shut down upon detection of a supply voltage fault.
Woodward 28
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The input power must be fused. Failure to fuse the L-Series could,
under exceptional circumstances, lead to personal injury, damage to
the control valve, and/or explosion.
Take special care when wiring the L-Series control.
Figure 3-2. Correct and Incorrect Wiring to Power Supply
Ground Symbol Conventions
Internal Circuit Board Common
= Used to show equipotentials in

electronic circuits, normally internal
to a control system.
Earth Ground
= Represents a connection to “Earth”
Ground.
Chassis Ground
= Sometimes used as symbol for system ground.
Normally associated with connection to engine
skid or vehicle frame. In the case of the L-
Series, it also represents system ground.
Protective Earth Ground.

= Normally used as a safety ground in
high-voltage (> 42V) systems.
(Not applicable to L-Series Controls)
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The control will continue to function down to a supply voltage of 8 V, to withstand a prime mover start
from the same battery system, however the control will not function completely within specifications.
During the low voltage, the L-Series will not meet the transient response times or the max torque output.
Speed Input
The L-Series speed input can be either from a magnetic pick-up (MPU) or from ignition system pulses.
The input must be wired to the appropriate input and must be configured properly using the Service Tool
prior to operation.
See Woodward manual 82510, Magnetic Pickups and Proximity Switches for Electronic Controls, for
information about MPUs and installation of the pickup unit.
Speed (MPU or Prox Probe) Input (+MPU at pin 11, –MPU at pin 3, optional 5 V OUT at pin 7)
The L-Series MPU input will accept speed signals from variable reluctance (VR) or proximity probe
devices in the range of 1 Hz to 12 kHz.
For an MPU, the acceptable amplitude range is from 1 to 42 Vrms. For a proximity probe, an optional 5 V
power output (10mA max) is provided by the L-Series. The input is compatible with NPN proximity probe
speed sensors, not PNP. The Proximity probe option with internal pull-up is available only with firmware
versions 5418-1680 rev D or newer. The firmware version can be found on the Identification tab of the
Service Tool.
If the signal from one MPU is split to two different devices, then a
1 Vrms signal will not be adequate, and the MPU voltage must be
3 Vrms minimum.
With either speed sensor option, the L-Series expects engine speed pulses present on pins 11 (MPU+)
and 3 (MPU–). The number of flywheel or gear teeth that pass the speed probe for one crankshaft
revolution must be programmed for proper speed signal detection.
L-Series
Flywheel (or Pin 11 To
other MPU speed MPU+ Processor
13.5 kW
sensing location) MPU Speed 100pF
Sensor Clamped to 5V, then compared with
400mV reference.
L-Series
Pin 3
MPU-
Figure 3-3. MPU Speed Sensing Input
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Figure 3-4. Proximity Probe Speed Sensing Input

(5418-1680 rev D or newer only)
IGN (ignition) Input (+IGN at pin 12, –IGN at pin 3)

The L-Series control will accept a 1–480 Hz signal from an ignition input of a 2- or 4-cycle 1–20 cylinder
engine. For standard coil ignition, the source may be the negative terminal of the coil primary. For
distributorless or DIS (Direct Ignition System) systems, the source for the ignition pulses may be two
ignition leads from the spark control connected to IGN+ (pin 12) and IGN– (pin 3). Take care not to
reverse IGN+/– on a DIS system, or no speed will be sensed.
This function requires engine speed pulses present on pin 12 (IGN) of the control. The type of engine (2-
stroke or 4-stroke) and the number of cylinders (1 to 20) must also be programmed.
To prevent electrical noise emissions from interfering with the AUX

input signals, it is recommended that wiring to auxiliary (AUX) inputs
not be routed within 150 mm (6 inches) of any high voltage ignition
leads.
Figure 3-5 shows a typical ignition setup. For DIS applications, refer to text above.
Figure 3-5. Ignition Speed Sensing Input
It is recommended that the actual engine speed be used to externally

verify that the speed command matches the command signal sent.
Failure to comply with this recommendation can result in undetected
system faults.
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TPS Output (pin 2, referenced to either pin 3 or pin 5)
The L-Series provides a 0–5 V signal representing actual shaft rotational position, where 0.75 V and 4.25
V correspond to full counterclockwise to clockwise rotation, respectively. This signal is fed directly off the
position sensor to ensure no delays are introduced by the processor. However, this signal is also
uncorrected, so the difference between this signal and actual position can vary up to ±10% over the
operating temperature range. This gives the end user an indication of throttle position.
This output is meant for an approximate indication of shaft position

only. The unconditioned output accuracy must be considered when
using this signal externally. Refer to the specifications section for
TPS accuracy.
Do not try to inject signals into the TPS output, as it will negatively
impact the performance of the L-Series actuator. This output is
meant to be used with a high impedance device, such as a voltmeter.
Do not tie pin 2 directly to battery or ground. If the application does
not use this output, leave it open.
Filtered and
Sent to
Processor
L-Series
Internal 2.8kW Pin 2
Meter +
Position
Sensor
.01mF 1000pF
DC
Voltmeter
L-Series
Pin 3 Meter -
Figure 3-6. TPS Output
Relay Driver Output (pin 9)

A discrete output is provided to serve as a status indicator. This switchable discrete output is a closure to
ground capable of sinking 250 mA with an output voltage rise of less than 1.5 V, and it is available to power
external relays for devices such as alarms or fuel shutoff solenoids. The circuit is protected internally against
over-current and inductive spikes, so external clamping is not necessary.
This output can be configured to be either normally on/closed (preferred failsafe setting) or normally
off/open. In addition, the faults that drive the relay status can be configured individually. For details, refer
to Chapter 4 (Service Tool). By default, this circuit will be configured in a failsafe manner, meaning it will
be active (conducting) when no fault exists, but if power is lost or a fault is detected by the L-Series
actuator, the circuit will open. See Figure 3-7 below for typical usage of this feature.
Woodward 32
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There are two conditions that will prevent the discrete output from operating correctly. The first is if battery
positive is accidentally connected to it, and the second is if it is shorted to ground. The circuit will protect
itself in the event of a mis-wire, but it will hold the output open (floating) until the fault is removed.
It is recommended that the Relay Output be configured for the

failsafe ‘Normally On’ mode, to ensure maximum fault protection and
annunciation. Failure to follow these guidelines could, under
exceptional circumstances, lead to personal injury and/or property
damage.
5-32 VDC,
500mA maximum
Relay Lamp
Coil Indicator
Relay Driver OR
Status back
L-Series
to Processor
Pin 9
From Self-Protecting
FET .01mF
Processor
Figure 3-7. Relay Driver Output
5V Output (pin 7, referenced to pin 3)

A 5 Vdc output has been provided on the L-Series actuator to power external sensors, if necessary. The 5
V output is limited to 10 mA, but this is sufficient for most light-duty ratiometric sensors
All connector pins are short-circuit protected to ground and power

except pins 3 and 5, which are not protected against shorts to battery
positive. Installation of a fuse on the power ground wire to pin 5
would provide protection to these pins but does not mean a fuse is
not needed in the power connection. Pin 1 (B+) still needs protection
against a short to ground.
AUX INPUTS (+ at pins 4, 6, 8, and 10; ground at pin 3)

There are four auxiliary inputs on the L-Series control, all of which are capable of both analog and
discrete functions. The Aux functions (below) are mapped to Aux inputs using the Service Tool. If desired,
multiple functions can be mapped to a single Aux input. For added flexibility, discrete functions can be
programmed to be always on or always off as well as open or closed for the selected function. Analog
inputs can also be inverted (direction reversed).
Although they are very flexible, two Aux inputs are shared with the serial communications, and will be
unavailable if the L-Series is connected to the Service Tool. However, a means of simulating these inputs
is provided for test purposes through the Service Tool interface.
Woodward 33
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The functions available for AUX input configuration are:
• Isochronous Loadsharing Analog Input
• Remote Speed Setpoint Analog Input
• MAP/Boost Fuel Limit Analog Input
• Atmospheric Pressure Fuel Limit Analog Input
• Rated 1 / Rated 2 (50/60 Hz) Digital Input
• Raise Speed Setpoint Digital Input
• Lower Speed Setpoint Digital Input
• Isoch/Droop Digital Input
• Idle/Rated Digital Input
• Alternate Dynamics Digital Input
• Run Enable Digital Input
The Service Tool communicates over RS-232 using Aux inputs 3 and 4. Whenever connected, the
configured Aux input is bypassed (ignored).
Aux X Input Options

Aux1 (0–5 V analog, ±3 V analog, 0.5–4.5 V analog (5418-6634 firmware only), discrete input)
Aux2 (0–5 V analog, discrete input)
Aux3 (0–5 V analog, discrete input, service tool RS-232)
Aux4 (0–5 V analog, discrete input, service tool RS-232)
Connecting an auxiliary input pin to battery positive voltage activates it, assuming the input is configured
for Active Closed. Removing battery voltage from an input pin or shorting the pin to ground deactivates
the input. If not using battery voltage with the auxiliary digital inputs, it is recommended that at least 3 V
be present on an input pin in order to change its state from inactive to active. For AUX2, AUX3, and
AUX4, greater than 2.5 Vdc is considered high, and less than 0.8 Vdc is considered low. For the AUX1
discrete input only, the input must exceed 3 V to activate the discrete state. AUX3 and AUX4 are also
used for digital communications such as RS-232 (service tool).
Figure 3-8 shows the most typical usage of the various auxiliary inputs.
Aux inputs 3 and 4 are used as service port connections, but can
also be used as either discrete or analog inputs, much the same as
Aux 2. When used as a service port, the analog and discrete
functions will not work. Woodward recommends that the service port
not be connected during normal use. It is intended for system setup
and troubleshooting only.
To prevent electrical noise emissions from interfering with the AUX input
signals, it is recommended that wiring to auxiliary (AUX) inputs not be
routed within 150 mm (6 inches) of any high voltage ignition leads.
Woodward 34
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Amplifier scaled for
L-Series intended use. See Ch. 6
Aux. 1 ** 0-5 VDC or Aux.1 Input for configuration.
Remote Speed Setting +/-3 VDC (Pin 8) Analog
Signal (0-5V) 200k Speed Bias
OR Signal to
Synchronizing Bias Signal Processor
10k
(0-5V or +/-3V) 1000pF
Internally selected based
on intended use
** 5-32 VDC L-Series

Aux.1 Input
Aux. 1 Discrete
(Pin 8) Clamp to 5V
Discrete Input Usage Run/Stop
10k Signal to
Closed to Activate
Processor
1000pF 10k
** 0-5 VDC or L-Series

+/-3 VDC Aux. 2,3,4 Input Analog
Clamp to 5V
Command
Aux. 2, 3 ,and 4 10k Signal to
Analog Input Usage Processor
1000pF 499k
** 5-32 VDC L-Series

Aux. 2, 3, 4 Input Discrete
Aux. 2, 3 ,and 4 Clamp to 5V
Discrete Input Usage Command
10k Signal to
Closed to Activate Processor
1000pF 499k
(**) Reference all analog or discrete inputs to L-Series signal ground (Pin 3)
Figure 3-8. Typical AUX Input Usage
Woodward 35
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Communications
RS-232 communications are available on the L-Series when used with an external transceiver connected
to pins 4 and 6. Serial communications allow for the use of a service and configuration tool with the
L-Series actuator. The simplest way to establish this interface is to use Woodward kit # 8923-1061.
Functions available through this port include tuning, monitoring, and configuration of the position control.
Detailed driver status information is also available.
Any RS-232 wiring must meet the requirements in the EIA RS-232 Standard document. The RS-232
standard states that the length of the RS-232 cable between the driver and the PC must be less than 50 ft
(15 m) with a total capacitance less than 2500 pF. The RS-232 data rate is fixed at 19.2 kbps. The
communication port is non-isolated and susceptible to both EMI noise and ground loops related to PC
connections and typical industrial environments.
RS-232 Connections (pin 4 and pin 6)

These pins are for serial communication with the L-Series actuator. An external RS-232 transceiver is
necessary to make communications possible with the Woodward L-Series Service Tool. A connectivity kit
can be purchased from Woodward to accomplish this. Further instructions for using this connectivity kit
are provided in Chapter 4.
It is recommended that the OEM or packager provide a breakout cable that is connected to the L-Series
service port and run to an easily accessible area on the engine. The service port is absolutely necessary
to set up and troubleshoot the L-Series.
RS-232/Service Tool Connections (pin 4 and pin 6)

These pins are for serial communication with the L-Series actuator. An external RS-232 transceiver is
necessary to make communications possible with the Woodward L-Series Service Tool. A connectivity kit
can be purchased from Woodward to accomplish this. Further instructions for using this connectivity kit
are provided in Chapter 4.
It is recommended that the OEM or packager provide a breakout cable that is connected to the L-Series
service port and run to an easily accessible area on the engine. The service port is absolutely necessary
to set up and troubleshoot the L-Series.
Any RS-232 wiring must meet the requirements in the EIA RS-232 Standard document. The RS-232
standard states that the length of the RS-232 cable between the driver and the PC must be less than 50 ft
(15 m) with a total capacitance less than 2500 pF. The RS-232 data rate is fixed at 19.2 kbps. The
communication port is non-isolated and susceptible to both EMI noise and ground loops related to PC
connections and typical industrial environments.
Functions available through the Service Tool include tuning, monitoring, and configuration of the position
controller. Detailed driver status information is also available. For details, refer to the Service Tool
chapters of this manual.
The service port is not isolated and is not intended to function while
the prime mover is in normal operation. The service port is provided
for configuration and setup only.
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Ground Junction (see Figure 3-9)
This grounding junction is provided for joining external ground wires. THERE IS NOT AN INTERNAL
CONNECTION TO CIRCUIT GROUND. Terminal pins 3 and 5 must be used for access to the circuit
ground. This junction point is completely electrically isolated from the L-Series actuator’s electronics, and
is solely for convenience during installation.
Ground
Junction
Figure 3-9. Ground Junction Point
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Chapter 4.
Description of Operation
General
The L-Series Speed Control is an electric actuator with position feedback and an integrated digital speed
control. The actuator output shaft connects to the fuel gas valve, intake throttle or fuel oil pump rack shaft
of a reciprocating engine. The output shaft maximum rotation is 60 degrees and is configurable for cw or
ccw rotation. A manual mode is provided to facilitate setting up the actuator system.
The speed setpoint can be adjusted by a remote 0–5 Vdc analog input or by discrete inputs (such as
Idle/Rated, 50/60 Hz selection, 3-Speed, or Raise/Lower).
For generator applications, isochronous load sharing and synchronizing capability is available by a
±3 Vdc analog input in place of the remote 0–5 Vdc analog input. A compatible load sharing/synchronizer
device is needed to provide the load sharing/synchronizer input bias signal. Droop operation can also be
configured.
Control adjustments are made using the L-Series Service Tool. The Service Tool is a Windows based
software tool used to configure, monitor, adjust, and troubleshoot a L-Series speed control system. It runs
on a personal computer and communicates with the L-Series speed control through a serial connection.
The L-Series Service Tool includes optional password protection to provide security against tampering.
The speed sensor input contains a software-configurable filter that minimizes the effects of firing
torsionals that occur normally in reciprocating engines. This filter ensures the actuator will not react to
speed sensor input changes produced by firing torsionals. This provides exceptionally smooth steady-
state speed control and allows matching the control dynamics solely to the engine rather than detuning
dynamics for firing torsional frequencies.
The control has a switching power supply with excellent spike, ripple, and EMI (electromagnetic
interference) rejection. Discrete inputs are 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.
The control provides one discrete output, which changes states based on pre-defined alarm or status
conditions. The control also provides one 0–5 V analog output which provides a position feedback
indication. This analog output may be used with an analog meter, recorder, or as input to a computer.
The control provides a communications port which can be used as an RS-232 serial interface. The RS-
232 port is the service port used by the L-Series Service Tool to configure and tune the L-Series system.
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System Operation
The L-Series actuator is ready for operation immediately (within 0.25 second) when the power supply is
connected. Power may be connected to the control at the same time the engine starter motor is engaged.
On an engine shutdown command, the independent engine shutdown solenoid or solenoid valve in the
fuel supply should be de-activated and the power supply disconnected from the speed control. This
shutdown signal should be sent directly from the engine control panel and should be independent and
separate from the L-Series control.
The L-Series control should not be used as the primary means of

shutting down the engine.
Starting the Engine

A typical engine starting sequence will look like this, if no shutdown faults are detected:
When powered-up, the L-Series control will be in position control at the configured min position. If a Run
Enable discrete input is configured, it must be closed. When the starter is engaged, the speed will
increase above the Start Speed 1 Threshold, and the control will position the shaft to the Start Fuel
position demand. If two Start Fuel positions are used and speed increases above the Start Speed 2
Threshold, the control will position the shaft to the Start Fuel 2 position setting. Once the engine speed is
above the Run Speed Threshold, the control will switch from start fuel demand to the fuel demand from
the speed control PID. At this point, the unit is in speed control and will control the engine to the speed
setpoint. The PID position during starting is tracking the start fuel values, providing a bumpless transfer to
speed control. At this point, the speed setpoint increases to the configured or selected setting—Idle,
Rated, Rated 1, or Rated 2.
If a shutdown fault is detected, the control will drive the output to the configured fail direction position.
Control Features Description

