Product Manual 02303 (Revision B, 9/2015) : 2301A Load Sharing and Speed Control

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Product Manual 02303

(Revision B, 9/2015)
Original Instructions
2301A
Load Sharing and Speed Control
9900-430, 9900-431, 9900-432, 9900-433
Installation and Operation Manual

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This is the safety alert symbol. It is used to alert you to potential personal
injury hazards. Obey all safety messages that follow this symbol to avoid
possible injury or death.
• DANGER—Indicates a hazardous situation which, if not avoided, will result in death
or serious injury.
DEFINITIONS • WARNING—Indicates a hazardous situation which, if not avoided, could result in
death or serious injury.
• CAUTION—Indicates a hazardous situation which, if not avoided, could result in
minor or moderate injury.
• NOTICE—Indicates a hazard that could result in property damage only (including
damage to the control).
• IMPORTANT—Designates an operating tip or maintenance suggestion.
The engine, turbine, or other type of prime mover should be equipped with an
overspeed shutdown device to protect against runaway or damage to the prime
mover with possible personal injury, 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.
Read this entire manual and all other publications pertaining to the work to be performed before
installing, operating, or servicing this equipment. Practice all plant and safety instructions and
precautions. Failure to follow instructions can cause personal injury and/or property damage.
This publication may have been revised or updated since this copy was produced. To verify that
you have the latest revision, be sure to check the publications page on the Woodward website:
www.woodward.com/publications
The current revision and distribution restriction of all publications are shown in manual 26311.
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 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.
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.
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.
Revisions—Text changes are indicated by a black line alongside the text.
Woodward reserves the right to update any portion of this publication at any time. Information provided by Woodward is
believed to be correct and reliable. However, no responsibility is assumed by Woodward unless otherwise expressly
undertaken.
Copyright © Woodward, Inc. 1992 - 2015
All Rights Reserved
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Manual 02303 2301A Load Sharing & Speed Control
Contents
ELECTROSTATIC DISCHARGE AWARENESS .................................................. II

CHAPTER 1. GENERAL INFORMATION ........................................................... 1
Description ..............................................................................................................1
Applications ............................................................................................................2
CHAPTER 2. INSTALLATION.......................................................................... 8
Unpacking ...............................................................................................................8
Power Requirements ..............................................................................................8
Location Considerations .........................................................................................8
Electrical Connections ............................................................................................8
Setting Speed Range .............................................................................................9
Potential Transformer Connections ........................................................................9
Current Transformer Connections ........................................................................10
Droop Contact (Isoch/Droop) and Load Sharing Lines ........................................10
Power Supply .......................................................................................................10
Minimum Fuel Contact..........................................................................................11
Failed Speed Signal Override ..............................................................................11
Idle/Rated Ramp Contact .....................................................................................11
Actuator Output ....................................................................................................11
External Speed Trim .............................................................................................12
Speed and Phase Matching (SPM) Synchronizer ................................................12
Speed Sensor .......................................................................................................12
Installation Checkout Procedure ..........................................................................12
CHAPTER 3. OPERATION AND ADJUSTMENT ............................................... 14
Initial Pre-Start Settings ........................................................................................14
Start-up Adjustments ............................................................................................14
Adjust for Stable Operation ..................................................................................15
Speed Sensor Check............................................................................................19
Current Transformer (CT) Phasing Check ...........................................................19
Load Gain Adjustment ..........................................................................................23
Droop Adjustment .................................................................................................23
CHAPTER 4. DESCRIPTION OF OPERATION ................................................. 26
General .................................................................................................................26
Terminals for External Devices ............................................................................27
Paralleling .............................................................................................................28
CHAPTER 5. TROUBLESHOOTING ............................................................... 30
Troubleshooting Procedure ..................................................................................30
CHAPTER 6. PRODUCT SUPPORT AND SERVICE OPTIONS ........................... 36
Product Support Options ......................................................................................36
Product Service Options .......................................................................................36
Returning Equipment for Repair ...........................................................................37
Replacement Parts ...............................................................................................37
Engineering Services............................................................................................38
Contacting Woodward’s Support Organization ....................................................38
Technical Assistance ............................................................................................39
2301A CONTROL SPECIFICATIONS ............................................................ 41
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2301A Load Sharing & Speed Control Manual 02303
Illustrations and Tables
Figure 1-1. 2301A Load Sharing and Speed Control .............................................3

Figure 1-2. Plant Wiring Diagram (9900-430) ........................................................4
Figure 3-1. Diesel Engine Performance Curves ...................................................17
Figure 3-2. Temporary Wiring for Transformer Phase Correction........................21
Figure 3-3. Droop Adjustment ..............................................................................24
Figure 4-1. Speed Control System .......................................................................26
Figure 4-2. Terminal Connections ........................................................................28
Figure 4-3. Paralleling System .............................................................................29
Table 5-1. Troubleshooting...................................................................................31
Electrostatic Discharge Awareness

All electronic equipment is static-sensitive, some components more than others.
To protect these components from static damage, you must take special
precautions to minimize or eliminate electrostatic discharges.
Follow these precautions when working with or near the control.
1. Before doing maintenance on the electronic control, discharge the static

electricity on your body to ground by touching and holding a grounded metal
object (pipes, cabinets, equipment, etc.).
2. Avoid the build-up of static electricity on your body by not wearing clothing
made of synthetic materials. Wear cotton or cotton-blend materials as much
as possible because these do not store static electric charges as much as
synthetics.
3. Keep plastic, vinyl, and Styrofoam materials (such as plastic or Styrofoam

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

components with conductive devices or with your hands.
• When replacing a PCB, keep the new PCB in the plastic antistatic
protective bag it comes in until you are ready to install it. Immediately
after removing the old PCB from the control cabinet, place it in the
antistatic protective bag.
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.
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Chapter 1.
General Information
Description
The Woodward 2301A load sharing and speed control operates the load sharing
and speed of generators driven by diesel or gasoline engines (it can also control
generators driven by steam or gas turbines).
This manual covers 2301A controls, part numbers:

• 9900-430 24 V power, forward-acting
• 9900-431 24 V power, reverse-acting
• 9900-432 110 V power, forward-acting
• 9900-433 110 V power, reverse-acting
The 2301A control is housed in a sheet-metal chassis and consists of a single

printed circuit board. All potentiometers are accessible from the front of the
chassis.
The 2301A provides control in either isochronous or droop mode.
The isochronous mode is used for constant engine speed with:

• Single-engine operation
• Two or more engines controlled by Woodward load sharing control systems
on an isolated bus
• Base loading against an infinite bus with the load controlled by an Automatic
Power Transfer and Load (APTL) Control, an Import/Export Control, a
Generator Loading Control, a Process Control, or another load-controlling
accessory
The droop mode is used for speed control as a function of load with:
• Single-engine operation on an infinite bus
• Parallel operation of two or more engines
The 2301A system for a single-engine generator includes:

• A 2301A electronic control
• An external 90 to 150 VDC or 88 to 132 VAC 50/60 Hz high voltage power
source
• A speed-sensing device
• A proportional actuator to position the fuel- or steam-metering device
• Current and potential transformers for measuring the load carried by the
generator
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Applications
The 2301A electronic control has a switch-selectable speed range. The control
can be set to operate within one of the following rated speed ranges:
• 500 to 1 500 Hz
• 1000 to 3000 Hz
• 2000 to 6000 Hz
• 4000 to 12 000 Hz
Speed range is factory set for 2000 Hz to 6000 Hz. Refer to inside
cover to change speed range and prevent possible overspeed. Using
the wrong speed range could cause an overspeed with resulting
damage to equipment and/or personal injury or death.
In forward-acting controls, the actuator calls for more fuel as the actuator voltage
increases. Loss of voltage to the actuator will drive the actuator to minimum fuel.
In reverse-acting controls, the actuator calls for more fuel as the actuator voltage
decreases. Loss of voltage to the actuator will drive the actuator to full fuel. This
allows a backup mechanical ballhead governor to take control rather than shut
down the engine as would a forward-acting system (reverse-acting controls with
mechanical ballhead backup governors are common on shipboard applications).
An optional deceleration ramp is also offered. When this option is present, the
time to ramp from rated speed to idle speed is approximately 20 seconds. If this
option is not present, this happens instantly.
External wiring connections for reverse-acting controls are identical

to those for direct-acting controls.
The relationship between engine speed and sensor output frequency is

expressed in this formula: sensor frequency in Hz equals the number of teeth on
the speed sensing gear times the rated engine speed in revolutions per minute
divided by 60.
(No. of teeth) x (engine speed [rpm])

