Qesv2553 CS10 11 12 GC HRC STMG 022521

QESV2553
February 2021
TECHNICAL PRESENTATION
CS10, CS11, AND CS12 GC SOIL

COMPACTORS
D6H 1-UP (MACHINE)
RFL 1-UP (MACHINE)
TTK 1-UP (MACHINE)
SXT 1-UP (MACHINE)
MZJ 1-UP (MACHINE)
QESV2553
CS10, CS11, and CS12 GC Soil Compactors
TECHNICAL PRESENTATION QESV2553 . . . . . . . . . . . . . . . . . . . . . . . . . . SLIDES AND SCRIPT
AUDIENCE
Level-II service personnel who understand the principles of machine systems operation, diagnostic
equipment, and procedures for testing and adjusting.
CONTENT
This presentation describes the operation of the hydraulic and electrical systems for the CS10, CS11,
and CS12 Soil Compactors.
OBJECTIVES
After studying the information in this presentation, the service person will be able to:
1. locate and identify major components on the machine;

2. explain the function of and properly use all machine controls;
3. explain operation of the machine’s hydraulic systems by tracing oil flow through each of the
systems;
4. explain operation of the machine’s electrical system by tracing current flow through the
system.
REFERENCES
CS10, CS11, and CS12 Soil Compactors Service Manual

CS10, CS11, and CS12 Soil Compactors Parts Manual
CS10, CS11, and CS12 Soil Compactors Operation and Maintenance Manual (OMM)
Estimated Time: 36 Hours

Visuals: 103 Slides
Form: QESV2553
Date: 02/21
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QESV2553
TABLE OF CONTENTS
CS10, CS11, and CS12 GC Soil Compactors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Operator Platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Engine Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Power Distribution and Machine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Starter and Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Operator Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Electrical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Fuses and Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Electrical Schematic (Power Distribution and Machine Starting) . . . . . . . . . . . . . . . . . . . . . . . . 25
Power Distribution with Engine Start Switch ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Start Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
CAN Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
C3.6 Tier 4F, EU Stage V Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Operator Controls (Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Component Location (Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Engine Coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Engine Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Aftertreatment System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Engine Monitoring Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Engine ECM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
NOx Reduction System (NRS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Engine Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Engine Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Input Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Electronic Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Fuel Injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Propulsion System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Operator Controls (Propulsion System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Propulsion System (Electrical Components) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Hydraulic Oil Filter (Charge) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Manifold (Return) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Piston Pump (Propulsion) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Piston Motor (Drum Propulsion) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Piston Motor (Axle) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Electrical Schematic (Propulsion) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
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Input Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Output Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Propulsion Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Operating Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Hydraulic Schematic (Propulsion System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Vibratory System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Operator Controls (Vibratory System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Location of Electrical Components (Vibratory System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Piston Pump (Vibratory) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Piston Motor (Vibratory) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Eccentric Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Electrical Schematic (Vibratory System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Input Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Output Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Vibratory System Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Hydraulic Schematic (Vibratory System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Steering System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Gear Pump (Steering) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Metering Pump (Steering) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Hydraulic Cylinder (Steering) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Hydraulic Schematic (Steering System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
Cat Compaction Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127

General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Compaction Meter Value–Component Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
Machine Drive Power–Component Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
Operator Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
Electronic Control Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
Electrical Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
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6H2A7179_1
SLIDE 1
CS10, CS11, and CS12 GC Soil

Compactors
INTRODUCTION
The CS10, CS11, and CS12 GC Soil Compactors are single-drum • General information
soil compactors used in medium-size construction applications.
These machines have a smooth drum and optional padded drum
shell.
The typical application for a smooth-drum machine includes

highway and street construction, airport construction and building
site preparation. The smooth-drum machine is used when a smooth
surface is desired. The typical application for a padded-drum
machine includes landfill liner compaction and compacting large
trenches.
The Caterpillar C3.6 engine provides the power to operate the • Engine
CS10, CS11, CS12 as well as the CP11 and CP12 machines. The
engine meets U.S. EPA Tier 4 Final and EU Stage V emissions
standards. This engine has a maximum power rating of 90.0 kW
(120.0 hp) at 2200 rpm.
The drum and axle on these machines is driven hydrostatically. The