As you review the following features, keep in mind that most applications will only require a few of the
functions to be activated. The choices are available to provide maximum flexibility in a single package.
The user must set up the actuator direction, speed input, setpoint logic, and desired I/O. From the
dynamics functions area, the user can set as many or as few as is necessary for stable operation. The
user can choose all or none of the fuel limiter functions, speed setpoint modifiers, alarm/shutdown
functions, security, and logic functions depending on the application.
The control I/O consists of input power, a speed input, 4 configurable aux inputs, a status output, and an
actual position indication (see Figure 4-1).
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Speed Input (MPU or IGN)
Configurable I/O Options:

Configurable Aux1 Input
Isoch Load Sharing
Remote Speed Setting Configurable Aux2 Input
MAP Fuel Limiting
Lower Speed Configurable Aux3 Input
Raise Speed
Isoch/Droop Select Configurable Aux4 Input
Idle/Rated Select L-Series
Rated1/Rated2 Select (50/60 Hz)
Alternate Dynamics Select 5V Sensor Power
Run Enable Select (10 mA max)
Actual Position (0-5V)

Status
Power Input
(10-32Vdc)
RS-232
Service Tool
Figure 4-1 Overview of L-Series Inputs/Outputs
Speed Control Functions

The speed control consists of a speed input, speed setting logic, speed biasing logic, and speed
dynamics options.
Speed Input
The L-Series control accommodates one speed input, from a magnetic speed pickup (MPU), proximity
probe, or ignition input, which provides a speed signal to the control. A digital type of detection with firing
torsional filtering is used for detecting engine speed. This digital detection method senses speed very
quickly for rapid response to speed changes. The input frequency is converted to engine speed based on
the gear teeth (if MPU or Prox) or number of cylinders and 2-/4-stroke settings (if ignition) configured.
Speed Settings and Ramps

The L-Series provides for local speed setpoint control by discrete raise and lower inputs. A 0 to 5 Vdc
analog input provides for remote speed setpoint control. A ±3 Vdc analog input provides for isochronous
load-sharing and synchronizer control. Figure 4-2 provides a detailed overview of the setpoint modes and
rates available.
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Figure 4-2 Speed Setpoint Actions and Rates
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Speed Setting and Ramp Functions

The control provides run, idle, and two rated speed set points with a lower and raise limit, plus accel and
decel ramps, raise and lower ramps, and a ramp to idle rate. All ramp rate settings are in rpm/s, and all
speed setpoint changes are ramped for smooth setpoint transition. For emergency standby applications,
a very high ramp rate effectively cancels the ramp function to provide rapid starting. The Ramp to Idle
determines how fast speed is increased from run to idle speed. Accel rate determines how fast speed is
increased from idle to rated speed. Decel rate determines how fast speed is decreased from rated speed
to idle speed. The accel and decel rates are used when transferring between rated 1 and rated 2 speeds.
Raise and lower rates determine how fast speed is increased or decreased by the raise and lower
command inputs. Max Analog Rate is the maximum rate the speed can be increased or decreased by the
remote speed setpoint input.
The Run Speed setting must be above cranking speed, but below the speed attained when running the
start fuel limit position. The speed control activates at run speed by grabbing the current operating speed
as the initial speed setpoint, then ramping the setpoint up to the idle speed setting at the ramp to idle rate.
If the idle/rated input is set in the rated position, acceleration will pass seamlessly through idle speed to
the selected speed setpoint (remote, rated 1, or rated 2) at the accel rate.
Speed Setting Options

The following section describes the various speed setting modes.
Single Speed (Rated) Select—If no speed biasing functions are enabled, the engine will run at one set
speed. With this configuration, there is no external speed adjustment. Speed is held constant at the rated
speed setting. However, the fuel limiters, run speed setting, and accel ramp are provided and active for
light-off and acceleration control up to rated speed.
50/60 Hz (Rated 1/Rated 2) Select—This feature allows the user to switch the speed set point between a
primary and secondary engine rated speed. A user-definable discrete input, configured as
Rated1/Rated2, is used to toggle between the two set speeds. The input can be configured to select
Rated 2 on either opening (active open) or closing (active closed) of the contact input. This mode can be
configured for start-up select or runtime select.
Runtime Select—The user can toggle between the two speed settings at any time during operation. The
transition rate between the two speeds is determined by the configured acceleration and deceleration
rates. If the setpoint is increasing it will use the acceleration rate. If decreasing, the deceleration rate is
used.
Start-up Select—When run speed is reached speed setpoint will ramp to Rated 1 or Rated 2 setpoint
depending on the state of the Rated 1/Rated 2 discrete input. After run speed is reached the Rated
1/Rated 2 discrete input will have no effect until speed is below the stopping speed.
Idle/Rated Select—This feature allows the user to toggle the speed set point between an idle and a rated
speed. A user-definable discrete input, configured as Idle/Rated, is used to toggle between the two set
speeds. The input can be configured to select Rated on either opening (active open) or closing (active
closed) of the contact input. The user can toggle between the two speed settings at any time during
operation. During transitions, the acceleration and deceleration rates are used.
Idle/Rated is commonly used to provide an idle speed set point for engine warm-up or cool-down cycles.
The Idle speed setting is independent of the lower limit set point and may be set at a lower speed. Idle
speed cannot be changed except by adjustment of the software set point. The idle speed set point is
selected during starting when engine speed exceeds the run speed setting or while running whenever the
idle/rated contact is open (assuming an active closed configuration). Closing the idle/rated contact ramps
the speed set point from idle to rated. The raise and lower commands increase and decrease engine
speed based on the raise and lower rate settings. Closing either the Raise or Lower contacts while
ramping from idle to rated immediately cancels the idle to rated ramp and speed follows the raise or lower
commands for variable speed control. The raise and lower commands will not adjust the speed setpoint
above the raise limit nor below the lower limit. The control ramps the speed setpoint at the raise or lower
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rate settings. Closing both the raise and the lower contacts enables the analog input for remote variable
speed setpoint control, if configured. In Analog Mode the Analog Rate Limit is used.
Three-Speed Select—Some refrigeration applications may find it useful to have three engine speeds
available: a highest speed for quick cool-down when warm goods are put into a container, a lowest speed
to maintain the load’s temperature once it has been cooled, and an intermediate speed for increased
cooling if the container door is opened to move goods in or out. Typically, the discrete inputs for each of
these speeds will come from an automatic thermostat, and only one will be high at a time. Mobile access
platform (scissor lift) applications may also require three engine speeds, which correspond to three basic
operating modes: static lift, transient lift, and mobile vehicle travel.
To provide this feature, two user-definable discrete inputs must be configured as Idle/Rated and
Rated1/Rated2. The Idle/Rated input has the higher priority, if Idle is selected the setpoint will move to the
idle speed setting. The Rated1/Rated2 input will determine the selected speed when the Idle/Rated input
is selecting ‘rated’. During transitions, the acceleration and deceleration rates are used.
Example: If the inputs are configured as follows, Idle/Rated = Aux3 (active closed) and Rated1/Rated2 =
Aux4 (active closed), then the following summarizes the 3-speed selection.
Aux 3 (Idle/Rated) Aux 4 (Rated 1/ Rated 2) Selected Speed

Open Open Speed 1 (Idle)
Open Closed Speed 1 (Idle)
Closed Open Speed 2 (Rated 1)
Closed Closed Speed 3 (Rated 2)
Up to a five-speed select can be used if the Raise and Lower commands are configured and used as
position selectors. When using Raise or Lower selections, the control ramps the speed setpoint at the
raise or lower rate settings. This option may be desirable if another rate is needed.
Raise/Lower Adjust—This feature allows the user to change the speed set point with external discrete
inputs. If both the raise and lower discrete inputs are closed, the lower has priority.
Lower—A user-definable discrete input, configured as Lower, acts directly on the internal speed set point
within the L-Series control, and will progressively decrease the speed set point down to a programmable
lower limit at the programmed lower rate for as long as the input is in a high state (assuming the input is
configured as active closed). When this input goes low, the speed reference will remain fixed at the last
setting reached the instant the input went low.
Raise—A user-definable discrete input, configured as Raise, acts directly upon the internal speed set
point within the L-Series control, and will progressively increase the speed reference up to a
programmable upper limit at the programmed raise rate for as long as the input is in a high state
(assuming the input is configured as active closed). When this input goes low, the speed reference will
remain fixed at the last setting reached the instant the input went low.
SPEED BIASING
Isochronous (Droop OFF)—This is the default speed biasing function if none of the other speed biasing
functions are selected. This maintains the engine at one speed setting throughout operation regardless of
load.
Droop—This feature allows for a change in speed set point with a change in load. This feature is primarily
used when the generator is connected to a utility bus or paralleled with another genset on an isolated
bus. In this situation, the utility will determine the frequency of the alternator.
Droop is a tunable value that decreases the speed setting when load increases as determined by the
actuator output position. Droop is set as a percentage of rated speed (or Hz). Actuator positions must be
entered for no-load and full load to correlate the speed setting to load. A setting of 0% droop disables the
Droop function.
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The desired engine speed reduces with the following formula:
speed reference * droop percentage * (actual position – no load actuator position)

(full load actuator position – no load actuator position)
The speed offset calculated is determined by the user-configured droop percentage, no load actuator
position, and full load actuator position parameters.
Droop is off at start-up, and is enabled at speeds above Idle.
A user-definable discrete input, configured as Droop, can optionally be used to transfer between droop
and isochronous control.
Figure 4-3. 5% Droop Example
Analog Biasing—This feature allows the user to alter the speed setpoint with an external signal. The
input can be configured to function as a Remote Speed Setting or for Load Share / Sync operation. The
only difference between these modes is how they affect the speed setpoint. The Remote Speed Setpoint
will adjust the speed within the define range such that a 0 V input signal corresponds to the Low limit, and
a 5 V input corresponds to a High Limit setpoint (assuming a non-inverted input). If configured as Load
Share / Sync, a mid voltage input signal will provide no setpoint bias. Assuming a non-inverted input, a
min voltage input will give max negative bias and a max input voltage will give a max positive bias. The
bias range is defined as a user-configurable percentage of speed setpoint.
Remote Speed Setpoint Mode

The Remote Speed setpoint input typically operates from 0 to 5 Vdc; however, it can be configured as a
±3 V or 0.5 to 4.5 Vdc (5418-6634 firmware only) input. A direct or reverse-acting remote speed setting
can be configured, using a normal or inverted input selection. Between 0 and 5 Vdc, the control
determines the speed setpoint based on a straight line between the Low Limit and High Limit speed
settings configured (see Figure 4-4). When 0.5 to 4.5 Vdc input is selected, then voltages below 0.5 V will
be considered as Low Limit, and voltages above 4.5 Vdc will be considered as High Limit.
It is recommended that the actual engine speed be used to externally

verify that the speed command matches the command signal sent.
Failure to comply with this recommendation can result in undetected
system faults.
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Load Share / Sync Operation
When the generator breaker is open, the analog input is used for synchronizing. When the generator
breaker is closed, this analog input is used for isochronous load sharing within a generator system. An
isochronous load sharing module/synchronizer must be connected to provide the isochronous load
sharing/synchronizer functions.
Figure 4-4 Remote Speed Setpoint
The typical Woodward Isochronous Load Sharing/Synchronizer analog input operates from –3 to + 3 Vdc.
This voltage input signal biases the speed setpoint directly and is not ramped like the speed setpoint
sources, however, a user-configurable max analog rate is available to provide a max adjustment rate. A
positive voltage input increases the speed setpoint. A negative voltage input decreases the speed
setpoint. At zero voltage input the speed setpoint is held constant.
The adjustable analog input must be scaled to match the Load Sharing Module/Synchronizer used for
these purposes. A DSLC™ load sharing control typically requires a 3% of rated rpm speed setpoint
change per volt. An SPM-A synchronizer typically requires a 0.667% of rated rpm speed setpoint change
per volt. Other load sharing controls may need different settings.
If configured for Aux1 input, it is programmable as either a 0–5 V, or ±3 V, or 0.5–4.5 V (5418-6634

firmware only) input. Aux 2–4 inputs are limited to 0–5 V signals only.
The bias percentage is a programmable value. When configured as a 0–5 V input, 5 V corresponds to the
full bias percentage in a positive direction; 0 V corresponds to the full bias percentage in a negative
direction; and 2.5 V corresponds to no bias (assuming the input is not configured with the invert option).
This analog input should be provided by a voltage transmitter via twisted, shielded wire pairs.
When configured as a ±3 V input, +3 V corresponds to the full bias percentage in a positive direction;
–3 V corresponds to the full bias percentage in a negative direction (assuming the input is not configured
with the invert option). This analog input will be available to interface with Woodward’s standard Load
Sharing Module. This auxiliary input acts directly on the L-Series speed reference and biases it by a
programmable amount up to approximately ±7% in direct proportion to the ±3.0 Vdc signal. This input will
be active only when the L-Series is selected for isochronous operation and should be provided via
twisted, shielded wire pairs.
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Combination Analog Biasing and Raise/Lower—This feature allows both an analog speed set point
and raise/lower setpoint commands. To use this mode requires aux inputs to be configured for a Raise, a
Lower, and an Analog input. When a Raise command is activated, the setpoint increases, and when a
Lower command is activated, the setpoint decreases. The Analog input is selected when both the Raise
and Lower inputs are activated.
General Speed Setpoint Comments—If Idle/Rated is configured, the selection of idle setpoint has
priority over the raise/lower and analog setpoints. The idle setpoint must be unselected (rated setpoint
selected) to activate the raise/lower and analog setpoints. If configured, the analog setpoint has priority
over the rated setpoint. If the analog setpoint is selected when the idle/rated input is switched to the rated
position, the setpoint will ramp to the analog setpoint rather than the rated setpoint.
Speed Control Dynamics

The control algorithms used in the L-Series control are designed specifically for reciprocating engine
applications. The L-Series speed control offers a powerful set of dynamics that closely match a wide
variety of fuel delivery systems and applications. The following configuration choices are offered.
Rated Dynamics
If configured for Rated Dynamics, the gain remains constant as entered and does not vary with engine
speed or load. These are simplest dynamics and suit most constant speed applications. Rated dynamics
are typically used on engines that operate continuously at rated speed or on variable speed engines that
tend to be stable at all speeds with constant dynamic settings.
Idle/Rated Dynamics
If configured, Idle/Rated Dynamics vary the gain with engine speed. Idle gain applies when operating at
idle speed. Rated gain applies when operating at rated speed. The gain varies linearly at intermediate
speeds and is limited by the idle and rated gain setting at speeds below idle and above rated. Idle/Rated
dynamics are useful for variable speed engines that tend to be less stable at idle speed with optimum
rated speed dynamic settings.
Rated Dynamics Curve

A Rated Dynamics Curve varies the rated gain value with fuel demand (actuator position). Fuel demand is
roughly proportional to load but not necessarily in a linear manner. A 5-breakpoint gain curve is provided
to map gain versus fuel demand. Gain is applied linearly between breakpoints. A common gain setting is
also provided to shift all gain curve gains higher or lower. This gain curve is particularly useful for non-
linear fuel systems (such as intake butterfly valves).
Idle/Rated Dynamics Curve

When using an Idle/Rated Dynamics Curve, gain varies with both engine speed and fuel demand
(actuator position). Two separate 5-breakpoint gain curves are provided to map gain versus fuel demand.
The Idle Gain Curve applies when the engine is operating at idle speed. The Rated Gain Curve applies
when operating at rated speed. The gain varies linearly at intermediate speeds and is limited by the idle
and rated gain curve settings at speeds below idle and above rated. Separate common gain settings are
provided for each curve to shift all gain curve gains higher or lower. Idle/Rated Dynamics Curve is useful
for non-linear fuel systems that tend to be less stable at reduced speed and load operation with optimum
rated dynamic curve settings.
For all dynamic configurations the Integral and Derivative settings are constant and do not vary with either
engine speed or load.
Cold Start Timer

In demanding genset applications that require ‘G3’ performance but are also intolerant of cold start
instability, the L-Series control offers a cold start timer function that sets the gain of the control to a lower-
than-normal value until a programmable amount of time expires. This gives an engine time to warm up
slightly before switching to a normal gain value. The cold start timer can be bypassed by programming a
time of 0 seconds.
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Dual Gain Settings
Gain Window and Gain Ratio settings further modify the applied gain. These Dual Gain Dynamic settings
can improve both steady state and transient load performance by automatically switching between two
gain settings. A low gain setting is applied during steady-state operation. A high gain setting is applied
during load transients. Dual Gain Dynamics are available for all gain configurations.
During steady-state loaded operation, the control uses the primary gain setting (rated gain, idle /rated
gain, etc.). In this region, gain is set to prevent the control from responding to minor speed fluctuations
inherent with reciprocating engines. This essentially eliminates harmful jiggle of the actuator output and
the fuel system linkage during steady-state loaded operation.
During load transients, should the speed error exceed the adjustable Gain Window width, the primary
gain setting is multiplied by the gain ratio setting to temporarily increase the applied gain. This higher gain
produces a faster fuel response to quickly restore engine speed to the speed setting. Speed error is the
difference between actual engine speed and the engine speed setting. The primary gain setting is
restored once the control senses a return to steady-state operation (see Figure 4-5). Setting the gain ratio
to 1 disables the function.
Figure 4-5. Dual Gain Settings
Dual Dynamics
The L-Series speed control also provides a second set of dynamic adjustments (Dual Dynamics) that are
selected by activating the 2nd Dynamics discrete input. The control must be configured for Dual
Dynamics to make these settings available. Two sets of dynamics are useful for engines where operating
modes change, such as in dual-fuel or in island/parallel generator applications. Delay settings are
available to delay switching dynamics when the 2nd Dynamics discrete input changes state.
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Start Fuel Limiting