Frequency (Hz) =
60
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Figure 1-1. 2301A Load Sharing and Speed Control
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Figure 1-2. Plant Wiring Diagram (9900-430)
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Chapter 2.
Installation
Unpacking
Before handling the control, read the "Electrostatic Discharge Awareness"
section on page ii. Be careful when unpacking the electronic control. Check the
control for signs of damage such as bent or dented panels, scratches, and loose
or broken parts. If any damage is found, immediately notify the shipper.
Power Requirements
The high-voltage versions of the 2301A control requires a voltage source of 90 to
150 VDC or 88 to 132 VAC 50/60 Hz for operating power. The low-voltage
versions require a voltage source of 20-40 VDC. If a battery is used for operating
power, an alternator or other battery charging device is necessary to maintain a
stable supply voltage.
To prevent damage to the control, make sure that the alternator or

other battery-charging device is turned off or disconnected before
disconnecting the battery from the control.
Location Considerations
Consider these requirements when selecting the mounting location:
• Adequate ventilation for cooling
• Space for servicing and repair
• Protection from direct exposure to water or to a condensation-prone
environment
• Protection from high-voltage or high-current devices, or devices which
produce electromagnetic interference
• Avoidance of vibration
• Selection of a location that will provide an operating temperature range of -40
to +85 °C (–40 to +185 °F)
The control must NOT be mounted on the engine.
Electrical Connections
External wiring connections and shielding requirements for a typical control
installation are shown in the plant wiring diagram, Figure 1-2. These wiring
connections and shielding requirements are explained in the rest of this section.
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Shielded Wiring
All shielded cable must be twisted conductor pairs. Do not attempt to tin the
braided shield. All signal lines should be shielded to prevent picking up stray
signals from adjacent equipment. Connect the shields to the control terminals as
shown in the plant wiring diagram, Figure 1-2. Wire exposed beyond the shield
should be as short as possible, not exceeding two inches. The other end of the
shields must be left open and insulated from any other conductor. Do not run
shielded signal wires with other wires carrying large currents. See Woodward
application note 50532, EMI Control for Electronic Governing Systems, for more
information.
Where shielded cable is required, cut the cable to the desired length and prepare
the cable as instructed below.
1. Strip outer insulation from BOTH ENDS exposing the braided or spiral
wrapped shield. DO NOT CUT THE SHIELD.
2. Using a sharp, pointed tool, carefully spread the strands of the shield.
3. Pull inner conductor(s) out of the shield. If shield is the braided type, twist to
prevent fraying.
4. Remove 6 mm (1/4 inch) of insulation from the inner conductor(s), and

connect the wiring and shield.
In installations with severe electromagnetic interference (EMI), shielded wire run

in conduit, double shielded wire, or other precautions may be required. Contact
Woodward for more information.
Setting Speed Range

The speed range to be selected is determined by the maximum desired engine
speed. Calculate the frequency of the speed sensor signal at the maximum
engine speed by multiplying the speed in revolutions per minute times the
number of teeth on the speed sensing gear and dividing by 60. Select the lowest
speed range which contains this maximum speed sensor frequency.
If the speed range must be changed, remove the cover. Carefully follow the
electrostatic procedures at the beginning of this chapter. Set the four rocker
switches on switch S1 (found on top of the printed circuit board on the far right
side near the top) as follows:
• 500–1500 Hz rocker switch 1 on, the other three switches off
• 4000–12 000 Hz rocker switch 4 on, the other three switches off
Potential Transformer Connections

Connect the potential transformer secondary leads to the following terminals:
• Phase A to terminal 1
• Phase B to terminal 2
• Phase C to terminal 3
The potential transformer secondary line-to-line voltage must be in the 90 to 240

Vrms range. Refer to the plant wiring diagram, Figure 1-2.
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Current Transformer Connections

The standard method of connecting the current transformers is shown in the
plant wiring diagram, Figure 1-2.
Droop Contact (Isoch/Droop) and Load Sharing Lines

Because the load-sharing-line relay is contained in the control, no relay is
required between the control and the load-sharing-line bus. Use shielded cable
and connect the load-sharing lines directly to terminals 10(+) and 11(–). Connect
the shield to terminal 12. When all controls in the system are of the 2301A type,
the shields may be connected continuously between controls. When load sharing
with different controls, do not connect the shields at the point where connections
are made to the load-sharing-line bus.
The droop contact for selecting droop or isochronous operation is wired in series
with the circuit-breaker auxiliary contact between terminals 14 and 16. When
both the droop contact and circuit-breaker auxiliary contact are closed, the
control is in the isochronous load-sharing mode. In this mode the internal load-
sharing-line relay is energized, the droop signal is disabled permitting
isochronous load sharing, and the load-matching circuit is connected to the load-
sharing lines.
The control is in the droop mode when EITHER the droop contact or the circuit-
breaker auxiliary contact is open. If the droop contact is open, the control
remains in the droop mode even when the circuit-breaker auxiliary contact is
closed.
The control is in the droop mode whenever the circuit-breaker

auxiliary contact is open. If a single engine is required to run
isochronously with an isolated load, turn the DROOP potentiometer
fully counterclockwise.
Droop operation is required when the generator is paralleled with an infinite bus
without a Generator Loading Control, Process Control, Automatic Power Transfer
and Load Control, Import/Export Control, or other load controlling accessory, or
when paralleled with incompatible governors. (All Woodward electric load-sharing
systems are compatible.) When running a single unit on an infinite bus with a
Generator Loading Control or Import/Export Control, terminal 14 must be
connected to terminal 16 to connect the Load Matching Circuit to the load-sharing
lines. The load-sharing lines must be wired to the Generator Loading Control or
Import/Export Control. The circuit-breaker auxiliary contact will then be connected
to the Generator Loading Control or Import/Export Control and not to the 2301A.
Power Supply
Run the power leads directly from the power source to the control, connecting the
negative lead to terminal 15, and the positive lead to terminal 16. If the power
source is a battery, be sure the system includes an alternator or other battery-
charging device.
DO NOT apply power to the control at this time. Applying power

before a control is completely connected may damage the control.
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Minimum Fuel Contact

The minimum-fuel contact (terminal 17) is intended as an optional means for a
normal shutdown of the engine. It is connected in series with terminal 16 on low-
voltage models OR with terminal 0 on high-voltage models (see the plant wiring
diagram, Figure 1-2). If the minimum-fuel contact is not used, be sure there is a
jumper from terminal 17 to terminal 16 (low-voltage models) OR from terminal 17
to terminal 0 (high-voltage models). The control will not operate without 24 VDC
applied to terminal 17.
When the contact is closed, the voltage applied to terminal 17 allows the control
to move the actuator to any position required for operating conditions.
To protect against possible serious injury or death resulting from

engine overspeed, DO NOT use the minimum-fuel contact as part of
any emergency stop sequence.
Failed Speed Signal Override