hydrostatic propulsion system has two speed ranges: high and low.
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• Sun canopy, ROPS/FOPS, These machines can be equipped with a roll-over protection
or optional cab structure, falling object protection structure (ROPS/FOPS), or an
optional cab.
• Drum widths Drum width on these machines is 2134 mm (84 in). The drum
diameter on the smooth-drum machines is 1535 mm (60 in). The
drum diameter on a machine equipped with a shell kit is 1739 mm
(68.5 in).
• Operating weights Operating weights for the smooth drum machines are as follows:
• CS10 GC— 10 287 kg (22,677 lb) with a ROPS/FOPS and 10 449

kg (23,036 lb) with a cab


Operating weights for machines with a shell kit bumper but without
a shell kit installed on the drum are as follows:



Operating weights for machines with a an oval pad shell kit installed
on the drum are as follows:



Operating weights for machines with a a square pad shell kit

installed on the drum are as follows:


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This presentation gives a general overview of the machine and • Objectives

covers each machine system in detail. After observing this
presentation, service personnel will be able to:
1. Locate and identify major components on the machine.

2. Explain the function of and properly use all machine controls.
3. Explain operation of the machine’s hydraulic systems by tracing
oil flow through each of the systems.
4. Explain operation of the machine’s electrical system by tracing
current flow through the system.
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1126191313_1_3
SLIDE 2
OPERATOR PLATFORM
• Left side of machine The operator platform (1) is in front of the engine compartment.
The platform can be entered from the left side of the machine.
• Component location The front console (2) contains a gauge and indicator cluster used to
1. Operator platform alert the operator of machine monitored condition. The right side
2. Front console console (3) to the right of the seat contains the machine control
3. Right side console switches and the propulsion joystick.
4. Hand rails
5. Steps The operator platform can be entered using the steps (5) and hand
rails (4) on the left side of the platform.
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6 7
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6H2A7200_1_8
SLIDE 3
The front console is mounted at the front of the operator platform. • Front console
This console includes several controls and indicators that allow the
operator to control the machine and monitor operating conditions.
The coolant temperature indicator (6) provides an indication of • Component location

engine coolant temperature. 6. Coolant temperature
indicator
The engine speed tachometer (7) continuously displays engine speed 7. Engine speed
in rpm. tachometer
8. Fuel level indicator
The fuel level indicator (8) shows the current level of fuel in the fuel 9. Beacon light switch
tank. 10. Work lights switch
The work lights switch (10) controls the power to the machine work
lights. The beacon light switch (9) controls the power to the rotary
beacon on top of the machine.
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6H2A7258_1_7
SLIDE 4
• Left side of seat The fuse and relay panel (11) is behind a cover on the left side of the
operator seat. The cover panel must be removed to access these
components.
• Component location The switched fuse block (12) and unswitched fuse block (13) contain
11. Fuse and relay panel fuses and relays for various machine circuits. The fuse blocks are
12. Switched fuse block protected by plastic covers (shown removed).
13. Unswitched fuse block
The fuses on the switched fuse block (12) are powered by the
switched fuse of the main power relay module. The fuses on the
unswitched fuse block (13) are powered by the unswitched fuse of
the main power relay module.
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6H2A7210_1_3
SLIDE 5
The hydraulic oil tank is on the right side of the machine, under the • Right side of machine
operator platform.
The propulsion hydraulic system, the vibratory hydraulic system, • Component location
and the steering hydraulic system share this hydraulic oil tank. 14. Hydraulic tank
15. Sight glass
The hydraulic oil tank is not pressurized. The fill port is on the right 16. Fill cap
side of the hydraulic tank. The sight gauge indicates the oil level in
the hydraulic tank. The service fill capacity of the hydraulic tank is
23 L (6.1 U.S. gal).
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1
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SLIDE 6
ENGINE COMPARTMENT
• Rear of machine The cooling package contains the radiator (2), fuel cooler (1), the
air-to-air aftercooler (ATAAC) (3), and the hydraulic oil cooler (4).
On machines with a cab, the cooling package also contains the air-
conditioning condenser (5).
• Component location The hydraulic oil cooler (4) receives and cools hydraulic oil from the
1. Fuel cooler return manifold. Cooled hydraulic oil is then returned to the
2. Radiator hydraulic tank.
3. Air-to-air aftercooler
4. Hydraulic oil cooler The fuel cooler (1) helps to maintain the temperature of the fuel
5. Air-conditioning prior to injection. This feature helps to prolong the service life of the
condenser fuel injection components.
The radiator (2) uses air to reduce the temperature of engine