The Start Fuel Limit (SFL) is an adjustable limiter on the fuel demand that prevents overfueling during
engine starting. Two configurable start fuel limiters are available:
• Single Start Fuel Limit
• Dual Start Fuel Limit
The single Start Fuel Limit is suitable for most applications. With this configuration, the fuel demand
immediately switches to the adjustable SFL1 Limit setting when the engine is cranking at the adjustable
Start1 Speed setting. The SFL1 Limit is removed and Runtime Fuel Limiting is activated once the engine
accelerates to the Run Speed. At the Run Speed the fuel is controlled by the speed control setpoint and
ramping functions. The Run Speed setting must be set below the speed reached with the SFL1 Limit
setting. See Figure 4-6.
START FUEL LIMIT
Runtime Fuel Limit

100
75
Fuel Demand %
SFL1 Limit (%)

50
25
Run Speed
0
0 RPM
Start1 Speed
Figure 4-6. Single Start Fuel Limit
The Dual Start Fuel Limit is appropriate for engines that need a rather high fuel setting to start the engine,
but a much lower setting immediately thereafter to minimize speed overshoot, black smoke, or prevent an
overspeed shutdown. The start sequence will work the same as with only one start fuel setting, but once
engine speed is above the Start2 Speed setting, the fuel demand starts ramping to the SFL2 limit at the
configured actuator ramp rate.
If the ramp rate is set to its maximum value, the change to the second start fuel is nearly instantaneous.
This will essentially eliminate the ramp feature. Start2 Speed must be set higher than the Start1 Speed
setting. The SFL2 Limit can be set lower or higher than the SFL1 Limit setting. Otherwise, function is the
same as the Start Fuel Limit described above. See Figure 4-7.
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DUAL START FUEL LIMIT w/RAMP
SFL2
Limit (%) Runtime
w/Ramp Fuel Limit
100 SFL1
Limit (%) (%/sec)
75
Fuel Demand %
50 SFL2
Limit
(%)
25
Start2 Speed
Run Speed
0
0 RPM
Start1 Speed
Figure 4-7. Dual Start Fuel Limiters
Runtime Fuel Limiting

The Runtime Fuel Limit is a maximum position limiter on the fuel demand that prevents
overfueling/overloading after the engine has reached the run speed setting. Four configurable options are
available:
• Maximum Fuel Limit
• Maximum Fuel Limit with Transients
• Boost (External) Fuel Limit Curve
• Runtime (Speed-based) Fuel Limit Curve
• Runtime Curve with Altitude Compensation (External) Curve (5418-6634 firmware only)
Maximum Fuel Limit

The Maximum Fuel Limit setting places a maximum limit on the fuel demand (actuator position). It is
generally adjusted to prevent engine overloading at rated speed or to merely limit fuel delivery to the
engine for other situations (such as, to prevent detonation). Adjusting the Max Fuel Limit to 100 percent
disables the function.
Transient Fuel Limit

The Transient Fuel Limit setting allows a temporary increase to the fuel demand above the maximum
(steady-state) fuel limit setting for a set transient time period. This can improve a load-on transient
response by allowing a momentarily higher fuel demand. The fuel limits are restored once the Transient
Fuel Limit time period expires. The transient fuel limit cannot be increased above 100 % fuel demand.
The Transient Fuel Limit is not active below the Run Speed setting.
Boost (External) Fuel Limit Function

External fuel limit is a software adjustable five-breakpoint curve based on an external transmitter analog
input signal. Manifold Air pressure (MAP) is typically used for the external fuel limiter signal. The purpose
of the manifold air pressure fuel limiter is to prevent over fueling during loading to significantly reduce
black smoke in diesel engine exhaust and unburned hydrocarbons in spark gas engine exhaust. A fuel
demand (actuator position) limit is set for each specific air manifold pressure breakpoint.
The limiting value is linear between breakpoints as shown in Figure 4-8. The engineering units for each
breakpoint are in percent and user set input units. The limiter must be carefully set since excessive fuel
limiting can degrade the loading response. On occasion, exhaust temperature or other engine parameters
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are used for the external fuel limiting function. The external fuel limiter is not active below the run speed
setting. With this mode the Maximum Fuel limit setting is still active.
EXTERNAL FUEL LIMIT
100
75
External Fuel
Fuel Demand %
Limit (%)
50
25
0 External Analog Input Signal
Figure 4-8. Boost (External) Fuel Limit Curve
Runtime Fuel Limit Curve

Runtime Fuel Limit is a software adjustable five-breakpoint curve based on engine speed. The purpose of
this fuel limiter is to prevent engine overload during variable speed operation by mapping a fuel limit over
the entire speed operating range. The speed input provides the signal for this limiter function. A fuel
demand (actuator position) limit is set at each specific engine speed breakpoint. The limiting value is
linear between breakpoints as shown in Figure 4-9. The engineering units for each breakpoint are in
percent and rpm. Each speed entry must be equal to or higher than the previous entry. The limiter must
be carefully set since excessive fuel limiting reduces load-carrying capability. The runtime fuel limiter is
not active below the run speed setting.
TORQUE FUEL LIMIT
100
75
Fuel Demand %
Torque Limit
(%)
50
25
0 RPM
Figure 4-9. Runtime Fuel Limit Curve
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Runtime Curve with Altitude Compensation Curve
Note: this mode is available in 5418-6634 firmware only.
In this mode, two software adjustable five-breakpoint curves are used to define engine fuel limit:
• Runtime Fuel Limit Curve (based on engine speed),
• Altitude Compensation Curve (based on external analog input signal).
Runtime Fuel Limit is a software-adjustable five-breakpoint curve based on engine speed. The purpose of
this fuel limiter is to prevent engine overload during variable speed operation by mapping a fuel limit over
the entire speed operating range. The speed input provides the signal for this limiter function. A fuel
demand (actuator position) limit is set at each specific engine speed breakpoint. The limiting value is
linear between breakpoints as shown in Figure 4-10 (upper curve). The engineering units for each
breakpoint are in percent and rpm. Each speed entry must be equal to or higher than the previous entry.
Altitude Compensation is a software-adjustable five-breakpoint curve based on an external analog input

signal. An atmospheric pressure (baro) signal from external sensor is typically used for this purpose. The
purpose of the atmospheric pressure fuel limiter is to prevent over-fueling during loading or high altitude
operation. This significantly reduces black smoke in diesel engine exhaust and unburned hydrocarbons in
spark gas engine exhaust. A scaler is set for each specific air manifold pressure breakpoint. The altitude
compensation scaler value is linear between breakpoints as shown in Figure 4-10 (lower curve). The
scalers are numbers in the range of (0 .. 1) and have no unit. Engineering units for the breakpoint external
analog signal values are percent of analog input signal.
Actual engine fuel limit (in percent) is calculated as a product of the result of both curves, as shown in
Figure 4-10. This limiter is not active below the run speed setting. Both runtime fuel limiter and the altitude
compensation limit scaler must be carefully set, since excessive fuel limiting reduces load-carrying
capability.
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RUNTIME FUEL LIMIT
100
75
Fuel Demand %
Torque Limit
(%)
50
25
0 RPM
Multiply Fuel Limit (%)
ALTITUDE COMPENSATION
1.00
Fuel Limit Scaler (0 .. 1)
0.75
0.50
0.25
0.00
0 External Analog Input Signal
Figure 4-10. Runtime Curve with Altitude Compensation Curve
Min Fuel Limiting Curve (5418-2193 software only)

The Min Fuel Limit curve is a software adjustable five-breakpoint curve based on engine speed. This
function, when active, limits the fuel closing based on engine speed and the curve settings. Take care in
setting this function to ensure speed is not forced upward to an unsafe level. In addition, adequate
customer-provided overspeed protection is essential.
The minimum fuel limiter is activated by the level of the remote speed setpoint analog input. When this
input is above 0.5V for the configured delay time, the function is activated and the min limit is applied.
When the input is below 0.5 V, the min limiter function is disabled. When this limiter is active (limiting the
position), the L-Series can annunciate the event with the discrete output.
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Temperature Sensing
The L-Series has an on-board temperature sensor to monitor board temperatures and protect the unit
from overtemperature. This temperature is monitored and a fault is annunciated if the set point is
exceeded.
The controller protects the internal electronics by going to limp

mode “zero torque” when the internal temperature exceeds 125°C.
When this happens, the position of the output shaft is not controlled
by the actuator. When the internal temperature of the L-Series
returns to below 125°C, there may be a sudden movement to the
latest command position.
Current Limiting based on Temperature

The control provides actuator current limiting based on the electronics temperature. Dependent on board
and actuator thermal models, the software reduces current as necessary to avoid conditions that would
damage the device due to extreme temperatures.
Current limiting based on temperature begins when the combined current and temperature environment
causes board temperatures greater than 117 °C. The limit curve is a linear derate from full current at 117
°C down to zero current at 125 °C. At 125 °C, an OverTemp fault is annunciated. Depending on the
current (actuator torque) and ambient operating temperatures, the unit may never reach a reduced level.
Control Modes
The Service Tool displays the state of the L-Series control, the present mode of the unit. Options include:
• Stopping
• Engine Stopped
• Powered Down
• Start Fuel 1
• Start Fuel 2
• Ramping to Idle
• Running Idle
• Ramping
• Running Rated 1
• Running Rated 2
Stopping
The stopping state indicates the control has a shutdown fault and is driving the output shaft position to the
closed position. Once speed has reached zero rpm, the control transfers to the stopped state.
Engine Stopped
In this state, the engine is stopped and the control is ready to begin the start-up cycle if there are no
active shutdowns. After the Stopped State Delay, the holding current is applied to the actuator to limit the
current draw and prevent battery drain.
Powered Down
In this state, the actuator position control is turned off and the holding current is applied to the actuator to
limit the current. This state is only used if the engine is stopped and the run enable discrete input is not
active.
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Start Fuel 1
The Start Fuel 1 state is selected if the engine speed is higher than the Start Speed 1 threshold. In this
state, the actuator position is set to the Start Fuel 1 value.
Start Fuel 2
The Start Fuel 2 state is selected if the engine speed is higher then the Start Speed 2 threshold. In this
state, the actuator position is ramped to the Start Fuel 2 value. This state is only used if two start fuels are
selected.
Ramping to Idle
Indicates the speed setpoint in ramping up to idle speed setpoint during a start sequence. Ramping to idle
is only entered if configured to use an Idle / Rated speed set point. This state is selected if the engine
speed is higher than the run speed threshold. At the moment this state is entered, the speed setpoint is
set to the engine speed and then ramped to the idle set point using the ramp to idle ramp rate.
Running Idle
Indicates the speed setpoint is at the configured Idle speed setting. To leave this state, the rated
command must be issued.
Ramping
The ramping state is used to ramp from one set point to another set point. If the setpoint is switched
between Idle and Rated or Rated 1 and Rated 2, we will use this state to ramp with the acceleration or
deceleration ramp rate. If Raise or Lower are momentarily selected (halt), the ramp will stop and the
setpoint will remain at the last position. The setpoint can be adjusted from this point using the
Raise/Lower commands. If the halt command is selected when ramping from idle to rated and the
setpoint is below the normal adjustment range, the setpoint will continue to ramp and then halt at the
minimum setting of the speed adjustment band.
Running Rated 1
Indicates the unit is running at the Rated 1 set point or the changed Rated 1 set point if raise, lower, or
analog control is used.
Running Rated 2
Indicates the unit is running at the Rated 2 set point or the changed Rated 2 set point if raise, lower, or
analog control is used.
Fault Detection and Annunciation

Faults can be configured to either alarm or shutdown on occurrence. An alarm basically does nothing but
annunciate the fault. A shutdown forces the actuator to a predetermined position regardless of the
demanded position. The L-Series can be programmed to fail in the cw or ccw direction. When the
shutdown condition no longer exists, the L-Series is returned to a non-shutdown state. Faults can be
globally set as either latching or non-latching. When set to latching, either a reset command or a power-
cycle is required to clear the fault and allow the unit to start again. If non-latching, the fault is
automatically cleared without any reset.
Faults
Faults are separated into two categories: Logged Faults and Current Faults. The Current Faults are
volatile and reset every time power is applied. The Current Faults annunciate faults that are presently
active/detected. All Logged Faults are latched and written to the EEPROM. They must be cleared through
the Service Tool.
Faults can be globally configured as either latching or non-latching. This is a general setting that applies
to all faults, unless otherwise noted. When configured as non-latching, a Reset is not needed. If latching
mode is configured, a Reset or power-cycle is required to clear the fault and resume positioning. A Reset
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command can be accomplished by opening and closing a Run Enable discrete input (if configured) or
using the Service Tool.
A parameter is available to configure each fault to either an alarm or a shutdown. Each fault can also
independently be set to change the state of the discrete output. The shutdown action performed is fault-
dependent. Some faults are dedicated as alarms or shutdowns and cannot be configured—they are
identified as such below.
Each possible fault is described below.
Watchdog Reset
Watchdog Reset is true if a watchdog timer timeout occurred which resulted in a reset of the
microprocessor. This is a hard-coded alarm. If detected, the control will attempt to continue normal
operation. This fault is always latching, and a reset is required to clear it.
Brownout Reset
Brownout Reset is true if CPU Voltage drops below 4.2 V but not below 1 V. The brownout detect circuit
will reset the CPU. This is a hard-coded alarm. If detected, the control will attempt to continue normal
operation. This fault is always latching, and a reset is required to clear it.
EEPROM Fail
EEPROM Fail indicates failure or corruption of the internal non-volatile memory. If the CRC is not correct
for the EEPROM data, this fault will be set true. This is a hard-coded internal shutdown. If detected, the
control output will go limp. This fault is always latching and a reset is required to clear it.
Position Sense Fail

This indicates a failure of the internal Position Sensor. This is a hard-coded internal shutdown. If
detected, the control output will drive to the Fail Direction using current control.
Failure levels: >4.75 V and < 0.25 V
Persistence: 650 ms
Voltage Sense Fail

Indicates an out-of-range signal on the input power. Could indicate input power out of range or a fault in
the supply voltage sense circuitry.
Failure levels: >33 V and <6.25 V
Persistence: 650 ms
Can be configured as an alarm or shutdown. If configured as a shutdown, the control will drive to Fail
Direction (using current control) if this fault is detected. If configured as an alarm, the control will internally
default to an assumed 32 V power supply voltage (decreased torque at lower actual voltages) and
attempt to continue normal operation if this fault is detected. The value displayed on the Service Tool will
show sensed value, not default.
Temp Sense Fail

Indicates a failure of the internal on-board Temperature Sensor.
Failure levels: >150 °C and <–45 °C
Persistence: 650 ms
Hysteresis: 5 °C (<145 °C or >–40 °C to clear)
Direction (using position control) if this fault is detected. If configured as an alarm, the control will
internally default to 25 °C and attempt to continue normal operation if this fault is detected. The value
displayed on the Service Tool will show sensed value, not default.
OverTemp
If the on-board temperature sensor reads above 125 °C, this error will be set. Above 125 °C, the
processor can fail in an unpredictable manner, so this fault is recommended as a shutdown. The Current
Limiting based on temperature will effectively make the output "limp" by reducing the drive current to zero.
Failure levels: >125 °C
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Persistence: 650 ms
Hysteresis: 5 °C (<120 °C to clear)
Can be configured as an alarm or shutdown. If configured as a shutdown, the control will go limp if this
fault is detected. If configured as an alarm, the control will attempt to continue normal operation if this
fault is detected.
Position Error
Position Error detection logic will indicate a difference between commanded position and actual position
exceeded for longer than the set delay. The error magnitude and duration are customer-configurable
parameters.
Failure levels: Set by customer variable, Error > |PosErrorMax|
Persistence: Set by customer variable, Position Error Delay.
Hysteresis: none
Override: Whenever the current is being limited to a factor of 1/2 normal maximum or less. This
would be because of high temperature (see section on Temp Sensing and Current Limiting) or a
shutdown that causes the output to go "limp".
Direction (using position control) if this fault is detected. If configured as an alarm, the control will attempt
to continue normal operation if this fault is detected.
Relay Output Shorted

The relay driver is thermally protected against wiring errors. If incorrectly wired, the output will turn off and
then set the Error Bit.
Speed Input Failed

Speed input signal failed indication.
Dedicated shutdown. The control will drive to Fail Direction (using position control) if this fault is detected.
The control must return to a safe condition, determined as the powered-down or stopped state, prior to
resuming operation.
Failure levels: < (Start Speed / 2)
Persistence: 13.0 ms
Overspeed
Indication that speed was above the configured overspeed level.
Dedicated shutdown. The control will drive to Fail Direction (using position control) if this fault is detected.
The control must return to a safe condition, determined as the powered-down or stopped state, prior to
resuming operation.
Failure levels: > Overspeed level configured value
Persistence: 6.5 ms
Governing Error High

Indication that speed was above the high error level for longer than the configured delay.
If faults are set to non-latching, this fault will not automatically reset until the control is return to a safe
condition, determined as the powered-down or stopped state.
Failure levels: > Governing Error High configured level
Persistence: Governing Error High Delay configured value
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Governing Error Low
Indication that speed was below the low error level for longer than the configured delay.
If faults are set to non-latching, this fault will not automatically reset until the control is return to a safe
condition, determined as the powered-down or stopped state.
Failure levels: < Governing Error Low configured level
Persistence: Governing Error Low Delay configured value
Max Start Timeout

A failure to start indication. Run speed not attained prior to max start timeout. This is a hard-coded
shutdown. If detected, the control output will drive to the closed position. The control must return to a safe
condition, determined as the powered-down or stopped state, prior to resuming operation.
Failure level and persistence: starting time > configured max start timeout
Run Enable Shutdown