A contact to override the failed-speed-signal circuit can be installed in series with
terminal 18 and the dc power to the control (terminal 16 in low-voltage models
OR terminal 0 in high-voltage models). When the contact is open, the control
operates normally, turning the control output off in the event of a loss of speed
signal. Closing the contact overrides the failed-speed-signal circuit as may be
required for start-up.
Prior to start-up of the engine, the speed signal is non-existent. On engines with
cranking motors, the cranking speed is usually sufficient to provide a speed
signal, so an override contact on terminal 18 is not needed for starting. On some
steam turbine systems, the Close to Override Failed Speed Signal contact must
be closed in order to allow the actuator to open and provide steam for starting.
If a failed-speed-signal-override contact is used, it should be of the momentary

type to ensure that the failed-speed-sensor shutdown circuit is enabled after
start-up.
Idle/Rated Ramp Contact

The Close for Rated/Open for Idle terminal is terminal 19. Connect a single-pole,
single-throw contact from terminal 19 to terminal 16 in low-voltage models OR
from terminal 19 to terminal 0 in high-voltage models. Oil pressure is often used
to close this contact. When closed, 24 VDC is applied to terminal 19, and the
engine can be operated at a speed higher than idle. When the contact is open,
the voltage is removed from terminal 19, and the engine's speed immediately
decelerates to idle.
Actuator Output
The actuator wires connect to terminals 20(+) and 21(–). Use shielded wires with
the shield connected to terminal 22. Do not connect the shield to the actuator or
any other point. The shield must have continuity the entire distance to the
actuator, and it must be insulated from all other conducting surfaces.
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External Speed Trim

A jumper must be connected to terminals 23 and 24 unless an optional remote
Speed Trim potentiometer is used. If a Speed Trim pot is used, connect it as
shown in the plant wiring diagram, Figure 1-2, using shielded wire. Connect the
shield to terminal 22. Make sure the shield has continuity the entire distance to
the pot, and that the shield is insulated from all other conducting surfaces. A 100
Ω pot will provide ±5% speed adjustment. If less adjustment is desired, pots of
smaller values may be used. Pots of the multiturn type are recommended.
Speed and Phase Matching (SPM) Synchronizer

Connect the SPM Synchronizer (optional equipment) wires to terminals 25(+) and
26(–). Use shielded wire, and connect the shield to terminal 27. Make sure the
shield has continuity the entire distance to the SPM Synchronizer, but do not
connect the shield to the synchronizer. The shield must be insulated from all
other conducting surfaces.
Speed Sensor
Connect a speed-sensing device, such as a magnetic pickup, to terminals 28 and
29 using shielded wire. Connect the shield to terminal 27, making sure the shield
has continuity the entire distance to the speed sensor, and that the shield is
insulated from all other conducting surfaces.
Installation Checkout Procedure

With the installation completed as described in this chapter, perform the following
checkout procedures before beginning the start-up adjustments in Chapter 3.
1. Visual Inspection
A. Check the linkage between the actuator and the engine for looseness
or binding. Refer to the appropriate actuator manual and to manual
25070, Electronic Control Installation Guide, for additional information
on linkage.
To prevent possible serious injury or death, or damage to equipment,

the actuator lever must be near but not at its minimum position when
the fuel or steam rack is at its minimum position. If the actuator lever
gets to its minimum position before completely shutting off fuel or
steam, the control may not be able to shut down the turbine.
B. Check for correct wiring, using the plant wiring diagram, Figure 1-2.
C. Check for broken terminals and loose terminal screws.
D. Check the speed sensor for visible damage. If the sensor is a magnetic
pickup, check the clearance between the gear and the sensor, and
adjust if necessary. Clearance should be between 0.010 and 0.040
inch (0.25 and 1.0 millimeter) at the closest point. Make sure the gear
has less than 0.020 inch (0.5 mm) diametric runout. See manual
82510, Magnetic Pickups and Proximity Switches for Electronic
Controls.
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2. Check for Grounds
Make sure power is off. Check for grounds by measuring the resistance
from terminal 11 to chassis, and from terminals 15 to 11. The resistance
should be infinite. If a resistance other than infinite is obtained, remove the
connections from each terminal one at a time until the resistance is infinite.
Check the line that was removed last to locate the fault.
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Chapter 3.
Operation and Adjustment
Initial Pre-Start Settings
To prevent possible serious injury or death from engine overspeed,

or damage to equipment from improper operation, carefully read and
understand this entire procedure before starting the engine.
1. RATED SPEED
A. Set the RATED SPEED potentiometer to minimum (fully
counterclockwise).
B. Set the external Speed Trim, if used, to mid-position.
2. RESET — Set at mid-position.
3. GAIN — Set at mid-position.
4. RAMP TIME — Set at maximum (fully clockwise).
5. LOW IDLE SPEED — Set at maximum (fully clockwise).
6. LOAD GAIN — Set at mid-position.
7. DROOP — Set at minimum (fully counterclockwise).
8. ACTUATOR COMPENSATION
A. Set the ACTUATOR COMPENSATION potentiometer at 2 on the 0 to
10 potentiometer scale for diesel, gas turbine, or fuel-injected gasoline
engines.
B. Set the ACTUATOR COMPENSATION potentiometer at 6 on the 0 to
10 potentiometer scale for carbureted-gas or gasoline engines, and
steam turbines.
9. START FUEL LIMIT — Set at maximum (fully clockwise).
10. Be sure the actuator is connected to terminals 20 and 21.
Start-up Adjustments
1. Complete the installation checkout procedure in Chapter 2, and the initial
pre-start settings above.
To prevent possible damage to the engine, be sure the speed range

switch is set on the right speed range for your application as
described in Chapter 2.
2. Close the Close For Rated contact. Set the control for isochronous
operation by closing the droop contact.
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This is for initial engine start-up only. For normal start-up, the Close
For Rated contact should be open if the engine is to start at idle.
3. Apply input power to the control.
4. Preset rated speed.
If a signal generator is not used, set the RATED SPEED potentiometer at

minimum (fully counterclockwise).
When using a signal generator to set rated speed, set the signal generator
for the frequency of the speed sensor at rated speed, and connect it to
terminals 28 and 29. (The rated speed frequency in Hz equals the rated
engine speed in rpm times the number of teeth on the speed sensing gear
divided by 60.) Put the Close For Rated contact in the rated (closed)
position. Set the speed trim potentiometer, if used, to mid-position. Connect
a dc analog voltmeter to terminals 20(+) and 21(–) to read actuator voltage.
If the actuator voltage is at minimum (minimum will be approximately 0 V),

slowly turn the RATED SPEED potentiometer counterclockwise until the
voltage just begins to move to maximum.
If the actuator voltage is at maximum, slowly turn the RATED SPEED

potentiometer clockwise until the voltage just begins to move to minimum.
Continue to adjust the RATED SPEED potentiometer very slowly in the

appropriate direction, trying to stop the actuator voltage between the
minimum and maximum voltages. Because it is not possible to stop the
motion, cease adjusting when the voltage changes slowly. The RATED
SPEED potentiometer is now set very close to desired speed. A slight
adjustment when the engine is running will achieve the exact speed.
5. Check the speed sensor.
Minimum voltage required from the speed sensor to operate the electronic
control is 1.0 Vrms, measured at cranking speed or the lowest controlling
speed. For this test, measure the voltage while cranking, with the speed
sensor connected to the control. Before cranking, be sure to prevent the
engine from starting. At 5% of the lower value of the control's speed range,
the failed speed sensing circuit is cleared. For example, 100 Hz is required
on the 2 000 to 6 000 Hz speed range (2 000 Hz x 0.05 = 100 Hz).
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
property damage.
6. Start the engine.
Adjust for Stable Operation

If engine operation is stable, go to the Speed Setting Adjustment procedure.
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If the engine is hunting at a rapid rate, slowly decrease the GAIN (turn the
potentiometer counterclockwise) until performance is stable. Adjusting the GAIN
may cause a momentary speed change which can be minimized by turning the
GAIN potentiometer slowly.
If the engine is hunting at a slow rate, increase the RESET (turn the
potentiometer clockwise) until the engine stabilizes. If increasing the RESET
potentiometer does not stabilize the engine, it also may be necessary to either:
• Slowly decrease the GAIN (turn the potentiometer counterclockwise) or
• Slowly decrease the GAIN and increase the ACTUATOR COMPENSATION.
Speed Setting Adjustment