Run Enable discrete input is opened, only active when this input is configured for use. This is a hard-
coded shutdown.
Minimum Fuel Limiting (5418-2193 software only)

Indication that the Min Fuel Limit is active.
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Chapter 5.
Service Tool
Introduction
This chapter covers the process of installing and servicing the control via the L-Series Service Tool. It is
assumed that the control has already been installed on the engine.
Many applications are delivered pre-configured, calibrated, and

tuned. These units do not require the use of the Service Tool.
Description
The Service Tool software is used to configure, tune, and troubleshoot the L-Series control. This chapter
describes installation and use of the Service Tool. It identifies the parameters available that can be
viewed. It also provides detailed information on configuring and setting up the L-Series to the customer-
specific field application.
The Service Tool software resides on a PC (personal computer) and communicates to the L-Series
through connector pins 4 and 6. An external RS-232 transceiver is necessary to make communications
possible with the Woodward L-Series service tool. A connectivity kit (Woodward # 8923-1061) can be
purchased from Woodward to accomplish this.
Figure 5-1. Example Service Tool Screen
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The following hardware is required to work with the L-Series control:
• PC-compatible laptop or desktop computer* with at least one available serial communications port,
and Windows 2000/XP/Vista/7 as the operating system.
• Programming/datalink harness as shown in Figure 5-2.
In addition to the hardware, the following are the distributions of tool software needed to communicate
with the control:
• Woodward part number 9927-1222, L-Series Service Tool
* There is a potential for serial port damage when communicating

with the L-Series control. This is caused by a difference in ac voltage
between neutral and earth ground. If the PC RS-232 port ground is
referenced to ac neutral, and the L-Series control is referenced to
battery ground (ac earth ground), a large amount of current can be
experienced. To avoid this situation, we strongly recommend placing
an isolation transformer between the ac outlet and the PC.
Figure 5-2a. Programming Harness Connections
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Figure 5-2b. Programming Harness Wiring
Getting Started
Installation Procedure
The Service Tool software can be downloaded and installed from the Woodward internet site
(www.woodward.com/software).
What to do Next
After the software is installed, connect a serial communications cable between the RS-232 connections
on the L-Series control and an unused serial port on your computer. Run the Service Tool program and
select the appropriate comm port. Once connected to the control, the status bar will display ‘connected’
and the Service Tool screen will populate with monitor parameters.
An unsafe condition could occur with improper use of these software

tools. Only trained personnel should have access to these tools.
Service Tool Help

More help on using Service Tool is available and included with the installation of the Service Tool product.
Service Tool Help can be accessed from the Service Tool ‘Contents’ drop-down window selection under
the Help menu located on the Main Window.
Software Version Identification

The Service Tool software version can found by selecting ‘About’ under the Help menu. The software version
is identified as the ‘Software Part Number’ on the Service Tool screen. The Service Tool and Control must be
connected to view this information. Refer to this version information in any correspondence with Woodward.
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Service Tool Security

Various levels of security are available to protect application settings. One password is available which
provides the ability to inhibit tampering of control settings. The individual protection settings include a
general password protection on configuration reading (from the control), configuration loading (to the
control), position calibration, position PID tuning, and speed PID tuning.
Monitoring the Driver

The Service Tool has six different tab sheets to monitor driver parameters. The tab sheet screens include:
• Overview (see Figure 5-3)
• Alarms (see Figure 5-4)
• Shutdowns (see Figure 5-5)
• Internal Shutdowns (see Figure 5-6)
• Simulated I/O (see Figure 5-7)
• Identification (see Figure 5-8)
Each screen will display the L-series control mode, actual speed, speed setpoint, position setpoint, and
actual position values.
Control Mode
Displays the state of the L-Series control, the present mode of the unit. Options include:
• Powered Down
• Engine Stopped
• Stopping
• Start Fuel 1
• Start Fuel 2
• Running Idle
• Ramping
• Running Rated 1
• Running Rated 2
• Ramping to Idle
Speed Setpoint
Displayed value of the speed setpoint - in rpm.
Actual Speed
Displayed value of the actual speed – in rpm.
Position Setpoint
Displayed value of the position demand - in percent.
Actual Position
Displayed value of the actual position - in percent.
Status Bar Indications

At the bottom of the Service Tool window is a status bar. The status bar has two sections. The bottom left
section displays communication status and bottom right section displays alarm & shutdown status.
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Communication Status
This section of the status bar shows the status of communication between the service tool and the L-
Series.
• Connected—The Service Tool is connected to and communicating with the driver.
• Not Connected—The Service Tool is not connected to the driver.
• Connecting—The Service Tool is attempting to connect to the driver. This message is displayed
when Connect is selected from the Communications menu or when attempting to re-establish
communication to the driver. If the connection is lost it will continuously attempt to re-connect.
Alarm Status
One or more alarms on the Alarms screen is active.
Shutdown Status
One or more shutdowns on the Shutdowns or Internal Shutdowns screen is active.
Overview Parameters Screen

To monitor the overview parameters, go to the Overview page on the main window. This screen
dynamically populates based on the unit’s configuration. If a function is not programmed, then it will not
appear.
Figure 5-3a. Service Tool—Overview Tab
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Figure 5-3b. Service Tool—Overview Tab (5418-2193 software only)
Supply Voltage
Displayed value of the input power, in volts, as read by the processor.
Electronics Temperature
Displayed value of the electronics temperature sensor, in degrees Celsius, as read by the processor. The
temperature sensor is physically located between the electronics module and the LAT motor.
Discrete Output
On/Off status of the discrete output command. The indicator is illuminated when the channel is
commanded to ON and grayed-out when the command signal is OFF.
Full Travel Position Setpoint

Indication of the position setpoint in terms of total overall unit travel. Useful if a less than full-travel user-
calibrated range is used.
Full Travel Actual Position

Indication of the actual position in terms of total overall unit travel. Useful if a less than full-travel user-
calibrated range is used.
Full Travel Sensor Position

Indication of the position in terms of total overall unit travel before linearization. This value will match the
TPS output.
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Shutdown and Alarm Indications

The Shutdown and Alarm screens display the status of both active and logged fault conditions. The
logged indications provide a history of events even after the unit has been power-cycled or run again.
Indicates a logged alarm condition.
Indicates an active alarm condition.
Indicates a logged shutdown condition.
Indicates an active shutdown condition.
An active fault is one that is currently active or latched in the control. The latching/non-latching faults
configuration setting factors into this indication. If the fault is latching, then an active fault could either be
one that is still present or one that occurred but has not been reset. Latched faults can be cleared by
cycling power on the L-Series control or by selecting the ‘Reset Alarms and Shutdowns’ button on any of
the Alarm or Shutdown screens.
A logged fault is one that occurred but is no longer currently active or latched in the control. Logged faults
are permanently cleared by selecting the ‘Reset Logged Alarms and Shutdowns’ button on any of the
Alarm or Shutdown screens.
Alarms Screen
To monitor the alarm conditions, go to the Alarms page on the main window. The values displayed on this
screen dynamically change with the fault configuration. Refer to Chapter 4 for a complete listing and
details of all the faults.
Figure 5-4. Service Tool—Alarms Tab

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Shutdowns and Internal Shutdowns Screens

To monitor the shutdown conditions, go to the Shutdowns and the Internal Shutdowns pages (Fgures 5-5
and 5-6) on the main window. The values displayed on the Shutdowns screen dynamically change with the
fault configuration. Refer to Chapter 4 for a complete listing and details of all the faults.
A reset command is available on these screens to clear any current alarms, if they are latched on. If a
fault condition occurred but is no longer present, it will remain as a logged fault until cleared. The ‘Reset
Logged Alarms and Shutdowns’ command will clear all logged faults.
Figure 5-5. Service Tool—Shutdowns Tab
Figure 5-6. Service Tool—Internal Shutdowns Tab
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Simulated I/O Screen

While communicating to the service tool, Aux 3 and Aux 4 inputs are not functional since these input pins
are used for both Input (analog or discrete) and for serial communications. This screen is provided to
facilitate operational testing while connected to the Service Tool. The Aux 3 & 4 Simulated Analog inputs
simulate a fixed-value analog input signal, in percentage, and the discrete inputs can be simulated as
closed (checked) and open (unchecked) using the Simulated Discrete Input checkboxes.
Figure 5-7. Service Tool—Simulated I/O Tab
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Identification Screen
To monitor the L-Series product identification, go to the Identification page on the main window.
Information displayed includes the part number of the embedded L-Series software, the serial number of
the unit, the configuration filename, and the date of the last configuration change.
The Software Part Number identifies the embedded firmware part number and revision. The Serial
Number is a Woodward tracking tool and is set at the factory.
The Configuration Identifier displays the first 8 characters of the loaded configuration file, and the Date of
Last Configuration Change can be used to track changes to product configuration settings.
Figure 5-8. Service Tool—Identification Tab
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Chapter 6.
Configuration
Overview
The L-Series is configured using the Service Tool. Refer to Chapter 5 for Service Tool installation and
connection instructions.
The L-Series can be configured either on-line or off-line. On-line configuration can only be performed
when the Service Tool is connected to and communicating with the L-Series control. Off-line configuration
can be done at any time, however, settings will not take effect until they are loaded into the control.

An improperly configured control could cause an overspeed or other

damage to the engine. To prevent possible serious injury from an
over-speeding engine, read and follow this entire procedure before
starting the prime mover engine.

tuned. These units do not require the use of the Service Tool.
Configuration reading and loading can be individually password

protected for security purposes. If security is applied, these features
will not be accessible without the password.
The current L-Series control configuration settings can be viewed at any time when connected to the
control by opening the Configuration Editor (File/Open Control Configuration), assuming password
protection is not active. See Figure 6-1.
If using dynamics curves or fuel limiting curves, control power must

be cycled after loading a new configuration before the new settings
will take effect.
OEM Configuration File Data

The OEM can save configuration file specific data with the service tool by selecting Properties under the
File menu pull down. This is a text field and can be used to store data such as:
• Customer
• Engine Type
• Application Type
• Notes
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Configuring the Unit—On-Line

Unit configuration is summarized as follows:
1. Open the Configuration Editor Dialog by selecting ‘File/Open Control Configuration’.
2. Edit the configuration settings.
3. Load the configuration to the L-Series control.
As changes are made to Configuration parameters, they are not used

by the driver until a ‘load’ command is issued. Selecting the ‘Cancel’
button closes the Configuration Editor and does not make any
changes to the driver.
Configuring the Unit—Off-Line

Unit configuration is summarized as follows:
1. Open the Configuration Editor Dialog using the File/New or File/Open options.
2. Edit the configuration settings.
3. Save the configuration to a file. At a later date simply open the configuration and load it into the
control.
Figure 6-1. Configuration Selection Options
Configuration Parameters
There are 9 different screens that display the configuration settings in the L-Series speed control:
Overview, Setpoint, Control, Modifiers, Fuel Limiting, Dynamics, Discrete I/O, Alarm/Shutdown, and
Security.
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Overview Tab
The overview tab provides speed sensing and position control configuration settings.
Figure 6-2. Configuration Editor—OVERVIEW TAB
Speed Input Configuration Settings

These settings are used to determine the conversion from speed input pulses to engine rpm, as well as
engine torsional filtering. Based on the security settings, the speed input configuration settings (with the
exception of the sensor type) can also be modified from the Edit Speed Settings selection under the Tools
menu (refer to Chapter 7, Editing of Speed Settings).
Sensor Type
Set to MPU, Proximity Probe, or Ignition. This function requires engine speed pulses present on either the
ignition pin input (pin 12) or the MPU pin input (pin 11). The Proximity probe option with internal pull-up is
available only with firmware versions 5418-1680 rev D or newer. The firmware version can be found on
the Identification tab of the Service Tool.
Engine Type
Set to either 2-stroke or 4-stroke.
Number of Cylinders
Sets the number of cylinders. From the sample table below, select the value that corresponds to the
number of crankshaft degrees between ignition pulses.
Allowed values: 1—20
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Table 6-1. Values Corresponding to the Number of Crankshaft Degrees between Ignition Pulses
Degrees between pulses Degrees between pulses

# Cylinders
(4-stroke engines) (2-stroke engines)
1 720 360
2 360 180
3 240 120
4 180 90
5 144 72
6 120 60
8 90 45
Number of Cylinders Averaged

Sets the number of cylinders to be averaged by the speed sensing algorithm. This setting is used as a
filter to minimize the effects of firing torsionals that occur normally in reciprocating engines. A lower value
gives less filtering, increases steady-state speed variation but allows for better transient response. A
higher value reduces steady-state speed variation but slows transient response. If unsure, set this to
either ‘1’ or half the ‘Number of Cylinders’ for a 4-stroke. On a 2-stroke engine, ‘1’ or ‘Number of
Cylinders’ are good choices.
For uneven firing patterns, ‘Number of Cylinders Averaged’ should be set to eliminate repeating
torsionals.
Allowed values: 1 to ‘Number of Cylinders’.
Number of Teeth per Engine Revolution

Sets the number of teeth seen by the speed sensor during one engine revolution. This value is used to
calculate the engine speed based on MPU frequency. This value is not displayed when ‘Ignition’ is
configured. Allowed values: 1–720.
Position Control Configuration Settings

The position control controls the position of the shaft based on the position command setting from the
speed control logic.
For most applications, the default gains do not need to be changed;

however, Min Position and Fail Direction should be checked.
Min Position and Fail Direction

Sets the direction for minimum position and fail direction. An alert is displayed (Actuator fails to maximum
position.) to warn the user should the fail direction and min fuel direction be opposite.
Friction/Dither Setting
Sets the position control’s friction and dither values. This parameter should be set to zero (no effect) while
tuning the PID and then increased for optimum response. Increasing this setting increases both the dither
amount and a non-linear output component. If unsure, typical values would be between 10 and 25.
Allowed values: 0–100.
Proportional Gain
Sets the position control PID’s proportional gain. Increased gain corresponds to increased PID output
(higher proportional = faster response). This setting can also be dynamically adjusted using the PID
Tuning screen. If unsure, a typical value would be 11.8 . Allowed values: 0–100%
Integral Gain
Sets the position control PID’s integral gain. Increased gain corresponds to increased PID output (higher
integral = faster response). This setting can also be dynamically adjusted using the PID Tuning screen. If
unsure, a typical value would be 9.8. Allowed values: 0–100%
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Derivative Gain
Sets the position control PID’s derivative gain. Increased gain corresponds to increased PID output
(higher derivative = faster response). This setting can also be dynamically adjusted using the PID Tuning
screen. If unsure, a typical value would be 39.2. Allowed values: 0–100%
Setpoint Tab
The setpoint tab provides the speed setpoint configuration settings. Based on the security settings, the
speed setpoint configuration settings (with the exception of the mode) can also be modified from the Edit
Speed Settings selection under the Tools menu (refer to Chapter 7, Editing of Speed Settings).
Figure 6-3. Configuration Editor—SETPOINT TAB
Mode
The Mode determines how the speed setpoint will function. This setting determines the display of
additional configuration parameters.
Rated—Single speed setpoint control—at rated speed.
Idle / Rated—Two speed setpoint control, idle and rated. Must configure an Idle/Rated discrete input
to provide this function (see Discrete I/O tab).
Start-up Select Rated 1/2—Setpoint uses 2 rated speeds, selected on unit start-up. Must configure
a Rated2 discrete input to provide this function (see Discrete I/O tab).
Runtime Select Rated 1/2—Setpoint uses 2 rated speeds, selectable at any time. Must configure a
Rated2 discrete input to provide this function (see Discrete I/O tab).
Idle / Rated 1/ Rated 2—Three speed setpoint control, idle and rated 1 and rated 2. Must configure
an Idle/Rated discrete input and a Rated2 discrete input to provide this function (see Discrete I/O
tab).
Idle Setpoint
Sets the Idle Setpoint. Only displayed if Idle is used. Allowed values: 0–4000 rpm, but must be less than
Rated.
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Rated (or Rated 1) Setpoint
Sets the Rated (Rated 1) Setpoint. Allowed values: 0–4000 rpm, but must be greater than Idle and less
than the Overspeed Threshold.
Rated 2 Setpoint
Sets the Rated 2 Setpoint. Only displayed if Rated 2 is used. Allowed values: 0–4000 rpm, but must be
greater than Idle and less than the Overspeed Threshold.
Acceleration Ramp Rate

Setpoint ramp rate, in rpm/sec, when increasing to a rated setpoint. Allowed values: 1–1000 rpm/s.
Deceleration Ramp Rate

Setpoint ramp rate, in rpm/sec, when decreasing to a rated setpoint. Allowed values: 1–1000 rpm/s.
Ramp Rate to Idle

Setpoint ramp rate, in rpm/sec, when idle speed is selected. Only displayed if Idle is used. Allowed
values: 1–1000 rpm/s.
Control Tab
The control tab provides engine start and stop configuration settings.
Figure 6-4. Configuration Editor—CONTROL TAB
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The L-Series speed settings must follow the following general order.
Start Start Stop Run Rated

Start Speed Speed Speed Speed Speed Overspeed
Speed 1 2
Hysteresis
0.0
Normal Operating Speeds
Starting the Engine

The engine starting sequence will look like this, if no errors are detected:
While in power down, enable the control by the Run enable input. The actuator will go into position control
and the control is ready. Start the engine. The engine speed will increase above the Start Speed 1
Threshold, and will go to the Start Fuel position demand. The control is still running open loop, the speed
control PID is not controlling to the actuator position. Once the engine speed is above the run speed
threshold, the control will switch from start fuel demand to the fuel demand from the speed PID. At this
point the unit is in speed control and will control the engine to the speed setpoint. The PID position during
starting will be trimmed to the start fuel values, therefore the switch from start fuel to PID control will be
performed without a jump in position. If the speed setpoint jumps, the PID position could jump depending
on the Gain, Integral, and Derivative settings of the speed PID.
If an error is detected, the control will go to the stopping state. Once the engine speed decreases to zero
rpm and the stopping delay is timed out, the unit will be in the stopped state.
Engine Starting Settings

Start Fuel
Set to either one start fuel setting or 2 start fuel settings with a ramp between the settings. A single
start fuel is suitable for most applications. With this configuration, the fuel demand immediately
switches to the Start Fuel 1 setting when the engine speed has exceeded the Start1 Speed setting.
Dual start fuel configuration is appropriate for engines that need a rather high fuel setting to start the
engine, but a much lower setting immediately thereafter to minimize speed overshoot, minimize
black smoke, or to prevent an overspeed shutdown.
Start Speed 1 Threshold

Start Speed 1 Threshold is set below the starter speed. Once this threshold is exceeded, the control
determines a start is in progress and opens the actuator to the start fuel setting. At this point the
governor state changes from ‘Stopped’ to ‘Start Fuel 1’. Typical value is 64 rpm to detect engine
cranking.
Allowed values: 16–4000 in 8 rpm increments but must be less than ‘Start Speed 2 Threshold’ (if
used) and less than the ‘Stop Speed Threshold’.
Start Speed Hysteresis is provided for the start speed threshold to ensure that a normal amount of
variance in engine speed while in the Start Fuel State does not cause the control to enter the
Stopping state. After the control has reached the Start Fuel state, it will go to the Stopping state if
engine speed drops below the (Start Speed 1 Threshold – Start Speed Hysteresis) value.
Allowed values: 50% of Start Speed 1 to ‘Start Speed 1 Threshold’ in 8 rpm increments.
Start Fuel 1
Specifies the maximum permitted shaft position when the governor state is ‘Start Fuel 1’. Typical
value is the same as the full load actuator position.
Allowed values: 0–100%
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Start Speed 2 Threshold
Specifies the speed at which the Governor State changes from ‘start1’ to ‘start2.’ Typical value is
50% of the lowest speed reference. Only displayed if two start fuel limits are configured.
Allowed values: Must be between ‘Start Speed 1 Threshold’ and the ‘Stop Speed Threshold’, in 8
rpm increments.
Start Fuel 2
Specifies the maximum permitted shaft position when the governor state is ‘Start Fuel 2’. Only
displayed if two start fuel limits are configured.
Actuator Ramp Rate

Specifies the rate, in %/s, the control will move the actuator position from the Start Fuel 1 to the Start
Fuel 2 position once the speed exceeds the Start Speed 2 Threshold. If the ramp rate is set to its
maximum value, the change to the second start fuel setting is nearly instantaneous, essentially
eliminating the ramp feature. Only displayed if two start fuel limits are configured.
Allowed values: 0.235–200%/s
Max Starting Time

This is the maximum time the engine is allowed to stay within the Start Fuel state. This is used to
make sure that if there is a problem starting the engine, it will be stopped after a reasonable amount
of time.
Allowed values: 0–400 s
Run Speed Threshold

Specifies the speed at which the Governor State changes from ‘Start Fuel’ to ‘running.’ Typical value
is 90% of the lowest speed reference. If the engine speed is above the Run Speed Threshold, the
control will switch to one of the running states and start using the speed control to drive the actuator
position demand.
Allowed values: Must be greater than ‘Stop Speed Threshold’ and less than 4000, in 8 rpm
increments.
Engine Stopping Settings

Stop Speed Threshold
Specifies the speed at which the Governor State changes from ‘Stopping’ to ‘Stopped’. If the engine
is stopped by a shutdown, the control will go to the Stopping state and the engine must stop before
proceeding to any other state. If the engine is stopped by the Run Enable input, the control will again
go to the Stopping state. In this case, however, if engine speed is still above the Stop Speed
Threshold, making the Run Enable switch active again will allow the control to go directly back to the
running state. Below the Stop Speed Threshold, the control will not allow the engine to restart.
Allowed values: Must be greater than ‘Start Speed Threshold’ and less than ‘Run Speed Threshold’,
in 8 rpm increments.
Stop State Delay

The Stopped State Delay setting delays the change from the Stopping state to the Engine Stopped
state (where the engine can be started again). This is done to prevent starting the engine when it is
still turning and the speed input has failed. This time should be set to the time it will take the engine
to come to a full stop from the Start Speed 1 Threshold. Above the Start Speed 1 Threshold, the
speed signal loss will result in a speed sensor failure, and the engine will not restart until the control
is reset.
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Stopped State Holding Current
In the stopped state the control will drive the actuator closed with the Stopped State Holding Current.
This is a percent value of steady state current of the actuator. This acts like a return spring (electrical
return spring) if the power to the actuator is still there. This will help with diesel pump application or
throttle application where it is important to keep the actuator at the closed position if the engine is
stopped.
Error Detection Settings

Governing Error Low Range
Maximum error setting to trigger a Governing Error Low fault.
Allowed values: 0–4000 rpm
Governing Error Low Time

Governing Error Low speed range persistence, in seconds, prior to indicating a fault.
Governing Error High Range

Maximum error setting to trigger a Governing Error High fault.
Governing Error High Time

Governing Error High speed range persistence, in seconds, prior to indicating a fault.
Overspeed Threshold
Specifies the speed level that will trigger an overspeed shutdown fault.
Allowed values: 0–4080 rpm, but must be greater than Rated
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Modifiers Tab
The modifiers tab provides droop and speed setpoint biasing configuration settings.
Figure 6-5. Configuration Editor—Modifiers Tab
Droop Settings
Droop Mode
Determines what methods of adjustment of the speed setpoint are to be allowed.
Off–no droop is used, unit to remain in isochronous speed control.
On–actuator position droop is always enabled and active above Idle speed.
Digital Input–actuator position droop is enabled based on the droop discrete input. If this is
selected, a digital input must be configured for this function (see Discrete I/O tab).
Droop
Sets the percentage of actuator position droop when droop is enabled.
No Load
Sets the no load actuator position percentage for the droop function. Below this actuator position the
droop is zero.
Allowed values: 0% up to the ‘Full Load’ setting
Full Load
Sets the full load actuator position percentage for the droop function.
Allowed values: From the ‘No Load’ setting up to 100%
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Bias Settings
Bias Mode
Determines what methods of adjustment of the speed setpoint are to be allowed.
None–no biasing of the speed setpoint is used.
Raise/Lower–raise and lower setpoint adjustment commands are used. Must configure raise
and lower discrete I/O points to provide this function (see Discrete I/O tab).
Analog–analog biasing of the speed setpoint is used.
Analog or Raise/Lower–a combination of raise/lower and analog biasing are used to adjust the
speed setpoint. Must configure raise and lower discrete I/O points to provide this function (see
Discrete I/O tab).
Analog Input Selection

Configures the analog input to the AUX hardware input. A ‘normal’ input is scaled such that 0 V input
provides the minimum speed setting and a 5 V input corresponds to the maximum setting as defined
by the Bias Limit or Low/High Limit settings. An ‘inverted input’ selection is available to reverse the
direction, resulting in a 5 V minimum and a 0 V maximum speed setpoint command.
Max Analog Rate

Specifies the maximum ramping rates allowed for the speed setpoint Analog adjust function. Only
displayed if Analog is configured.
Allowed values: 1–1000 rpm/s
It is recommended the Max Analog Rate setting be set to a value that

will prevent overshoot and possible overspeed on enabling of the
Remote Input.
Lower Rate
Specifies the ramping rate for the speed setpoint Lower function. Only displayed if the Raise/Lower
function is configured.
Raise Rate
Specifies the ramping rate for the speed setpoint Raise function. Only displayed if the Raise/Lower
function is configured.
Analog Operational Mode

Determines how the analog input range will be applied to the speed setpoint.
Load Share / Sync Operation–biasing is based on a percentage band around the speed
setpoint (±10%).
Remote Speed Setpoint–biasing values are set to a specific speed range (1000 to 2000 rpm).
Bias Limit
Specifies the maximum desired speed band possible, as a percentage of Rated, possible with the
Raise/Lower Adjust or Analog functions.
Allowed values: 0–100% of speed setpoint
Low Limit
Specifies the lowest desired speed setpoint possible with the Raise/Lower Adjust or Analog
functions.
Allowed values: From zero rpm to the ‘High Limit’.
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High Limit
Specifies the highest desired speed setpoint possible with the Raise/Lower Adjust or Analog
functions.
Allowed values: From the ‘Low Limit’ up to 4000 rpm.
Due to a limitation of the Aux1 analog input, the Low Limit may need
to be set to a value about 3% below the desired minimum speed
setting when using AUX1. Aux 2–4 do not exhibit this limitation.
Fuel Limiting Tab

The fuel limiting tab provides run time and boost fuel limiting configuration settings.
Figure 6-6a. Configuration Editor—Fuel Limiting Tab

(5418-1680 software version)
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Figure 6-6b. Configuration Editor—Fuel Limiting Tab

(5418-6634 software only)
Figure 6-6c. Configuration Editor—Fuel Limiting Tab

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Figure 6-6d. Configuration Editor—Fuel Limiting Tab

Min Fuel Limiting Settings

Mode
Determines the runtime minimum fuel limiting mode. This setting is only available in software version
5418-2193.
Not Used–no min fuel limiting
Under-Torque Limiter–a speed-based curve will be used to determine the minimum fuel
percentage. When this mode is selected, curve selections for Max Fuel Limiting are not
available.
Speed (rpm)
Allowed values: Each point [5] must be larger than the previous and less than the next value, in
increments of 16 rpm.
Limit (%)
Sets the minimum actuator positions [5] based on the current speed.
Enable Delay (sec)

Determines the delay time before applying the Min Fuel Limiting.
Allowed values: 0–298 sec
When using an Under-Torque (Min Fuel) Limit, adequate overspeed

protection is required as the Min Limit function will limit the closing
of the fuel valve position command.
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Max Fuel Limiting Settings
Mode
Determines the runtime fuel limiting mode. The selections available will vary with software version
and Min Fuel Limit setting, when used.
Runtime Fuel Limiting–a max actuator position will be used to limit commanded fuel position.
Runtime Fuel Limiting with Transients–a steady-state and a transient fuel limit will be used.
Runtime Fuel Limiting Curve–a speed-based curve will be used to determine the fuel limit
percentage.
Boost Fuel Limiting Curve–an analog input-based curve will be used to determine the fuel
limit percentage.
Runtime Curve with Altitude Compensation–two curves: a speed-based and analog input-
based will be used to determine the fuel limit percentage (this mode is available only in software
5418-6634).
Maximum Fuel Limit

Sets the maximum permitted shaft position. Only displayed if the mode is set to either Runtime Fuel
Limiting or Boost Fuel Limiting Curve.
Steady State Fuel Limit

Sets the maximum permitted actuator commanded position during steady state conditions. Only
displayed if the mode is set to Runtime Fuel Limiting with Transients.
Transient Fuel Limit

Sets the maximum actuator position during a transient where the fuel demand is above the Steady
State Fuel Limit. Only displayed if the mode is set to Runtime Fuel Limiting with Transients.
Transient Fuel Limit Time

Determines the length of time the Transient Fuel Limit will be applied during a transient. Only
displayed if the mode is set to Runtime Fuel Limiting with Transients.
Runtime Fuel Limiting Curve Settings

These settings are only displayed if the fuel limiting mode is set to Runtime Fuel Limiting Curve or
Runtime Curve with Altitude Compensation.
Speed (rpm)
increments of 16 rpm.
Limit (%)
Sets the maximum actuator positions [5] based on the current speed.
If the Boost or Runtime fuel limiting curve inputs are changed,

control power must be cycled before the changes will take effect.
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Boost Fuel Limiting Curve Settings
These settings are only displayed if the fuel limiting mode is set to Boost Fuel Limiting Curve.
Analog Input
Configures the boost/map analog input to the AUX hardware input. A ‘normal’ input is scaled such
that 0 V input provides a 0% boost signal and a 5 V input corresponds to a 100% boost signal. An
‘inverted input’ selection is available to reverse the direction, resulting in a 5 V minimum and a 0 V
maximum boost input signal.
If Aux1 input is used, the input can be configured as either 0–5 V, ±3 V, or 0.5–4.5 V (5418-6634
firmware only). If configured as ±3 V, replace 0 V by
–3 V and 5 V by +3 V in the above discussion.
Input Type
Only displayed if the Input is selected as ‘Aux1’. Set to either 0–5 V, ±3 V, or 0.5–4.5 V (5418-6634
firmware only).
Boost (%)
increments of 1.2 percent.
Limit (%)
Sets the maximum actuator positions [5] based on the boost analog input.
Altitude Compensation Settings

These settings are only displayed if the fuel limiting mode is set to Runtime Curve with Altitude
Compensation. This mode is available in 5418-6634 firmware only.
Baro Input
Configures the atmospheric pressure analog input to the AUX hardware input. A ‘normal’ input is
scaled such that 0 V input provides a 0% boost signal and a 5 V input corresponds to a 100% boost
signal. An ‘inverted input’ selection is available to reverse the direction, resulting in a 5 V minimum
and a 0 V maximum boost input signal.
If Aux1 input is used, the input can be configured as either 0–5 V, ±3 V, or 0.5–4.5 V (5418-6634
firmware only). If configured as ±3 V, replace 0 V by
–3 V and 5 V by +3 V in the above discussion.
Input Type
Only displayed if the Input is selected as ‘Aux1’. Set to either 0–5 V, ±3 V, or 0.5–4.5 V (5418-6634
firmware only).
Baro (%)
increments of 1.2 percent.
Limit Scaler
Sets the altitude compensation scaler values [5]. The scaler calculated by a linear interpolation of
these values will be applied to runtime fuel limit value.
Allowed values: 0–1
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Dynamics Tab
The dynamics tab provides speed control dynamics settings. The dynamic settings can also be adjusted
from the Edit Speed Dynamics screen during run-time.
Figure 6-7. Configuration Editor—Dynamics Tab
Dynamics Settings
Overall Mode
Set to Single or Dual dynamics. If ‘Dual’ is selected, must configure a Dual Dynamics discrete input
to provide this function (see Discrete I/O tab).
Cold Start Gain

Sets the gain to be used during a start. Typically this is set to a lower than normal gain value. To
disable the Cold Start Gain, set the Cold Start Gain Timer to zero.
Allowed values: 0–0.778 %/rpm
Cold Start Gain Timer

Sets the number of seconds the Cold Start Gain is used during a start. To disable the Cold Start
Gain, set the Timer to zero.
Delay switch (between Dyn 1 and Dyn 2)

The delay, in seconds, before the dynamics actually changes to the selected set (either from
dynamics 1 to dynamics 2 or vice versa).
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Mode (Dynamics 1 and 2)
Sets the functional mode for the P-gain term of the PID. This can be individually set for both sets of
dynamics, if used.
Rated–a single speed gain term is used which remains constant and does not vary with engine
speed or load. These are simple dynamics that suit most constant speed applications. Rated
dynamics are typically used on engines that operate continuously at rated speed or on variable
speed engines that tend to be stable at all speeds with constant dynamic settings.
Idle Rated–the gain term will be changed linearly between Idle and Rated speed. Idle gain
applies when operating at idle speed. Rated gain applies when operating at rated speed. The
gain varies linearly between the two settings at intermediate speeds and is limited by the idle
and rated gain setting at speeds below idle and above rated. Idle/Rated dynamics are useful for
variable speed engines that tend to be less stable at idle speed with optimum rated speed
dynamic settings. Must configure an Idle/Rated discrete input to provide this function (see
Discrete I/O tab).
Rated Curve–the gain term will be adjusted based on actuator position using a 5-pt curve. Fuel
demand is roughly proportional to load but not necessarily in a linear manner. A 5-breakpoint
gain curve is provided to map gain versus fuel demand. Gain is applied linearly between
breakpoints. A common gain setting is also provided to shift all gain curve gains higher or lower.
This gain curve is particularly useful for non-linear fuel systems (for example, intake butterfly
valves).
Idle Rated Curve–the gain will be adjusted using both by actuator position and speed. Must
configure an Idle/Rated discrete input to provide this function (see Discrete I/O tab).
Selection of Dynamics 2 curve options is only allowed if Dynamics 1

is also set to a curve option.
Integral
Speed control PID integral term in repeats per second.
Allowed values: 0–19.16 repeats/s
Derivative
Speed control PID derivative term in seconds.
Allowed values: 0–1.66 s
Gain Window
Speed control PID gain window, in rpm. When the speed error is greater than the window, the Gain
is multiplied by the Gain Ratio.
Gain Ratio
Speed control PID gain ratio. When the speed error is greater than the window, the Gain is multiplied
by the Gain Ratio. To disable the dual gain window, set the Gain Ratio to 1.
Position (%)
Position breakpoints for the gain curve.
increments of 0.4 percent. Range: 0–100%
Gain (%/rpm)
Sets the gain value [5] based on the position.
Allowed values: 0–0.778 %/rpm

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Common Gain
Speed control PID common gain. This setting is a multiplier on the entire gain curve settings. A
Common Gain setting of 1 provides no bias.
Discrete I/O Tab

The Discrete I/O tab provides discrete input and discrete output configuration settings.
Figure 6-8. Configuration Editor—Discrete I/O Tab
Input Configurations
This section facilitates the mapping of the control functions to the desired Aux input. Options include:
• Always Off
• Aux1 (active closed)
• Aux1 (active open)
• Always On
Any unused function is typically turned off by selecting ‘Always Off’, the exception to this is the Run
Enable which requires an ‘Always On’ selection or the control will never run.
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Selecting ‘Active Closed’ for a function will activate a function whenever the aux input voltage is above
the ON threshold (refer to the Specifications section for On and Off thresholds). Likewise, selecting
‘Active Open‘ will activate the function when the aux input is below the OFF threshold. An “Active Closed’
setting is recommended.
Input Configuration Settings

Raise
Select the desired input for this function.
Lower
Dual Dynamics
Idle / Rated
Rated 2
Droop
Run Enable
It is recommended that all inputs be configured for the failsafe

‘Active Closed’ mode, to ensure maximum fault protection.
Output Settings
Relay Output Configuration
The relay output can be configured to one of the following:
Normally On–Sets the relay driver to a normally on mode that turns off for any of the faults
selected. This is the preferred, failsafe output configuration.
Normally Off–Sets the relay driver to a normally off mode that turns on for any of the faults
selected.
It is recommended that the Relay Output be configured for the

failsafe ‘Normally On’ mode, to ensure maximum fault protection and
annunciation. Failure to follow these guidelines could, under
exceptional circumstances, lead to personal injury and/or property
damage.
Relay Output Fault Selections

The list of faults displayed can be individually selected to activate the relay output. Any of the selected
faults will either turn the output off if configured for Normally On or turn the output on if configured for
Normally Off.
It is recommended that all faults be configured to activate the

discrete output, this ensures maximum fault annunciation.
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Alarm / Shutdown Tab

The Alarm/Shutdown tab provides alarm and shutdown configuration settings.
Figure 6-9. Configuration Editor—Alarm/Shutdown Tab
Alarm / Shutdown Fault Settings
It is recommended that all faults be used and configured as

shutdowns to ensure maximum fault protection.
Fault Selection (Shutdown or Alarm)

Set the desired action for each of the faults from the list. Setting the selection to a Shutdown will
position the output to the configured Fault Direction (see Overview tab). Setting the selection to an
Alarm will allow the unit to attempt to continue running. For details on each of these fault conditions,
refer to the Fault section in the manual (Chapter 4).
• Temperature Sensor Failed
• Supply Voltage Fault
• Relay Fault
• Over Temperature
• Position Error
• Governor Error High Speed
• Governor Error Low Speed
• At Minimum Fuel Limit (5418-2193 software only)
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The following conditions are dedicated shutdown conditions.
• EEPROM Fail
• Position Sensor Failed
• Overspeed
• Max Starting Time
• Loss of Speed Input
• Run Enable
The following conditions are dedicated alarm conditions.