With the engine operating stably, and the external speed trim potentiometer (if
used) set at mid-position, adjust the RATED SPEED potentiometer to bring the
engine to the desired operating speed.
Dynamic Adjustment
The object of the GAIN and RESET potentiometer adjustment is to obtain the
optimum stable engine-speed response.
Connect a dc analog voltmeter to terminals 20(+) and 21(–) to monitor the

actuator voltage.
Adjusting the GAIN may cause momentary changes in speed which

can be minimized by turning the GAIN potentiometer slowly.
Increasing the setting of the GAIN potentiometer provides faster transient

response (decreases the magnitude of the speed change from a sudden change
in load). To achieve optimum response, slowly increase the GAIN (turn the
potentiometer clockwise) until the voltage on the voltmeter becomes slightly
unstable, then slowly turn the GAIN back counterclockwise as necessary to
stabilize the meter reading. Step load the generator, or bump the actuator
terminal shaft, to make sure that the engine returns to the proper speed with little
overshoot or undershoot of the speed setting. To reduce overshoot, increase the
RESET (turn the potentiometer clockwise).
When the RESET potentiometer is in the lower part of its adjustment (0 to 3 on

the potentiometer scale), increasing the RESET clockwise may require
decreasing the GAIN (turning the GAIN potentiometer counterclockwise) to
maintain stable operation.
If the engine is slow in returning to the proper speed, decrease the RESET by
turning the potentiometer counterclockwise.
Figure 3-1 illustrates engine starts with the RAMP TIME potentiometer fully
counterclockwise (no ramp), step loadings at four different RESET potentiometer
settings, and stable, steady-state running conditions. These are typical
performance curves on a naturally aspirated (non-turbocharged) diesel engine.
Optimum performance is not necessarily obtained with the GAIN

potentiometer at the maximum stable clockwise position. In some
cases, the gain must be reduced slightly to ensure stability under widely
varying conditions.
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Figure 3-1. Diesel Engine Performance Curves
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Actuator Compensation Adjustment

If the ACTUATOR COMPENSATION is set as described under INITIAL
PRE-START SETTINGS, no further adjustment is normally required. If a slow
periodic instability remains, slightly increase the ACTUATOR COMPENSATION
(turn the potentiometer clockwise), and repeat the GAIN and RESET
adjustments. Continue to increase the ACTUATOR COMPENSATION and
readjust the GAIN and RESET until stability is achieved.
If a fast instability or extremely active actuator is evident, slightly decrease the

ACTUATOR COMPENSATION (turn the potentiometer counterclockwise). If
necessary, the ACTUATOR COMPENSATION may be set fully
counterclockwise. This may be required when engine torsionals cause excessive
fuel-linkage movement.
Low Idle Speed Adjustment

1. The engine should be approximately at rated speed with the LOW IDLE
SPEED potentiometer set at maximum (fully clockwise). Open the external
CLOSE FOR RATED contact.
2. Decrease the LOW IDLE SPEED (turn the potentiometer counterclockwise)

until the recommended idle speed is reached.
Make certain that the engine speed is controlled by the LOW IDLE
SPEED potentiometer in a range above the minimum-fuel position
(mechanical stop) of the actuator or engine fuel rack.
Ramp Time Adjustment

Adjust the RAMP TIME potentiometer to achieve satisfactory engine acceleration
to rated speed with minimum overshoot. First start at the fully clockwise
(maximum ramp time) position and work back in the counterclockwise direction
until the unit ramps as rapidly as desired.
Start Fuel Limit Adjustment
Start-fuel limit is not recommended for use with reverse-acting

controls. With loss of speed signal, the reverse-acting control will
position the actuator at the start-fuel level if the failed-speed-signal
override is activated. Reverse-acting systems normally require the
control to demand full fuel on loss of speed signal to allow the
mechanical backup governor to control the system. The Start Fuel
Limit can be deactivated by turning the potentiometer fully
clockwise.
18 Woodward
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With the engine operating at rated speed and no load, record the voltage across
actuator terminals 20(+) and 21(–). Shut down the engine and activate the Failed
Speed Signal Override by closing the override contact. The voltage to the
actuator should now be adjustable by the START FUEL LIMIT potentiometer. Set
the actuator voltage approximately 10% higher than the voltage obtained at rated
speed for forward-acting controls and 10% lower than rated speed voltage for
reverse-acting controls. Remove the Failed Speed Signal Override contact if not
required to start the engine.
Start the engine and observe the start time, overshoot of speed setting, and
smoke emissions obtained. The START FUEL LIMIT may be adjusted as
required to optimize the engine starting characteristics. The fuel-limiting function
is turned off automatically when the speed control takes over.
For engines not requiring start-fuel limiting, the START FUEL LIMIT
function can be deactivated by turning the potentiometer fully
clockwise.
Speed Sensor Check

If the sensor is a magnetic pickup, measure the voltage across terminals 28 and 29
to be sure there is a minimum of 1.0 V at cranking speed, and a maximum of 30
Vrms at rated speed. If the voltage exceeds 30 V, increase the gap of the speed
sensor, and be sure that there is still a minimum of 1.0 V at cranking speed.
Current Transformer (CT) Phasing Check
HIGH VOLTAGE—To prevent possible serious injury or death, never

disconnect any wire attached to load sensor terminals 4 through 9
when the engine is running unless temporary 1 Ω 5 W resistors are
installed as shown in Figure 3-2, and all load is removed. The current
transformers can develop dangerously high voltages when open-
circuited while the engine is running.
This control contains internal current transformers. Due to their low

impedance, shorting their inputs is not effective. The current input
must be removed from the control and shorted externally.
1. Connect a dc voltmeter to control terminals 12(–) and 13(+) to measure the

load signal.
2. Start the engine. With the generator operating in the isochronous mode and
not paralleled, load the generator to as near to full load as possible.
Measure the load-signal voltage.
3. Unload and shut down the engine. Disconnect the wire from terminal 5 and
connect both wires from the phase A CT to terminal 4.
4. Start the engine, apply full load (or the same load as obtained in step 2) and
again measure the load signal at terminals 12 and 13. If the load signal
voltage is not 1/3 lower than the reading obtained in step 2, the phasing is
incorrect. Unload and shut down the engine. Reconnect phase A CT wire
from terminal 4 to terminal 5, maintaining the original polarity.
Woodward 19
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If the phasing is incorrect, proceed to the Phase Correction Procedure.
If the phasing appears correct, skip the Phase Correction Procedure and go
to the Load Gain Adjustment procedure.
If after completing the LOAD GAIN and DROOP adjustments, the

control loading is extremely sensitive to changes in the power factor
when operating in parallel, complete the phase correction procedure.
Phase Correction Procedure
This procedure requires a minimum power factor of (0.9). If a (0.9)

power factor cannot be obtained, tracing through the wiring is the
only means of correcting the current-transformer phasing.
The highest positive voltage will be obtained when the CTs are correctly matched
to the load-sensor terminals in both phase and polarity. The following procedure
will assure the correct connection of the current transformers. It is required only if
the phasing check indicates incorrect phasing, or loading stability is extremely
sensitive to the power factor.
Trial connections of the first CT to all three load-sensor inputs, polarized both
ways, are made (a total of six connections). The load-signal voltage is recorded
for each connection and the first CT is then connected to the terminals that
produce the highest positive voltage, and with the polarity that produces the
highest positive voltage.
The second CT is tried on each of the remaining two CT input terminals, in each
polarity, and the voltage recorded. The second CT is then connected to the
terminals that produce (and with the polarity that produces) the highest positive
voltage.
The last CT is then tried on the remaining input terminals, polarized both ways,
and the voltage recorded. Connecting the last CT in the polarity that produces
the highest voltage completes the procedure.
The Phase Correction Procedure requires that the engine be shut down many
times to disconnect the current transformers. For convenience, a temporary
method of connecting the current transformers shown in Figure 3-2 is
recommended. Connecting a 1 Ω, 5 W burden resistor across each current
transformer allows the current transformers to be disconnected from the terminal
strip with the engine running, after removing all load.
HIGH VOLTAGE—To prevent possible serious injury or death, never