• Watch Dog Reset
• Brown Out Reset
It is recommended that all faults be configured as shutdowns and

selecting ‘Enable Fault Latching’, this ensures maximum fault
protection and prevent erratic on/off fault behavior.
Enable Fault Latching

Set to either latching (checked) or non-latching. When set to latching, a reset command or a power
cycle must be issued to clear the fault. When non-latching is configured, as the fault condition goes
away the control will be ready for operation. The fault log will indicate any faults that have occurred
and subsequently cleared.
Position Error Maximum

Sets the magnitude of the position error fault.
Allowed values: 0–100% of stroke
Position Error Delay

Sets the delay that the position error must persist before indicating a position error fault.
Security Tab
The security tab provides the security configuration settings. To use any security, the Read Configuration
security must be configured for use. Once selected, the Security Password must be set (Figure 6-11).
One common password is used for all security selections. The password entry is prompted (Figure 6-12)
whenever a secured function is selected by the user.
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Figure 6-10. Configuration Editor—Security Tab
Security Configurations
All checked features will have the security password enforced prior to allowing the function. Unchecked
features will not be prompted with a password.
Read Configuration
When checked, requires a password before the configuration can be read from the L-Series control
(protects Open From Control execution).
This is the minimum level of protection and is required in order to use any other security option.
Configuration Load
When checked, requires a password before a configuration can be loaded into the L-Series control
(protects Load to Control execution).
Allow unsecured tuning of speed input and speed settings

When checked, allows password-free access to speed and speed setpoint adjustments from the Edit
Speed Settings menu item. To use this feature, the Configuration Load security option must be
selected.
Allow unsecured tuning of under-torque fuel limiter settings (5418-2193 software only)
When checked, allows password-free access to Min Fuel Limit “Limit” settings from the Tools / Edit
Configuration Settings menu item. To use this feature, the Configuration Load security (Security tab)
and the Under-Torque Limiter (Fuel Limiting tab) options must be selected.
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Speed Dynamics Edit
When checked, requires a password before allowing tuning to the speed PID (protects Edit Speed
Dynamics screen).
Position PID Edit

When checked, requires a password before allowing tuning to the position PID (protects Edit Position
PID screen).
Position Calibration
When checked, requires a password before the position calibration mode can be entered (protects
Manual and Automatic Position Calibration screens).
Figure 6-11. Security Tab Set Password Pop-up
Figure 6-12. Password Entry Prompt
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Loading the Configuration (Save)
Select the File/’Load to Control’ option from the menu or Blue Arrow icon on the Configuration Editor to
load the changes into the control. The L-Series speed must be zero prior to allowing a ‘Load’ command.
This feature can be optionally password protected.
Figure 6-13. Configuration Loading
Load Configuration File to Control
Figure 6-14. Direct Load of Configuration File
The ‘Load Configuration File to Control’ option under the File menu allows loading a configuration file to a
control without opening it. Thus, a password-protected configuration file can be downloaded without
entering the password while preserving the configuration’s security.
If the control that is being downloaded to already contains a configuration with password protection
enabled for configuration loads, that password is still required.
This option is only available in Service Tool version 2.1 and newer.
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Configuration Checks
Whenever a configuration is saved or loaded to the control, some basic checks are performed. This check
cannot determine is the values are realistic, but it makes sure that values are loaded into the required
parameters. If an error is found, the Service Tool will not allow the load or save function to be performed
until the error is corrected. Warnings are displayed for the purpose of configuration confirmation, but they
will not inhibit the save or load function.
Review ALL settings shown on ALL Configuration screens to verify

that all configuration settings are correct before loading settings to
the control. Configuration changes do not take effect until they are
loaded to the control.
Configuration Errors
1. Speed Setpoint has not been selected–A speed setpoint mode must be configured prior to use.
See Setpoint tab.
2. Speed Input has not been configured–The speed settings must be configured prior to use. See
Speed Input section on Overview tab, specifically check the 2 Stroke or 4 Stroke selection.
3. Improperly configured speed settings (Overspeed setting, Number of Cylinders, or Stroke)–
The speed settings have been configured beyond the sensing limits of the L-Series input capability.
This only affects speed inputs configured as ignition. See the Control (for overspeed threshold) and
Overview (for speed settings) tabs.
4. Overspeed threshold must be greater than idle setpoint–A properly set speed configuration is
detected. The Overspeed Threshold must be set to a level higher than the Idle speed setpoint. See
the Setpoint and Control tabs.
5. Overspeed threshold must be greater than rated setpoint–A properly set speed configuration is
detected. The Overspeed Threshold must be set to a level higher than the Rated speed setpoint. See
6. Overspeed threshold must be greater than rated 1 setpoint–A properly set speed configuration is
detected. The Overspeed Threshold must be set to a level higher than the Rated1 speed setpoint.
See the Setpoint and Control tabs.
7. Overspeed threshold must be greater than rated 2 setpoint–A properly set speed configuration is
detected. The Overspeed Threshold must be set to a level higher than the Rated2 speed setpoint.
See the Setpoint and Control tabs.
8. Rated setpoint must be greater than the idle setpoint–A properly set speed configuration is
detected. The Rated speed setpoint must be set to a level higher than the Idle speed setpoint. See
9. Rated 1 setpoint must be greater than the idle setpoint–A properly set speed configuration is
detected. The Rated1 speed setpoint must be set to a level higher than the Idle speed setpoint. See
the Setpoint tab.
10. Rated 2 setpoint must be greater than the idle setpoint–A properly set speed configuration is
detected. The Rated2 speed setpoint must be set to a level higher than the Idle speed setpoint. See
the Setpoint tab.
11. Password must be set when security is enabled–To use security, a password must be selected.
See Security tab.
12. Configured Run-Enable discrete in as Always Off–The Run Enable discrete input cannot be
Always Off or the unit will never run. See the Discrete I/O tab.
13. When dynamics 2 is set to rated-curve mode, dynamics 1 must be in rated-curve or idle-rated-
curve mode–An incompatibility between the Dynamics modes has been detected. To use the Rated
curve dynamics option for dynamics 2, the Rated curve or Idle/Rated curve option must be selected
for dynamics 1. See the Dynamics tab.
14. When dynamics 2 is set to idle-rated-curve mode, dynamics 1 must be in idle-rated-curve
mode–An incompatibility between the Dynamics modes has been detected. To use the Idle/Rated
curve dynamics option for dynamics 2, the Idle/Rated curve option must also be selected for
dynamics 1. See the Dynamics tab.
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15. Configured Dual Dynamics but no Dual-Dynamics discrete in–An incompatibility between the
Dynamics mode and Dual Dynamics discrete input is detected. To use the Idle/Rated dynamics
option, the Dual Dynamics discrete input cannot be Always Off. See the Dynamics and Discrete I/O
tabs.
16. Configured Idle/Rated Dynamics but no Idle/Rated discrete in–An incompatibility between the
Dynamics mode and Idle/Rated discrete input is detected. To use the Idle/Rated dynamics option, the
Idle/Rated discrete input cannot be Always Off. See the Dynamics and Discrete I/O tabs.
17. Configured Idle/Rated Dynamics Curve but no Idle/Rated discrete in–An incompatibility between
the Dynamics mode and Idle/Rated discrete input is detected. To use the Idle/Rated curve dynamics
option, the Idle/Rated discrete input cannot be Always Off. See the Dynamics and Discrete I/O tabs.
18. Configured Idle/Rated Speed Setpoint but no Idle/Rated discrete in–An incompatibility between
the Speed setpoint mode and Idle/Rated discrete input is detected. To use the Idle/Rated option, the
Idle/Rated discrete input cannot be Always Off. See the Setpoint and Discrete I/O tabs.
19. Configured Rated1/Rated2 Speed Setpoint but no Rated2 discrete in–An incompatibility between
the Speed setpoint mode and Rated2 discrete input is detected. To use the Rated1/Rated2 option,
the Rated2 discrete input cannot be Always Off. See the Setpoint and Discrete I/O tabs.
20. Configured Idle/Rated1/Rated2 Speed Setpoint but no Idle/Rated discrete in–An incompatibility
between the Speed setpoint mode and Rated2 discrete input is detected. To use the
Idle/Rated1/Rated2 option, the Rated2 discrete input cannot be Always Off. See the Setpoint and
Discrete I/O tabs.
21. Configured Idle/Rated1/Rated2 Speed Setpoint but no Rated2 discrete in–An incompatibility
between the Speed setpoint mode and Rated2 discrete input is detected. To use the
Idle/Rated1/Rated2 option, the Rated2 discrete input cannot be Always Off. See the Setpoint and
Discrete I/O tabs.
22. Configured Droop Digital Input but no Droop discrete in–An incompatibility between the Droop
mode and Droop discrete input is detected. To use the Droop Discrete input option, the Droop
discrete input cannot be Always Off or Always On. See the Modifiers and Discrete I/O tabs.
23. Configured Raise/Lower Bias but no Raise discrete in–An incompatibility between the Speed
setpoint and Raise Speed discrete input is detected. To use the Speed Setpt Raise/Lower, the Raise
discrete input cannot be Always Off or Always On. See the Setpoint and Discrete I/O tabs.
24. Configured Raise/Lower Bias but no Lower discrete in–An incompatibility between the Speed
setpoint and Lower Speed discrete input is detected. To use the Speed Setpt Raise/Lower, the Lower
discrete input cannot be Always Off or Always On. See the Setpoint and Discrete I/O tabs.
25. Configured Analog or Raise/Lower Bias but no Raise discrete in–An incompatibility between the
Speed setpoint and Raise Speed discrete input is detected. To use the Speed Setpt Analog or
Raise/Lower option, the Raise discrete input cannot be Always Off or Always On. See the Setpoint
and Discrete I/O tabs.
26. Configured Analog or Raise/Lower Bias but no Lower discrete in–An incompatibility between the
Speed setpoint and Lower Speed discrete input is detected. To use the Speed Setpt Analog or
Raise/Lower option, the Lower discrete input cannot be Always Off or Always On. See the Setpoint
and Discrete I/O tabs.
27. Rated Speed Setpoint mode selected and Idle Rated Dynamics selected–An incompatibility
between the Speed setpoint and Speed Dynamics is detected. See the Setpoint and Dynamics tabs.
28. Rated Speed Setpoint mode selected and Idle Rated Curve Dynamics selected–An
incompatibility between the Speed setpoint and Speed Dynamics is detected. See the Setpoint and
Dynamics tabs.
29. Startup Select Rated 1/2 mode selected and Idle Rated Dynamics selected–An incompatibility
30. Startup Select Rated 1/2 mode selected and Idle Rated Curve Dynamics selected–An
Dynamics tabs.
31. Runtime Select Rated 1/2 Mode selected and Idle Rated Dynamics selected–An incompatibility
32. Runtime Select Rated 1/2 Mode selected and Idle Rated Curve Dynamics selected–An
Dynamics tabs.
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Configuration Warnings
1. Multiple functions configured for Aux1 input–This indication is provided to make sure the Aux1
input was configured as expected.
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Chapter 7.
Setup and Tuning
Introduction
The L-Series is configured using the Service Tool, refer to Chapter 5 for Service Tool installation and
connection instructions. This chapter covers the process of tuning and servicing the control via the L-
Series Service Tool. It is assumed that the control has already been installed on the engine.
An application requires the following setup steps. In many applications these steps have already been
performed by the OEM.
• Configure the L-Series control (configuration is covered in Chapter 6).
• Tune the Speed control loop PID.
The following optional features are also available:

• Calibrate the Position Feedback range.
• Verify Position feedback calibration.
• Tune the Position control loop PID. For most applications, the default gains do not need to be
changed.
• Modify Configuration settings (speed, speed setpoint, fuel limiting).

Setup and tuning features can be individually password protected for

security purposes. If security is applied, these features will not be
accessible without the password.

tuned. For most applications, the default gains do not need to be
changed. Min Position and Fail Direction should be checked.
Tuning the Speed PID

The Service Tool can be used to tune the Speed PID or to just trend/monitor the speed PID output. The
Speed PID Dynamics screen (Figure 7-1) is opened by selecting ‘Edit Speed Dynamics’ under the ‘Tools’
menu.
Pressing the Properties button pops open the Properties Window. From this window the user can adjust
the trending window properties including the speed range, update rate and display range.
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Figure 7-1. Service Tool–Speed Dynamics
Editing of Configuration Settings

If configured, a window (Figure 7-2) is selectable under that Tools menu that allows editing of various
configuration settings. The settings in this window are a subset of the complete configuration and are not
password protected. When this feature is used, the complete configuration is typically password
protected.
The settings in this window can only be changed while connected to the control (on-line) and when the
engine is stopped (speed is zero). This option is only available if the ‘Allow unsecured tuning of speed
input and speed settings’ and/or ‘Allow unsecured tuning of under-torque fuel limiter settings’ are selected
on the Security tab in the Configuration Editor. The settings available are dependent on software version
and configured options. The Modifiers tab is only available in Service Tool version 2.1 and newer.
For details on the parameters that appear in this window, refer to Chapter 6.
Figure 7-2a. Edit Configuration Settings Menu (5418-2193 software only)
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Figure 7-2b. Speed Input Window (5418-1680 software version)
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Figure 7-2c. Configuration Settings Window (5418-2193 software only)
A Cancel command will prevent the control from saving any changes
into permanent non-volatile memory; however, the values are still
displayed and used out of RAM. To completely cancel any changes,
power to the control must be cycled.
Tuning the Position PID

The Position PID tuning screen (Figure 7-3) is opened by selecting ‘Edit Position PID’ from the ‘Tools’
menu. The Service Tool can be used to tune the Position PID or to just trend/monitor the position PID
output. In addition, the L-Series control can be put into a manual control mode from this screen by
selecting the “Enable Manual Position Tuning’ checkbox. Once in manual mode, the position setpoint box
is highlighted and the value displayed is actively positioning the output. Use this command to create step
changes for the PID and monitor the response using the displayed trend.
Pressing the Properties button pops open the Properties Window (Figure 7-4). From this window the user
can adjust the trending window properties including the update rate and display range.
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Figure 7-3. Service Tool—PID Tuning Window
Figure 7-4. Service Tool—PID Tuning Properties Window
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Position Calibration and Verification

Position calibration is available to map the position command input to the actual rotational travel of the
unit. It is only used when the full travel of the actuator is constrained or limited such that 0 to 60 degrees
of travel is not used. For example, an application-specific position calibration could map 0–100% position
command to 10–40 degrees actual rotation.
There are two methods available to perform a position calibration: Automatic or Manual. If the application
has hard stops that correspond to the actual min/max travel, then either Auto or Manual methods can be
used—although auto is easier. If hard stops are not available, then the auto method will give invalid
results and the manual method must be followed.
The Service Tool can be used to calibrate the control to end user stops (physical or soft) or to verify the
position calibration. To get to the Position Calibration screens select the desired function from Position
Calibration under the Tools menu selection.
Position Calibration is only used when the full travel of the actuator
is constrained or limited such that 0 to 60 degrees of travel is not
used.
Figure 7-5. Service Tool—Manual Position Calibration Selection
Calibration Sequence Overview