disconnect a current transformer while the engine is running unless
temporary 1 Ω 5 W resistors are installed as shown in Figure 3-2 and
all load is removed. The current transformers can develop
dangerously high voltages when open-circuited while the engine is
running.
20 Woodward
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Figure 3-2. Temporary Wiring for Transformer Phase Correction
If the temporary burden resistors described above and shown in Figure 3-2 are
not used, the engine MUST be shut down in addition to removing the load in the
following procedure.
Measure the load-signal voltage in this procedure by connecting a voltmeter

across the Load Signal terminals 11(–) and 13(+).
1. Shut down the engine.
2. Label each CT wire with the phase and polarity that you think it should be.
Even though this identification may prove to be incorrect, this step is
necessary so that the individual wires may be identified during the
description of the procedure.
3. Disconnect the phase B CT wires from terminals 6 and 7. Connect these

two wires together using a small screw and nut, and tape the connection.
4. Disconnect the phase C CT wires from terminals 8 and 9. Connect and tape
these two wires together as in step 3.
5. Connect the two wires from the phase A CT to the phase A input terminals 4
and 5.
6. Start the engine, apply full load, and measure the load signal voltage. Start
a list and record this voltage.
7. Unload the system and reverse the phase A CT wires on terminals 4 and 5.*
8. Apply full load, measure the load signal, and record this voltage.
9. Unload the system, remove phase A CT wires from terminals 4 and 5, and
connect them to phase B input terminals 6 and 7.*
Woodward 21
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13. Unload the system, remove phase A CT wires from terminals 6 and 7, and
connect them to phase C input terminals 8 and 9.*
17. Unload the system and compare the six voltage readings.*
18. Remove the phase A CT wires from terminal 8 and 9 and connect the phase
A wires to the pair of terminals that produced the highest positive load-signal
voltage and in the polarity that produced the highest positive load-signal
voltage.
19. Untape and disconnect the phase B CT wires. Connect the phase B CT
wires to one pair of the two remaining pair of CT input terminals on the load
sensor.
20. Apply full load and measure the load signal. Start a new list and record this
voltage.
21. Unload the system, and reverse the phase B CT wires on the same
terminals.*
23. Unload the system, remove phase B CT wires, and connect them to the
other pair of terminals.*
25. Unload the system and reverse phase B CT wires on the same terminals.*
26. Apply full load and measure the load signal. Record this voltage, and
compare the four voltages on the list.
27. Unload the system. Remove the phase B CT wires and connect them to the
pair of CT input terminals that produced the highest positive load signal
voltage and with the polarity that produced the highest positive load signal
voltage.*
28. Untape and disconnect the phase C CT wires. Connect these two wires to
the remaining pair of CT input terminals.
30. Unload the system and reverse the phase C CT wires on the same
terminals.*
32. Unload and shut down the system. Compare the two voltages.*
33. Connect the phase C CT wires to the same pair of CT input terminals, but in
the polarity that produced the highest positive load-signal voltage.
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34. Re-label each wire with the phase designation of the terminal that it is now
connected to.
35. Remove the burden resistors and terminal block.
* Be sure to shut down the engine if the temporary burden resistors are not
used.
Load Gain Adjustment

For this procedure, the generator must be running isochronously and not
paralleled. Connect a dc voltmeter across terminals 11(–) and 13(+) to measure
the load-signal voltage.
Start the engine and apply full load. Measure the load signal voltage and adjust
the LOAD GAIN potentiometer for 6.0 V. If full load is not obtainable, decrease
the LOAD GAIN proportionally to the load. For example, at 50% load adjust the
LOAD GAIN to 3 V.
If 6 V at full load (or a lower voltage proportional to a load less than

100%) cannot be obtained, and the phasing has been checked and is
correct, the current transformers are probably the wrong size. The
current-transformer output must be from 3 to 7 A (5 A nominal) at full
load.
When paralleled in the isochronous mode or on an isolated bus, generator

speeds must be the same. If they are not equal, load sharing will not remain
proportional as the load varies. Any difference in loads between the units can be
corrected by adjusting the Load Gain Potentiometer. Increasing the LOAD GAIN
(turning the potentiometer clockwise) will cause that generator to carry less load.
If stability problems occur when paralleled at a particular load-signal voltage,
reduce the voltage by reducing the LOAD GAIN (turn the potentiometer
counterclockwise), and reduce the load-signal voltage setting of all other
generators in the system to the same voltage. When the load-signal voltages of
all generators in a system are reduced, the load-sharing gain will be reduced and
this may result in some loss of load-sharing sensitivity.
It may be necessary to reduce the load-signal voltage of each unit in the system
to as low as 3 V in cases of extremely poor system dynamics. If your system
requires a load-signal voltage as low as 3 V, consult Woodward for suggestions
for possible remedies.
Droop Adjustment
Adjustment of the DROOP potentiometer is necessary when the generator set is
to be operated in the droop mode. Droop in a load sensor is usually expressed
as a percentage and calculated by the following formula.
(No Load Speed – Full Load Speed) x 100

% Droop =
No Load Speed
The method of setting droop depends on whether the load of the generator set is
an isolated load or an infinite bus.
Woodward 23
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Setting Droop For An Isolated Load

1. Open the droop contact connected to terminal 14.
2. Start the engine and adjust the RATED SPEED potentiometer for rated
speed with no load.
3. Apply full load and adjust the DROOP potentiometer to give the desired
speed. (If only 50% loading is possible, 58.5 Hz would indicate 5% droop.
See Figure 3-3.)
Example: Operating at 60 Hz, 57 Hz at full load indicates 5% droop.
Figure 3-3. Droop Adjustment
Setting Droop When Against Utility

Use the following procedure to set the Droop and Load Gain potentiometers with
the utility as the only load.
1. Calculate the fully loaded speed (or frequency) of the generator when
running at 100% load.
No Load frequency = rated frequency x (1 + droop %)
Example: Rated frequency = 60.0 Hz

Desired droop = 3% (0.03)
No Load Frequency = 60 x (1 + 0.03)

No Load Frequency = 61.8
2. Run the generator at the speed calculated in step 1, with no load. Record
the setting of your speed-setting device:
• Potentiometer—record setting with a pencil mark
• MOP or Other—measure and record the value of the speed-setting
voltage (at the control)
3. Reduce system speed to rated speed (frequency).
4. Preset both the Load Gain and Droop potentiometers fully clockwise.
24 Woodward
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To prevent possible serious injury, death, or damage to equipment

from generator overload, carefully monitor load when you close the
breaker. If when you close the breaker, the load on the unit increases
rapidly, immediately open the breaker and shut the unit down. Check
the phasing of the CTs and PTs.
5. Synchronize, close the generator breaker, and increase the load by

increasing the speed setting to the setting recorded in step 2.
The adjustments in steps 6 and 7 are non-linear; make changes in

small increments to prevent overload.
6. Increase the load on the unit by turning the Droop potentiometer

counterclockwise until the Load Gain Voltage reads 6.0 VDC.
7. Increase load by turning the Load Gain potentiometer counterclockwise until

the load is at the desired 100% value.
Most systems use a Load Gain Voltage of 6.0 VDC at full load. To
perform this procedure at less than full load, use a Load Gain
Voltage value that is proportional to the percent load used. For
example, if the Load Gain Voltage at full load is 6.0 VDC, you would
adjust for a Load Gain Voltage of 3.0 VDC at 50% load.
Woodward 25
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Chapter 4.
Description of Operation
General
The 2301A controls engine speed and, during parallel operation of two or more
generators, load sharing.
The speed control system (shown in Figure 4-1) consists of:

• A device (1) to sense the speed of the engine
• A Frequency-to-Voltage Converter (2)
• A Speed Reference (3) to which the engine speed can be compared
• A Speed Summer/Amplifier (4) with an output proportional to the amount of
fuel or steam required to maintain the desired speed at any given load
• An Actuator (5) to position the fuel or steam mechanism of the engine
Figure 4-1. Speed Control System
A speed-sensing device, such as a magnetic pickup, senses the speed of the

engine, and converts it to an ac signal with a frequency proportional to engine
speed.
The frequency-to-voltage converter receives the ac signal from the speed sensor
and changes it to a proportional dc voltage.
A speed-reference circuit generates a dc reference voltage to which the speed-

signal voltage is compared.
The speed-signal voltage is compared to the reference voltage at the summing

point. If the speed-signal voltage is lower or higher than the reference voltage, a
signal is sent by the control amplifier calling for an increase or decrease in
speed.
The actuator responds to the signal from the control amplifier by repositioning the
fuel or steam rack, changing the speed of the engine until the speed-signal
voltage and the reference voltage are equal.
26 Woodward
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A failed-speed-signal circuit monitors the speed-signal input. When no signal is
detected in the forward-acting type of control, the circuit calls for minimum
Actuator Current. The minimum-fuel signal is sufficient to cause the actuator to
go to the minimum position if not restricted. However, due to linkage adjustment
or other restrictions in the external system, minimum actuator position may not
permit engine shutdown. When no signal is detected in the reverse-acting type of
control, the circuit calls for maximum Actuator Current, causing the speed
regulation to revert to a manual condition.
For controls with actuator current of 20 to 160 mA, minimum fuel is defined as:
• Actuator current less than 10 mA for forward-acting controls
• Actuator current greater than 180 mA for reverse-acting controls
For controls with actuator current of 40 to 320 mA, minimum fuel is defined as:
• Actuator current less than 20 mA for forward-acting controls
• Actuator current greater than 360 mA for reverse-acting controls
A contact to override the failed-speed-signal circuit can be connected in series

with terminals 18 and 16. Temporarily closing the contact overrides the failed-
speed-signal circuit as may be required for start-up.
Because of the variety of installations, plus system and component tolerances,

the control must be tuned to each system for optimum performance. The
potentiometers for setting and adjusting these circuits are located in the upper
right corner of the control (see Figure 1-1). They include the following
potentiometers:
• RATED SPEED
• START FUEL LIMIT
• RESET, GAIN, and ACTUATOR COMPENSATION
• RAMP TIME and LOW IDLE SPEED
The RATED SPEED potentiometer is adjusted so that at rated speed, the

converter-speed voltage and the reference-speed voltage are equal.
The START FUEL LIMIT potentiometer provides a means of limiting the fuel-rack
position when starting diesel engines. Adjustment of the potentiometer sets the
maximum actuator position desired. This limit position is automatically enabled
prior to start-up, and is turned off when speed control takes over.
RESET, GAIN and ACTUATOR COMPENSATION potentiometers adjust the

control amplifier to accommodate various types of engine systems. RESET
adjustment affects engine reaction time when recovering after a sudden load
change. The magnitude of the speed change resulting from a sudden change in
load is controlled by adjusting the GAIN. ACTUATOR COMPENSATION
compensates for the time the actuator and engine system takes to react to
signals from the control.
The time taken by the engine to accelerate from idle to rated speed, and the
recommended idle speed, are set with the RAMP TIME and LOW IDLE SPEED
potentiometers respectively.
Terminals for External Devices

Terminal blocks for wiring the control to the system are at the lower front panel of
the control. Additional terminals are included for connecting other external
devices as shown in Figure 4-2.
Woodward 27
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Figure 4-2. Terminal Connections
Paralleling
There are two basic methods used for paralleling: droop, where speed decreases
with load, and isochronous, where speed remains constant. The paralleling
system as shown in Figure 4-3 consists of:
• Load Matching circuit (1)
• A Load Amplifier circuit (2)
An auxiliary contact on the generator tie-breaker connected from terminal 16 to

terminal 14 is used to select isochronous load-sharing operation. A contact in
series with the auxiliary contact may be used to select either the droop or
isochronous mode of operation.
28 Woodward
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Figure 4-3. Paralleling System
If either the auxiliary contact or the droop contact is open, the control is in droop.
When they are both closed, the control is in isochronous load sharing.
With only one unit on line, the generator picks up the available load and remains
at isochronous speed. If additional units are on line, the Load Matching circuit
corrects the fuel output to proportion load.
An amplifier in the load-sensing circuit computes the load carried by each phase
of the generator. The current load on each phase is multiplied by the cosine of
the phase difference between the current and the voltage, and the three phases
are added to determine the total load.
The output of the load amplifier is adjusted by the LOAD GAIN potentiometer
(shown in Figure 1-1). By setting the load-gain voltage on each unit to the same
level at full load, proportional load sharing is achieved. Regardless of differences
in generator-set capacities in the system, each generator set is loaded to the
same percentage of its capacity. A final adjustment of the individual LOAD GAIN
potentiometers will compensate for minor differences in the generator sets.
As mentioned in the general information section, droop mode allows operation of

a generator on an infinite bus or in parallel with other engine generator units
using hydromechanical governors. In droop, speed changes as the load on the
generator changes. An increase in load results in a decrease in speed. The
amount of speed change or droop is expressed in percent, and is set by the
DROOP potentiometer (shown in Figure 1-1).
The 2301A Load Sharing and Speed Control is powered by a dc-dc isolated
power supply, which allows operation over a wide voltage range without
generating excessive heat. This isolation protects the system from interference
caused by ground loops, particularly through the load-sharing lines, and allows
load sharing with earlier models of Woodward load-sharing controls.
Woodward 29
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Chapter 5.
Troubleshooting
The following troubleshooting guide is an aid in isolating trouble to the control

box, actuator, plant wiring, or elsewhere. Troubleshooting beyond this level is
recommended ONLY when a complete facility for control testing is available.
The control can be damaged with the wrong voltage. When replacing
a control, check the power supply, battery, etc., for the correct
voltage.
Troubleshooting Procedure
Table 5-1 is a general guide for isolating system problems. This guide assumes
that the system wiring, soldering connections, switch and relay contacts, and
input and output connections are correct and in good working order. Make the
checks in the order indicated. Various system checks assume that the prior
checks have been properly done.
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
property damage.
30 Woodward
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Table 5-1. Troubleshooting
Problem Cause Remedy

Engine will not start. Supply voltage polarity reversed Check for supply voltage from terminals 16(+) to
Actuator not moving to (dc only), or no supply voltage. 15(–). Reverse leads if polarity is incorrect (dc
start-fuel position. only).
Actuator not responding to input If there is a voltage output at control terminals
NOTE signal from control. 20(+) and 21(–), but the actuator does not move,
If the actuator moves check the wiring to the actuator for opens or
to start position, a NOTE shorts. With the EG-P actuators, remember that
problem with the The hydraulic actuator must terminals C and D of the mating plug should be
engine fuel supply is have oil pressure and gear jumpered.
indicated. rotation to operate (respond).
Make resistance checks at the actuator. Coil
resistance on Woodward actuators is
approximately 35 Ω. (Read with leads at T20 and
T21 disconnected.)
Start fuel limit set too low. Turn start fuel limit clockwise until engine starts.
Actuator or linkage. Check actuator and linkage for proper installation
and operation. Problems may be oil supply,
direction of rotation, insufficient drainage, linkage,
worn actuator components or improper
adjustment.
No actuator voltage at terminals Check for shorted or grounded actuator leads by
20 and 21. removing wires to terminals 20 and 21. Stop
engine. Close the switch on terminal 18, short
terminal 23 to 24. Check for 0 to 1 V at terminals
20 and 21.
Check for at least 1 Vrms at terminals 28 and 29,