The following outlines the basic steps required to execute the position calibration.
Automatic Mode
1. Select Automatic Position Calibration Mode.
2. Select cw or ccw Direction.
3. L-Series automatically rotates in both cw and ccw directions until the stops are detected. The values
are then captured and stored.
4. When completed, cycle the power on the L-Series.
5. It is recommended that a Position Verification be performed to confirm the calibration is correct. See
Position Verification below.
Manual
1. Determine the rotational travel limits. This can be done by positioning the unit to the minimum and
maximum positions and recording the position settings.
2. Select Manual Position Calibration Mode.
3. Select Direction.
4. Enter the pre-determined rotational travel limits values.
5. When completed, cycle the power on the L-Series.
6. It is recommended that a Position Verification be performed to confirm the calibration is correct. See
Position Verification below.
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Position Verification
The Position Verification screen (Figure 7-6) is opened by selecting ‘Verify Position’ from the ‘Position
Calibration’ drop-down under the ‘Tools’ menu. When the Verify Position screen is entered, the control is
put into position control and the position is set to the position the control was at when the screen was
entered. The screen displays the “User” Requested Position, Actual Position, Minimum Position, and
Maximum Position. These User Positions are calculated from the user-calibrated stops.
The Full Travel Actual Position is the full stroke factory position without user stops after software
linearization. The Full Travel Sensor Position is the full stroke factory position without user stops before
software linearization. The Full Travel Sensor Position will match the TPS Output Signal.
The Verify Position screen can be used to check the calibration or to get the minimum and maximum
position values for the manual calibration. If the Enable Requested Position Tuning box is checked the
valve can be positioned anywhere from 0 to 100% of the user minimum and maximum stops by entering a
value into the Requested Position. If the Enable Requested Position Tuning box is unchecked the valve
will go limp and can be physical positioned by hand.
If the full factory position calibration range is not being used (the
Manual or Automatic Calibration has been performed) and the
minimum position direction is changed, the calibration must be run
again for the Verify Position mode to work correctly.
Figure 7-6. Service Tool—Verify Position Calibration
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Manual Calibration
The Manual position calibration screen (Figure 7-7) is opened by selecting ‘Manual’ from the ‘Position
Calibration’ drop-down under the ‘Tools’ menu. The manual calibration mode is used to set the minimum
position and fail direction and to calibrate the valve to user soft stops (inside of any physical stops). The
first screen to appear when entering the manual mode is used to set the minimum position and fail
direction. This setting must be correct before manually calibrating the valve.
Figure 7-7. Service Tool—Manual Position Calibration
The next screen is used to set the minimum and maximum positions for the user soft stops. To find the
minimum and maximum soft stops use the verify position mode described above to position the valve and
use the Full Travel Actual Position reading for minimum and maximum position values.
After leaving this mode, power must be cycled for the new settings to
take effect.
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Figure 7-8. Service Tool—Manual Position Calibration Settings
Automatic Calibration
The Automatic position calibration screen (Figure 7-9) is opened by selecting ‘Automatic’ from the
‘Position Calibration’ drop-down under the ‘Tools’ menu. The automatic calibration mode is used to set
the minimum position and fail direction and to calibrate the valve to user physical stops (mechanical hard
stops). Like the manual mode, the first screen to appear is used to set the minimum position and fail
direction. This setting must be correct before automatic calibration is performed.
After setting minimum position and fail direction the screen below will appear. The control is now moving
first to the ccw stop and then to the cw stop to get the physical minimum and maximum positions.
After leaving this mode, power must be cycled for the new settings to
take effect.
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Figure 7-9. Service Tool—Auto Position Calibration
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Chapter 8.
Troubleshooting
Introduction
This chapter presents several broad categories of application failures typically experienced in the field,
possible causes, and some tests used to verify the causes. Because the exact failure experienced in the
field is the product of the mechanical/electrical failure combined with the configuration file resident in the
control, it is left as the OEM’s responsibility to create a more detailed troubleshooting chart for the end
user. Ideally, this end-user troubleshooting chart will contain information about mechanical, electrical,
engine, and load failures in addition to the possible governor failures. For more detailed information about
governor system failure modes and effects, contact Woodward for a copy of the system DFMEA.
The troubleshooting scenarios listed below assume that the end user has a digital multimeter at his
disposal for testing voltages and checking continuity, and assume that the application has been
engineered and tested thoroughly.
There are four parts to the troubleshooting section:

• General Troubleshooting
• Engine/Generator Troubleshooting
• Troubleshooting Alarm/Shutdown Diagnostic Flags
• Input/Output (I/O)Troubleshooting
The engine 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, loss of life, or
property damage.
The overspeed shutdown device must be totally independent of the

prime mover control system. An overtemperature or overpressure
shutdown device may also be needed for safety, as appropriate.
The actions described in this troubleshooting section are not always

appropriate in every situation. Always make sure that any action
taken will not result in loss of equipment, personal injury, or loss of
life. Check with the local authority having jurisdiction.
The L-Series wiring must be in accordance with North American

Class I, Division 2 or Zone 2 wiring methods as applicable, and in
accordance with the authority having jurisdiction.
The L-Series is used on prime movers that typically have a high

noise level. Always use appropriate hearing protection while working
around the L-Series.
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General System Troubleshooting Guide

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

• Is the direction of the stroke correct?
• Is the direction of the failsafe shutdown correct?
• Does the valve move through its proper stroke smoothly?
• Does the valve travel its full stroke?
• Can mid-stroke be obtained and held?
• Does the valve fully seat (close)?
• Does the valve fully open?
Engine/Generator Troubleshooting
Table 8-1. Engine/Generator Troubleshooting Chart
Problem Possible Cause Suggested Test/Correction

Engine does not start Stuck throttle/frozen shaft Move throttle by hand. Assess smoothness,
friction, and return spring force.
Power not applied to control Disconnect starter motor solenoid. Disconnect

harness from governor. Test for +12/24 V
between +12/24 V pin and ground pin.
Run Enable not closed Verify status of input. Measure input. Verify
input and configuration using Service Tool.
Incorrect configuration in control. Using Service Tool, read configuration from

control and evaluate parameters for correction.
Using Service Tool, read faults from control.

Fault detected in control. Verify/correct any shutdown conditions.
Remove and reinstall MPU per OEM’s

MPU gap too large instructions. Rotate engine manually to check
for interference.
Disconnect harness from governor. Test for at

MPU signal connection open least 1 Vrms between MPU+ pin and MPU–
pin while the flywheel is spinning.
Ignition signal connection open Disconnect harness from governor. Test for
bouncing voltage between IGN pin and ground
pin while the engine is starting/firing.
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Table 8-1. Engine/Generator Troubleshooting Chart (cont’d.)

The actuator is not The control is configured for the Check cw/ccw min fuel direction configuration.
opening the fuel control wrong opening direction.
valve during engine Make sure the run enable input is made active.
cranking. The Run Enable input is not Check wiring.
enabled. See overview screen on
service tool.
Reset the control by cycling power to the
The control has detected a control, hitting reset on the Service Tool, or
shutdown situation and has not toggling the run enable switch.
been reset.
Check fuse, wiring, and battery voltage.
There is no power supplied to the
control.
Fix or replace speed sensor, fix wiring or install
The control does not read any speed sensor correctly according to the speed
speed. Speed sensor defect, wiring sensor manual.
defect, or incorrect speed sensor
installation.
Start speed is set too high. Lower start speed
The control reads an actual engine threshold.
speed below the start speed
threshold.
Set up the Start Fuel to the correct value for
The Start fuel 1 and or 2 setup is this engine.
incorrectly set.
The engine overspeeds An overshoot in speed is caused by Acceleration ramp rate is set too high.
on start-up. an excessive speed setpoint
acceleration.
The overspeed trip level is Verify the overspeed trip setting configuration.
configured incorrectly.
Incorrect speed input configuration. Verify the input speed configuration settings
(number of teeth). Check the sensed speed
compared to an external engine speed
indicator.
Gains not set properly for transients If overspeed occurs on transient, raise
common gain to reduce overshoot.
Start Fuel Limit not set properly Lower rpm run threshold or lower start fuel
position.
Speed sensing error Follow instructions for MPU or ignition signal

intermittent under Speed Sensor Error.
Engine starts, but shuts Speed sensing error Follow instructions for MPU or ignition signal
down on error intermittent under Speed Sensor Error.
Error detected by control. Verify the exact cause of the error using the
Service Tool.
Incorrect mode of AUX inputs shorted or open Disconnect starter motor solenoid. Disconnect
operation (speed, speed harness from governor. Check for correct
bias function, dynamics) voltage level between AUX pin(s) under
question and ground pin for known application
modes.
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The engine will not go to The Idle Rated input wiring is Check wiring.
rated speed. defective. See overview screen for
input position.
The high, low, and active open or Set up the correct input modes.
closed selection for the Idle Rated
input is selected incorrectly.
The Control is not configured for Configure the Control for Idle Rated operation
Idle Rated operation. if that is the desired operation mode.
The engine will not go to The Idle Rated input wiring is Check wiring.
idle speed. defective. See overview screen for
input position.
closed selection for the Idle Rated
input is selected incorrectly.
The Control is not configured for Configure the Control for Idle Rated operation
Idle Rated operation. if that is the correct operation mode.
The engine will not raise The Raise input wiring is defective. Check wiring.
the speed setpoint. See overview screen for input
position.
closed selection for the Raise input
is selected incorrectly.
The Control is not configured for Configure the Control for Raise Lower
Raise Lower operation. operation or Raise Lower and Analog if that is
the correct operation mode.
The Lower input is also active and Set up the lower input to the correct state. The
the Analog Raise Lower is engine will not lower the speed setpoint.
configured.
The lower is active and only Raise Set up the lower input to the correct state. The
Lower is selected. The Control will engine will not lower the speed setpoint.
lower the speed if Raise and Lower
are selected at the same time.
The engine will not The Lower input wiring is defective. Check wiring.
lower the speed See overview screen for input
setpoint. position.
closed selection for the Raise input
is selected incorrectly.
The Control is not configured for Configure the Control for Raise Lower
Raise lower operation. operation or raise lower and analog if that is
the desired operational mode.
The Raise input is also active and Set the lower input to the correct state. The
the analog Raise Lower is engine will not lower the speed setpoint.
configured. The control is in analog
mode.
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Engine unstable Improperly tuned speed or position Using Service Tool, tune the position
PID dynamics. dynamics. In most cases the default dynamics
are appropriate.
Using Service Tool, tune the speed dynamics.

Intermittent or incorrect speed Verify speed signal shielding
signal. recommendations (chapter 3) have been
followed.
Verify speed input is wired correctly. Ignition

and MPU cannot be wired simultaneously.
Dual dynamics discrete input Disconnect starter motor solenoid. Activate
shorted or open application.
Check for correct voltage level between dual

dynamics AUX pin and ground pin for known
application mode.
Poor frequency control Improperly tuned dynamics. Using Service Tool, tune the speed control
dynamics.
Improperly tuned dynamics. Using Service Tool, tune the position
dynamics. In most cases the default dynamics
are appropriate.
Friction improperly set. Using Service Tool, adjust the Friction setting.
Unable to develop full Non-indexed linkage slipped on Manually verify full travel of throttle plate.
power shaft.
Fault detected in control. Using Service Tool, view status of fault codes.
Take appropriate action for active faults.
Shorted/bad MAP sensor signal If using MAP fuel limiting, disconnect starter
motor solenoid. Verify the input voltage
matches expected voltage for known
atmospheric conditions.
Discrete output not Wiring fault. Check the wiring leading to pin 9 for open
working connections or misconnections.
Verify that pin 9 is not connected directly to

input power or ground.
Configuration. Using the Service Tool, verify that the faults

and shutdowns are selected properly and that
the output is configured for expected operation
(either normally “on” or normally “off”).
Service Tool not Wiring fault. Check AUX3 and AUX4 for loose or
communicating–‘Not misconnected connections.
Connected’ status
indicated The Service tool is disconnected. Verify harness setup and connections (see
Chapter 4).
The wrong communication port has Check that Service Tool is running.
been selected.
Verify the port setting is correct.
Check fuse, wiring, and battery voltage.
Connect the service tool by using the connect

menu.
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Service Tool not Old version of Service Tool or file Re-install Service Tool, get the latest version
communicating–‘Error corruption or bad install. from the Woodward web site
message displayed on (www.woodward.com/software)
PC when trying to
connect
Service Tool will not Cap Lock is on. Password is case sensitive, make sure you
accept password enter the password correctly using upper and
lower case.
If password is lost contact the OEM for
retrieval.
Troubleshooting Diagnostic Fault Flags

Table 8-2. Troubleshooting Diagnostic Fault Flags
Error Flag Description Possible Source Possible Action

Supply Voltage The power supply voltage Bad or damaged battery. Replace battery.
Failure is higher than the
diagnostic limits. Defective battery charging system. Fix battery charging system.
The Power supply voltage Incorrect setting of power supply Set correct voltage levels on
is lower than the voltage level. power supply.
diagnostic limits.
Power supply wiring too long or too Make sure wiring is of the
thin. Control will flag low voltage correct thickness and length
during higher power uses. according to manual.
Temperature This error is set if the Control has been placed in an Lower temperature by adding
Sense Failed temperature inside the environment that is too hot or too cooling, heat shielding, moving
control is higher or lower cold. the unit, etc.
than allowed by the
specifications. The internal temperature sensor is Increase temperature by adding
defective. This can be determined heat.
by checking the temperature of the
unit and comparing this to the Return unit to Woodward for
service tool value of the electronics repair.
temperature.
Governor High This error is set if the The actuator is not capable of Check the torque needed to
Speed actual speed if higher than closing the fuel control valve (max close the fuel valve against the
the speed setpoint plus a torque). available torque.
configured limit for longer
than the configured time. The fuel control valve is jammed or Fix or replace valve.
stuck.
The actuator is setup incorrectly. Run the position setup wizard to
Zero percent position will not set up the actuator correctly. 0%
completely close the fuel valve. will close fuel valve.
The linkage is moved or Fix or replace linkage.

disconnected.
The engine is not responding Check with the engine

correctly. troubleshooting manual.
The detection margins are set too Set the margins to an

low. acceptable level.
The detection time is set up too Set the detection time to an

short. A normal load transient will acceptable level.
trigger this error.
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Governor Low This error is set if the The actuator is not capable of Check the torque needed to
Speed actual speed if lower than opening the fuel control valve (max open the fuel valve against the
the speed setpoint minus torque). available torque.
a configured limit for
longer than the configured The fuel control valve is jammed or Fix or replace valve.
time. stuck.
The actuator is set up incorrectly. Run the position setup wizard to

100% position will not completely set up the actuator correctly.
open the fuel valve. 100% will open fuel valve.

disconnected.
The engine is not responding Review the engine

The fuel supply to the engine is Open restriction in fuel supply,

restricted. check filters.
The load on the engine is too high. Reduce load on the engine to an
acceptable limit for this engine.
The detection margins are set too Set the margins to an

low. acceptable level.
The detection time is set up too Set the detection time to an

short. A normal load transient will acceptable level.
trigger this error.
Max Starting Time The max staring time error Start fuel is set to low. Engine will Set start fuel limit to a level
will be set if the engine is not reach run speed. where the engine will reach run
not above run speed speed or lower run speed if a
within a configured possible.
amount of time.
Low temperature of engine will not Select two start fuels with ramp
start engine at start fuel selected. to ramp to more or less fuel
during the engine start.
Engine is defective and will not Check with the engine
start. troubleshooting manual.
Overspeed This diagnostic flag will be The overspeed parameter has not Set the correct overspeed value.
set if the actual engine been set. Factory default is zero
speed is higher than the rpm.
overspeed threshold. Increase the gains, decrease
Engine dynamics are set up too gain window, or increase gain
slow for a sudden load reject. ratio.
The actuator is not capable of Check the torque needed to

closing the fuel control valve (max close the fuel valve against the
torque). available torque.
The fuel control valve is jammed or Fix or replace valve.

stuck.
The actuator is set up incorrectly. Run the position setup wizard to

Zero percent position will not set up the actuator correctly. 0%
completely close the fuel valve. will close fuel valve.

disconnected.
The engine is not responding Check with the engine

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Speed Sensor This diagnostic flag will be Damaged, loss of speed or wiring. Fix wiring or replace.
Failed set if the speed input
pulses have not been Verify speed signal shielding
detected. recommendations (chapter 3)
have been followed.
Verify speed input is wired

correctly. Ignition and MPU
cannot be wired simultaneously.
Damaged connector. Fix connector or replace.
Incorrect installation of speed Correct the speed sensor

sensor. installation. See speed sensor
installation manual.
Incorrect configuration of speed Verify configuration settings.