and at least 5% of the maximum speed frequency
range.
Speed setting too low on initial Control may be the wrong speed range. Check
start. speed sensor frequency versus control part
number. Speed setting may be lower than
cranking speed. Control should be set for rated
speed. Increase Rated Speed setting clockwise.
If adjusting Rated Speed setting clockwise

does not produce the correct output, return
Rated Speed setting to normal start position.
Low Idle Speed setting may be Adjust Low Idle Speed pot clockwise.
set too low.
Minimum Fuel contact open. Check T17. Minimum Fuel contact must be closed
for normal operation. Check for 20 to 45 VDC
from terminal 17(+) to 15(–).
Woodward 31
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Engine will not start. Speed sensor signal not Check wiring for proper connection. Check shields
Actuator not moving to clearing failed speed signal for proper installation.
start-fuel position. circuit.
(continued Speed sensor not spaced properly. Check for at
least 1.0 VAC at terminals 28 and 29 during
cranking. If less than 1.0 VAC, magnetic pickup
may be spaced too far from gear. Make sure there
are no metal chips on end of pickup.
If no voltage is present, magnetic pickup may be

open-circuited or shorted. Make resistance check
with the leads disconnected from control. Should
be about 100 to 300 Ω.
Failed speed-signal circuit may be disabled by

connecting terminal 18 to 16 (low-voltage models)
or terminal 18 to 0 (high-voltage models).
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 property damage.
Terminals 23 and 24 are open. Verify that terminals 23 and 24 are jumpered if
optional external speed trim is not used.
Faulty speed trim pot. With power OFF, check speed trim pot(s) with an
ohmmeter.
Faulty 2301A control. Replace control.
Engine overspeeds Ramp adjustment. Increase Ramp Time clockwise. This decreases
only on starts. acceleration rate (from low idle to rated).
Rated Speed setting too high. Set Rated Speed as described in Chapter 2.
Amplifier adjustment. Amplifier may be adjusted for sluggish operation
causing overspeed on start. Slowly adjust GAIN
for fastest stable response. RESET may be
adjusted too low. Increase RESET setting.
Determine if engine is Verify that fuel rack is not binding and linkage is
malfunctioning. properly adjusted. It may be necessary to
determine if the fuel rack is quickly following the
actuator input voltage.
Verify proper operation of overspeed protection

devices to determine if a shutdown is occurring
without an overspeed condition.
2301A control. If the control does not cut back the actuator
voltage (T20 and T21) until the speed setting is
completely counterclockwise (or does not reduce
fuel at any position), the 2301A control may be
faulty, or may have the wrong speed range. If the
voltage is cut back, look for a problem in the
linkage or actuator.
32 Woodward
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Engine overspeeds Engine. Check for proper operation of engine fuel system.
after operating at rated If actuator moves toward minimum fuel during
speed for some time. overspeed, problem is in fuel system.
Magnetic pickup and 2301A Check the magnetic pickup output voltage at
control. speeds above idle—at least 1.0 Vrms. If magnetic
pickup should fail and the speed-signal-override-
failed circuit is disabled, the 2301A control will call
for maximum fuel.
2301A control amplifier. Control the engine manually at rated speed and
adjust the Rated Speed setting fully
counterclockwise. If the output voltage is not zero,
check for proper speed range switch adjustment
as described in Chapter 2. If speed range is
correct for the application, replace the control.
Engine has momentary Gain adjustment made too Make Gain adjustment slowly. Small momentary
speed change when quickly. speed changes when adjusting Gain are normal.
adjusting Gain.
Low speed is not Actuator and linkage. The Low Idle Speed setting may be below the
regulated by Low Idle minimum-fuel position of the actuator or engine
Speed pot. NOTE fuel stop. In this case, the output voltage to the
On carbureted engines, the actuator will be zero.
minimum fuel stop rpm
setting will vary with engine The engine will be maintained at the minimum-
temperature. An improper fuel position by the actuator or the engine
cold setting may give minimum-fuel stop. These conditions indicate that
interference with the Low Idle the engine minimum-fuel position should be
Speed setting when the decreased by linkage adjustment (diesel engine)
engine is hot. or low-idle set screw (gas engine), or the Low Idle
Speed setting should be raised. If this action does
not correct the problem, the 2301A control may be
faulty.
Low Idle Speed pot. If adjustment of the Low Idle Speed pot causes
erratic behavior, replace the control.
Engine does not Faulty Close for Rated contact. Check Close for Rated contact. Remove wire from
decelerate when Rated terminal 19. Engine should decelerate.
contact is open. Low Idle Speed pot set fully Turn Low Idle Speed setting counterclockwise
clockwise. with terminal 19 open.
2301A control ramp circuitry. A faulty Close for Rated contact may remain in the
accelerate position with the contact open.
If the Close for Rated contact is operative, a faulty

circuit may cause loss of idle control.
In general, adjustment of Low Idle Speed will vary

the speed of the engine with the Close for Rated
contact in the decelerate (open) position.
Adjustment of Low Idle Speed should not affect
engine speed when the Close for Rated contact is
closed.
The speed-setting controls have sufficient

range to override the ramp and bring the
engine speed up to rated while still in the low-
idle mode (either by defect or switching).
Therefore, a Close for Rated contact that is
intermittent may cause the engine to
overspeed if the Rated Speed setting is
adjusted for rated speed with T19 open.
Woodward 33
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Engine will not stabilize 2301A control. Adjust GAIN, RESET, and ACTUATOR
at rated no-load speed. COMPENSATION as described in Chapter 3.
The instability may Speed setting controls. If adjustment of external speed trim causes
occur at no load or it instability, check potentiometer with ohmmeter for
may vary with load. erratic behavior (turn power off). Use non-
Control may be erratic. lubricating electrical cleaner if necessary. If
internal speed pot is faulty, replace control.
Improper linkage adjustment. Make sure that the actuator moves approximately
2/3 of its travel from no load to full load. Be sure
linkage is linear on turbine, diesel, and fuel-
injected engines. Be sure linkage is nonlinear on
carbureted engines. Refer to actuator manual for
proper installation.
Necessary external wires not The following tests will isolate noise and
properly shielded. (Electrical interference.
noise, caused by wiring carrying
an ac voltage, stray magnetic
fields from transformers, etc.,
can be picked up by improperly
shielded wire. Noise will cause To prevent possible damage to the control or
instability if picked up by engine, do not perform these tests in other
magnetic pickup lines and than single-unit operating configuration.
actuator lines.)
Jumper terminal 19 to 16, and remove wires to the
Close for Rated contact.
Where an external speed trim is used, jumper

terminal 23 to 24, and remove wires to the pot.
To prevent possible serious injury or death

from engine overspeed, DO NOT install the
jumper from terminal 16 to 18 while the engine
is running.
Remove wires to terminals 10, 11, 12, 14, 17, 25,

and 26. With the engine NOT running, jumper
terminal 16 to 18.
Verify that the switchgear frame, governor

chassis, and engine have a common ground
connection. Temporarily remove the battery-
charger cables from the control battery system.
If the engine operation is significantly improved by

these modifications, replace the wires one at a
time to locate the source of the trouble.
External wiring may require additional shielding or

rerouting from high-current lines or components.
If the problem cannot be solved by these checks,

it will be necessary to remove the 2301A control
from the switchgear. Temporarily mount the
control next to the engine and connect only a
battery, magnetic pickup, and actuator to the
control (use a separate battery placed next to the
engine). After starting the engine, place a small
jumper wire across terminals 19 and 16 to cause
the engine to accelerate to rated speed. If
necessary, apply load to check stability.
(continued)
34 Woodward
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Engine will not stabilize Necessary external wires not If stability occurs when the control is mounted
at rated no-load speed. properly shielded. (Electrical next to the engine, return the control to the
The instability may noise, caused by wiring carrying switchgear. Run new magnetic pickup, actuator,
occur at no load or it an ac voltage, stray magnetic and battery power lines. Shield all wires to the
may vary with load. fields from transformers, etc., control. Route all wires through conduit or an
Control may be erratic. can be picked up by improperly outer shield. Tie the outer shield to system ground
(continued) shielded wire. Noise will cause at the end opposite to the control.
instability if picked up by
magnetic pickup lines and
actuator lines.)
(continued
Engine may not be receiving Check actuator linkage to fuel-controlling
fuel as called for by the actuator mechanism for any lost motion, binding, or
voltage. excessive loading. Verify a steady fuel pressure of
proper value. Check actuator per appropriate
actuator manual.
Engine not operating properly. Engine may be causing speed variations. Control
engine manually to determine if instability is in
engine or governor control. Verify proper
adjustment of fuel control linkage.
Engine will not stabilize Input voltage low. Check supply voltage. It should be at least 90
at rated no-load speed. VDC or 88 VAC 50/60 Hz.
The instability may
occur at no load or it
may vary with load.
Control may be erratic.
(cont.)
Speed-setting control Faulty Rated Speed pot or Check by replacing Speed Trim with jumper and
does not regulate Speed Trim pot. setting speed with main speed pot.
speed.
Engine does not share Engine not receiving fuel as If voltage to actuator is minimum, visually
load with other units. called for by the governor. determine if actuator shaft is at maximum position.
If it is not, an actuator problem is indicated, or the
linkage or fuel system is restricted.
Unequal speed settings. Be sure that speed settings of all units at no load
are identical.
Unequal load-gain voltages. With the engine operating in single-unit
configuration, Load Gain must be set at 6.0 VDC.
See Chapter 3.
Circuit breaker auxiliary contact Check auxiliary circuit breaker and droop
or droop contact is open. contacts. With the Failed Speed Signal Override
contact open, check for 20 to 45 VDC from
terminal 14 to 18.
Improper load-sensing phasing. Perform phasing procedure in Chapter 3.
Circulating currents between Refer to appropriate voltage regulator manual.
generators.
Engine does not Actuator. If actuator has a ballhead backup, verify that its
maintain constant hydraulic governor section, speed setting, and
speed (isochronous). speed droop adjustments are properly set (see
the applicable governor manual).
Engine. If droop occurs near the full-load point only, it is
possible the engine is not producing the power
called for by the fuel control, or is being
overloaded. Either is indicated if the fuel control is
at maximum position.
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Chapter 6.
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
36 Woodward
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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 published at
www.woodward.com/directory.
You can also contact the Woodward Customer Service Department at one of the
following Woodward facilities to obtain the address and phone number of the
nearest facility at which you can obtain information and service.
Products Used In Products Used In Products Used In

Electrical Power Systems Engine Systems Industrial Turbomachinery
Systems
Facility---------------- Phone Number Facility---------------- Phone Number Facility---------------- Phone Number
Brazil ------------- +55 (19) 3708 4800 Brazil ------------- +55 (19) 3708 4800 Brazil ------------- +55 (19) 3708 4800
China ----------- +86 (512) 6762 6727 China ----------- +86 (512) 6762 6727 China ----------- +86 (512) 6762 6727
Germany: Germany------- +49 (711) 78954-510 India --------------- +91 (129) 4399500
Kempen ---- +49 (0) 21 52 14 51 India --------------- +91 (129) 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
For the most current product support and contact information, please visit our
website directory at www.woodward.com/directory.
38 Woodward
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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.
Woodward 39
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40 Woodward
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2301A Control Specifications

Part Numbers:
9900-430 24 V, forward-acting
9900-431 24 V, reverse-acting
9900-432 110 V, forward-acting
9900-433 110 V, reverse-acting
Speed Ranges (switch selectable):

Range 1 500-1500 Hz
Range 2 1000-3000 Hz
Range 3 (factory setting) 2000-6000 Hz
Range 4 4000-12 000 Hz
Steady State Speed Band ±1/4 of 1% of rated speed
Load Sharing ±5% of rated load
Approximate Weight 1.9 kg/4.2 lb

(may vary slightly depending on model)
2301A Dimensions see Figure 1-1
Power Supply Rating:

High Voltage Models 90–150 VDC or 88–132 VAC 50/60 Hz, 12 W
Low Voltage Models 20–40 VDC, 12 W
Operating Temperature –40 to +85 °C (–40 to +185 °F)

Storage Temperature –55 to +105 °C (–67 to +221 °F)
Maximum Ambient Humidity 95% at 38 °C (100 °F)
Vibration Test (US MIL-STD 167)—4 Gs between 5 and 500 Hz
Shock Test (US MIL-STD 901C)—60 Gs
SPM-A Synchronizer (optional): –5 to +5 VDC for –3.3% to +3.3% speed change OR

–1.5 to +1.5 VDC for –1% to +1% speed change
100 kΩ maximum load
Speed Trim (optional): 0–10% speed decrease with 0–100 Ω pot (1 W)

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We appreciate your comments about the content of our publications.

Send comments to: [email protected]
Please reference publication 02303B.
ËB02303:Bµ¹´¹¶¸Î
PO Box 1519, Fort Collins CO 80522-1519, USA

1000 East Drake Road, Fort Collins CO 80525, 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.
2019/7/Colorado

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Product Manual 02303

9900-430, 9900-431, 9900-432, 9900-433

Installation and Operation Manual

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

To prevent damage to electronic components caused by improper handling, read

Revisions—Text changes are indicated by a black line alongside the text.

Manual 02303 2301A Load Sharing & Speed Control

ELECTROSTATIC DISCHARGE AWARENESS .................................................. II

2301A Load Sharing & Speed Control Manual 02303

Illustrations and Tables

Figure 1-1. 2301A Load Sharing and Speed Control .............................................3

Table 5-1. Troubleshooting...................................................................................31

Electrostatic Discharge Awareness

Follow these precautions when working with or near the control.

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

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

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

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

To prevent damage to electronic components caused by improper

Manual 02303 2301A Load Sharing & Speed Control

This manual covers 2301A controls, part numbers:

The 2301A control is housed in a sheet-metal chassis and consists of a single

The 2301A provides control in either isochronous or droop mode.

The isochronous mode is used for constant engine speed with:

The 2301A system for a single-engine generator includes:

2301A Load Sharing & Speed Control Manual 02303

External wiring connections for reverse-acting controls are identical

The relationship between engine speed and sensor output frequency is

(No. of teeth) x (engine speed [rpm])

Manual 02303 2301A Load Sharing & Speed Control

Figure 1-1. 2301A Load Sharing and Speed Control

2301A Load Sharing & Speed Control Manual 02303

Figure 1-2. Plant Wiring Diagram (9900-430)

Manual 02303 2301A Load Sharing & Speed Control

Figure 1-3. Plant Wiring Diagram (9900-431)

2301A Load Sharing & Speed Control Manual 02303

Figure 1-4. Plant Wiring Diagram (9900-432)

Manual 02303 2301A Load Sharing & Speed Control

Figure 1-5. Plant Wiring Diagram (9900-433)

2301A Load Sharing & Speed Control Manual 02303

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

The control must NOT be mounted on the engine.

Manual 02303 2301A Load Sharing & Speed Control

4. Remove 6 mm (1/4 inch) of insulation from the inner conductor(s), and

In installations with severe electromagnetic interference (EMI), shielded wire run

Setting Speed Range

Potential Transformer Connections

The potential transformer secondary line-to-line voltage must be in the 90 to 240

2301A Load Sharing & Speed Control Manual 02303

Current Transformer Connections

Droop Contact (Isoch/Droop) and Load Sharing Lines

The control is in the droop mode whenever the circuit-breaker

DO NOT apply power to the control at this time. Applying power

Manual 02303 2301A Load Sharing & Speed Control

Minimum Fuel Contact

To protect against possible serious injury or death resulting from

Failed Speed Signal Override

If a failed-speed-signal-override contact is used, it should be of the momentary