sensor.
Missing pulses on speed gear. Make sure speed gear wheel is

not missing any teeth.
MPU gap too large Remove and reinstall MPU per

OEM’s instructions. Rotate
engine manually to check for
interference.
MPU signal connection open Disconnect harness from

governor. Test for at least 1
Vrms between MPU+ pin and
MPU– pin while the flywheel is
spinning.
Ignition signal connection open
Disconnect harness from
governor. Test for bouncing
voltage between IGN pin and
ground pin while the engine is
starting/firing.
Position Error Indicates demanded Incorrect position control dynamics Check/tune position dynamics
position and the actual or friction setting. using the Service Tool.
position are outside the
configured limits. Binding or excessive friction in the Perform a position calibration.
actuator linkage, or stops are set
inside the desired range of travel. Check all mechanical linkages
and stops.
Verify Configuration errors

settings.
Position Sensor If the internal position Internal failure of position sensor. Return unit to Woodward.
Failure sensor is outside the
diagnostic limits.
Internal Shutdown All internal shutdowns will The Control is defective. Return unit to Woodward.
set this flag.
EEPROM Failure The software can’t write to The Control is defective. Return unit to Woodward.
the EEPROM.
The software can’t read

from the EEPROM.
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Brown Out Reset The brown-out detection Power source voltage drop. Possible power problem.
flag indicates that power to
the control has sagged to Loss of power or intermittent power Check wiring for bad or lost
a point of non-operation supply wiring. connection.
and is now restored.
Power supply wiring too long or too Make sure wiring is of the
thin. L-Series will reset during correct thickness and length
transient power uses. according to manual.
Watchdog Reset The watchdog has reset After software update, the software This is a normal situation. Reset
the Control. watchdog will reset the Control. the error code and reset the
stored errors.
The software is disrupted by EMI or This is an abnormal situation.

an internal component failure. Return the unit to Woodward.
Overtemperature High internal temperature. Detection of high of temperature. Check ambient temperature
around Control.
Verify temperature reading using

service tool.
If the temperatures seem

normal, could indicate a problem
with the temperature sensor.
Relay Fail Short Control detected a fault in Incorrect or intermittent wiring Check wiring for bad or lost
the discrete out wiring. problem. connection.
Run Enable Control detected that the Incorrect or intermittent wiring Check wiring for bad or lost
Shutdown Run Enable discrete in is problem. connection.
not active.
Incorrect configuration. Verify configuration. Check Run
Enable setting, verify proper
Active Open or Active Closed
setting.
Min Fuel Limiting Indicates that the Min Fuel Incorrect configuration. Verify configuration of fuel limit.
Limit is active.
Normal operation. This could also be a normal
indication during certain modes
of operation. Check with engine
manufacturer.
Position to speed calibration Check and/or perform a position

incorrect. calibration.
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Electrical Troubleshooting Guide

MPU Speed Input
If the speed input is not functioning properly, verify the following:
• Measure the input voltage and frequency.
• Check the values seen by the L-Series driver using the Service Tool and verify that is matches the
input signal.
• Check the wiring. Look for loose connections and disconnected / misconnected cables/connections.
• Check the software configuration to ensure that the input is configured properly.
Ignition Speed Input

If the speed input is not functioning properly, verify the following:
• Measure the input voltage and frequency.
• Check the values seen by the L-Series driver using the Service Tool and verify that is matches the
input signal.
• Check the wiring. Look for loose connections and disconnected / misconnected cables/connections.
• Check the software configuration to ensure that the input is configured properly.
Analog Input
If an Analog Input is not functioning properly, verify the following:
• Measure the input voltage.
• Verify the input is properly configured.
• Check the values seen by the L-Series driver using the Service Tool and verify that it matches the
input signal.
• Verify that there are no or minimal ac components to the Analog Input signal. AC components can be
caused by improper shielding.
• Check the wiring. If the inputs are reading 0 or the engineering units correspond to 0 V, look for
loose connections and disconnected / misconnected cables/connections.
• Check the software configuration to ensure that the input is configured properly as the Demand
Source.
Discrete Input
If a discrete input is not functioning properly, verify the following:
• Measure the input voltage on the terminal block. It should be in the range of 10–28 Vdc.
• Check the status of the input from the Overview screen of the Service Tool.
• Check the wiring, looking for loose connections or misconnected cables.
• Verify the input is properly configured.
Alarm or Shutdown Conditions

If the L-Series control has any alarm or shutdown conditions, refer to Chapter 4 for details on the exact
cause of the condition. The Service Tool must be used to determine the cause of any shutdown or alarm
condition.
The L-Series actuator will not attempt to operate again, following a

detected error, until power to the valve is cycled. If an error persists,
the actuator must be replaced
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Discrete Output
If the discrete output is not functioning properly, verify the following:
• Measure the output voltage on the terminal block. It should be in the range of 10–28 Vdc when the
output is off/false. The voltage will be in this range only if all shutdowns are false, assuming it is
configured as Off for Fault. This can be verified through the Service Tool.
• Check the wiring, looking for loose connections or disconnected / misconnected cables.
• Verify the configuration of the output.
Service Tool
If the service tool is not functioning properly, review the installation information in Chapter 5. Verify the
following:
• Check the wiring, looking for loose connections or disconnected / misconnected cables.
• Check that Service Tool is running. Verify the Port setting is correct.
• Follow on-screen error messages. Re-install software as needed. The latest version of software is
available for download from the Woodward web site (www.woodward.com/software).
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Chapter 9
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 ([email protected]) 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
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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.
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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 at www.woodward.com/directory, which also contains the most current product
support and contact information.
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 Industrial

Electrical Power Systems Engine Systems 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 (124) 4399500
Kempen---- +49 (0) 21 52 14 51 India --------------- +91 (124) 4399500 Japan---------------+81 (43) 213-2191
Stuttgart - +49 (711) 78954-510 Japan---------------+81 (43) 213-2191 Korea ---------------+82 (51) 636-7080
India --------------- +91 (124) 4399500 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
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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.
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Appendix A.
Acronyms/Abbreviations
AUX auxiliary
CRC cyclic redundancy check
DFMEA design failure modes and effects analysis
EEPROM electrically-erasable programmable read-only memory
EMC electro-magnetic compatibility
GUI graphic user interface
I/O inputs/outputs
IGN ignition speed signal
Isoch isochronous
ITB integrated throttle body
L-Series Woodward electronic engine governor that contains both a rotary actuator and a control
circuit board
MPU magnetic pick up
OEM original equipment manufacturer
PWM pulse-width modulated
rpm revolutions per minute
RS-232 a communications standard
TPS throttle position sensor
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Appendix B.
L-Series Control Specifications
The specifications below are for naturally aspirated engines. Turbo-

diesel applications can vary in the amount of load that can be picked-
up within these specifications. Contact Woodward or consult ISO3046-
4 and/or ISO8528-5 with questions about turbo specifications.
Specifications
Power Supply 12/24 V systems (10–32 Vdc) reverse polarity protection, 2.5 A max
Power Consumption 32 W maximum
Torque Nominal: 0.34 Nm (0.25 lb-ft) at 25 °C
Maximum Transient (at 105 °C): 0.20 Nm (0.15 lb-ft)
Minimum Continuous (at 105 °C): 0.14 Nm (0.10 lb-ft)
Mass/Weight 425 g (15 oz)
Power-Up to Operation Time <250 ms
Performance
Speed Control Accuracy MPU Input: ±0.25% of rated speed on gasoline, diesel, or gaseous engines
IGN Input: ±0.5% of rated speed on gasoline or gaseous engines
Transient Behavior Gasoline: <10% at 100% load shed, <-10% at 100% load pick-up
Gaseous: <10% at 100% load shed, <-10% at 100% load pick-up
Diesel: <10% at 100% load shed, <-7% at 100% load pick-up
Recovery Time 3 seconds
Environment
Ambient
Operating Temperature –40 to +105 °C (–40 to +221 °F)
Storage Temperature –40 to +125 °C (–40 to +257 °F)

EMC EN61000-6-2: Immunity for Industrial Environments
EN61000-6-4: Emissions for Industrial Environments
SAE J1113-21: Radiated Immunity (100 V/m)
SAE J1113-11: Conducted Transient Immunity – Pulse 5b, Suppressed
Load Dump (45 V)
Humidity US MIL-STD 810E, Method 507.3, Procedure III
Salt Spray US MIL-STD 810E, Method 509.3, Procedure I
Shock MS1-40G 11 ms sawtooth
Random Vibration Random: 0.3 G²/Hz, 10–2000 Hz (22.1 Grms) 3 h/axis
Sine: 5 G 2.5 mm peak-to-peak, 5–2000 Hz, 3 h/axis, 90 min dwells, 1
octave/min
Drop SAE J1211, Paragraph 4.8.3 (modified)
Thermal Shock SAE J1455, Paragraph 4.1.3.2
Ingress Protection IP56 per EN60529
Reliability and Quality Goals

The L-Series control system has a reliability target of 17 500 hours MTBF. It also has a quality goal of
less than 25 PPM when measuring out-of-the-box defects. This quality goal is a target based on
continuous improvement.
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AUX 1 Analog Input
Table B-1. AUX 1 Analog Input
Parameter Value
Input Type 0–5 V or ±3V DC Input
0 V = 0% and 5 V = 100% range in 0-5V mode.
Input Scaling
-3V = 0% and 3V = 100% range in ±3V mode.
Max Input (Full Scale) 5 V ± 1% or 3V ±1%
Min Input 0.1 V ± 1% of Full Scale or –2.88V ±1% of Full Scale
Isolation None
Transient Protection According to EMC norm

300 kΩ in 0–5 V synchronizing mode
Input Impedance 10 kΩ in 0–5 V remote speed set mode
10 kΩ in ±3 V synchronizing mode
Anti-Aliasing Filter 1 anti-aliasing pole at 0.5 ms (338 Hz)
Resolution 10 bits
±1.6% of full scale over the temperature range of –
Accuracy
40 to +125 °C, including drift
I/O Latency 6.5 ms
Calibration Method 2-point linear software calibration
Out of Range Signal none
Overvoltage Protection Input protected against 32 Vdc steady state
AUX 2–4 Analog Input

Table B-2. AUX 2–4 Analog Input
Parameter Value
Input Type 0–5 V, Single-Ended Input
Input Scaling 0 V = 0% and 5 V = 100% range
Max Input (Full Scale) 5 V ± 1%
Min Input 0 V ± 1% of Full Scale
Isolation None

Input Impedance 499 kΩ
Anti-Aliasing Filter/AUX 2 1 anti-aliasing pole at 0.5 ms (338 Hz)
Anti-Aliasing Filter/AUX 3–4 1 anti-aliasing pole at 0.001 ms (159 kHz)
Resolution 10 bits
±1.3% of full scale over the temperature range of –
Accuracy
40 to +125 °C, including drift
I/O Latency 6.5 ms
Calibration Method 2-point linear software calibration
Out of Range Signal none
Overvoltage Protection Input protected against 32 Vdc steady state
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Speed (MPU or Prox) Input
Table B-3. Speed (MPU or Prox) Input
Parameter Value
Input Magnitude 1–42 Vrms
Frequency Range 1 Hz – 12 kHz
Isolation None
Input Impedance 113 kΩ
±0.25% of point (controlled engine speed in rpm)
over the temperature range of –40 to +125 °C,
Accuracy
including drift for gasoline, diesel, and gaseous
engines.
I/O Latency 6.5 ms
12 kHz is maximum sensed frequency.
Out of Range Frequency Out of range is determined by user–configured

overspeed and start speed settings. See Chapter 6
for configuration.
IGN Input
Table B-4. IGN Input
Parameter Value
Input Magnitude –200 to +250 V Max. (–100 to +150 V Min.)
Frequency Range 1–480 Hz
Isolation None
Input Impedance 44–113 kΩ
±0.5% of point (controlled engine speed in rpm), over
Accuracy the temperature range of –40 to +125 °C, including
drift, for both gasoline and gaseous applications.
I/O Latency 6.5 ms
480 Hz. Max (will not sense above this)
Out of Range Frequency Out of range is determined by user–configured

overspeed and start speed settings. See Chapter 6
for configuration.
Discrete Input
Table B-5. Discrete Input
Parameter Value
Aux 1 Input Current 0.5 mA @ 5 Vdc
Aux 2,3,4 Input Current 10 µA @ 5 V
Input Type Ground referenced discrete input
< 200 ms for system to recognize shutdown if used for run/stop
Delay Time for Shutdown
input.
< 1 s for valves to move to minimum position if used for run/stop
Delay Time for Reset Detection
input.
Max Voltage from + Connection 32 V (power input voltage)
Isolation None, Intended for use with external relay or other dry contact
Input Threshold (AUX 1) > 3.1 Vdc = “ON”; < 0.8 Vdc = “OFF”
Input Thresholds (AUX 2-4) > 2 Vdc = “ON”; < 0.8 Vdc = “OFF”
Input Impedance Aux 1: 10 kΩ; Aux 2,3,4: 499 kΩ
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Discrete Output
Table B-6. Discrete Output
Parameter Value
Output Type Low-side output driver
Max Contact Voltage (Open) 32 V
Max Current 0.5 A
Max Contact Voltage at 0.5 A
1.5 V
(Closed)
Max Delay Time for Opening Contact 6.5 ms
Default at Power Up Configurable in software
Error Condition Configurable in software
OK Condition Configurable in software
Driving Inductive Loads Yes, internally protected low-side switch
Utilizes circuitry that will open the contact when output contacts
Protection
are short-circuited. Self-resetting when fault is removed
TPS Output
Table B-7. TPS Output
Parameter Value
Output Type 0–5 V, single-ended
Output Scaling 0.75 V = full ccw position and 4.25 V = full cw position
Isolation None
3 db Circuit Bandwidth 350 Hz
Output Impedance 2.8 kΩ (±1%)
Accuracy ±15% of full scale, @ 25 °C
Temperature Drift ±0.4% over the full temperature range
I/O Latency n/a–direct from position sensor
Calibration Method Sensor-in-place factory calibration. 2-point linear
Out of Range Signal < 0.25 V or > 4.75 V
Output protected against 32 Vdc, steady-state; if >28 V is applied
Overvoltage Protection
to pin 2, a position-related error will be annunciated
RS-232 Serial Communication Service Port
Table B-8. RS-232 Serial Communication Service Port
Parameter Value
Isolation None
Baud Rate Fixed 19.2 Kbaud
Outputs are TTL level. Requires external transceiver for
Electrical Interface
conversion to RS-232 levels for proper communication !!
Pinout Tx = pin 4, Rx = pin 6, Gnd = pin 3
10 m (33 ft), not meant for permanent connection (for service
Maximum Cable Length
only)
Cable Type Straight-through (no crossover)
Electronics Temperature Sensor
Table B-9. Electronics Temperature Sensor
Parameter Value
±2 °C at 25 °C ambient
Accuracy
±3 °C over full range (–40 to +125 °C)
I/O Latency 6.5 ms
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Software Execution Rates
Table B-10. Software Execution Rates
Software Routine Nominal Software Execution Rate

Position Control Algorithms 1.6 ms
Speed Input & Control Algorithms 6.5 ms
Analog Input Logic 6.5 ms
Serial Port background task
Discrete Inputs 6.5 ms
Discrete Output 6.5 ms
Diagnostics 6.5 ms
Figure B-1. Bode Plot of L-Series Response
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Revision History
Changes to Revision A—
• Updated Regulatory Compliance section
• Added new Declaration of Conformity
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Declarations
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We appreciate your comments about the content of our publications.

Send comments to: [email protected]
Please reference publication 35141.
Ë35141è:Aµ¹µ¹µ¸Î
PO Box 1519, Fort Collins CO 80522-1519, USA

1041 Woodward Way, Fort Collins CO 80524, USA
Phone +1 (970) 482-5811
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.

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Product Manual 35141

L-Series Integrated Speed Control

Installation and Operation 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"

Manual 35141 L-Series Integrated Speed Control RoHS Compliant

WARNINGS AND NOTICES ............................................................................ 5

Manual 35141 L-Series Integrated Speed Control RoHS Compliant

CHAPTER 8. TROUBLESHOOTING ............................................................. 106

Manual 35141 L-Series Integrated Speed Control RoHS Compliant

Illustrations and Tables

Figure 2-1. Linkage Design Examples .................................................................17

Manual 35141 L-Series Integrated Speed Control RoHS Compliant

Table 3-1. Connector Pins ....................................................................................28

Manual 35141 L-Series Integrated Speed Control RoHS Compliant

Warnings and Notices

Ensure that personnel are fully trained on LOTO procedures prior to

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

Manual 35141 L-Series Integrated Speed Control RoHS Compliant

Unless Woodward's control functions as the supervisory 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.

External wiring connections for reverse-acting controls are identical

Manual 35141 L-Series Integrated Speed Control RoHS Compliant

European Compliance for CE Marking:

EMC Declared to Directive 2014/30/EU of the European

ATEX Directive 2014/34/EU of the European Parliament and of the

North American Compliance:

Manual 35141 L-Series Integrated Speed Control RoHS Compliant

Special Conditions for Safe Use

EXPLOSION HAZARD—Do not remove covers or connect/disconnect

RISQUE D’EXPLOSION—Ne pas enlever les couvercles, ni

Manual 35141 L-Series Integrated Speed Control RoHS Compliant

Purpose and Scope

How to Use This Manual

Key environmental characteristics of these applications include extended industrial operating

Manual 35141 L-Series Integrated Speed Control RoHS Compliant

Manual 35141 L-Series Integrated Speed Control RoHS Compliant

Basic Control Options

Speed control with software selectable:

Manual 35141 L-Series Integrated Speed Control RoHS Compliant

Service Tool Software

Manual 35141 L-Series Integrated Speed Control RoHS Compliant

EXPLOSION HAZARD—Do not connect or disconnect while circuit is

External fire protection is not provided in the scope of this product. It

Due to the hazardous location listings associated with this product,

Due to typical noise levels in turbine or engine environments,

Do not connect any cable grounds to “instrument ground”, “control

General Installation, Operation Notes and Requirements

Use of an independent device for positive shutdown, such as a fuel

Manual 35141 L-Series Integrated Speed Control RoHS Compliant

To meet ATEX Hazardous Location requirements, the installer of the

The actuator should be protected from exposure to sunlight and rain.

Mounting the L-Series Actuator with an ITB