coolant. The engine coolant is used to remove excess heat from the
engine during operations.
The air-to-air aftercooler (3) cools engine intake air after it has been
pressurized by the turbocharger. This cooled air is then directed to
the engine intake manifold. This system helps to lower combustion
temperatures and improve the performance and life of engine
components.
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6 7
6H2A7303_1_3
SLIDE 7
The fuel tank (8) is at the rear of the machine. The engine • Rear of machine
compartment cover provides access to this component.
The fuel fill port (6) is on the left side of the fuel tank. Fuel is added • Component location
to the tank through this port. The neck of the fill port includes a 6. Fuel fill port
mesh screen (not shown) that prevents debris from entering the fuel 7. Fuel level sender
tank. The refill capacity of the fuel tank is 248 L (65.5 U.S. gal). 8. Fuel tank
The fuel level sender is mounted in the top of the fuel tank. The
machine ECM monitors the signal from this component. This signal
is used by the fuel level indicator on the front console.
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6H2A7179_1
SLIDE 8
Power Distribution and Machine

Starting
INTRODUCTION
• Section information The machine is equipped with a 12-volt electrical system. Fuses
protect the machine electrical circuits.
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6H2A7270_1_3
SLIDE 9
BATTERY
The battery (1) is inside the engine compartment, at the rear of the • Rear of machine
machine. The engine compartment cover provides access to the
battery.
The machine is equipped with a single 12-volt battery (1). The • Component location
battery provides 12 volts to the machine electrical system. 1. Battery
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6H2A7336_1_6
SLIDE 10
STARTER AND ALTERNATOR
• Left side of machine The starter (1) and alternator (2) are on the left side of the engine.
The engine compartment cover provides access to these components.
• Component location The starter relay controls the power supply circuit to the coil of the
1. Starter starter (1). The machine ECM controls the power supply to the coil
2. Alternator of the starter relay. When the engine start switch is in the OFF or
ON position, the coil of the starter relay is not energized. When the
engine start switch is moved to the START position, the machine
ECM energizes the coil of the starter relay.
When the starter relay is not energized, the coil of starter (1) is not
energized. When the coil of the starter relay is energized, the coil of
the starter is energized, and the starter cranks the engine.
When the engine is operating, the alternator (2) provides power to

operate the machine electrical system and to charge the battery. The
alternator is rated at 120 amps. The engine block provides the
ground for the alternator.
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6H2A7306_1_6
SLIDE 11
OPERATOR CONTROLS
The electrical disconnect switch (1) is inside the engine compartment • Right side of machine
at the rear of the machine. The engine compartment cover provides
access to the switch.
The electrical disconnect switch (1) is a keyed rotary switch with • Component location
two positions. The counterclockwise position of the switch is the 1. Electrical disconnect
OFF position, and the clockwise position of the switch is the ON switch
position. This switch is wired between a frame ground and the
battery. The switch must be in the ON position for power to be
available to the machine electrical system.
NOTE: The electrical disconnect switch (1) should not be moved to

the OFF position while the machine is running.
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2
3
6H2A7187_1_8
SLIDE 12
• Side console The E-stop switch (2) and parking brake switch (3) are on the right
side console.
• Component location The E-stop switch (2) is a push-button switch. The bottom position
2. E-stop switch (pushed down) of the switch is the STOP position. The top position
3. Parking brake switch (pulled up) of the switch is the RUN position. When the switch is in
the STOP position, power is not available at the engine start switch.
The parking brake switch (3) is a rocker switch with two positions.
The right position is the ON position and the left position is the OFF
position. Internal indicators illuminate for each state. The parking
brake switch must be in the ON position for the engine to start.
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6H2A7189_1_3
SLIDE 13
The engine start switch (4) is on the rear end of the right side • Side console
console.
The engine start switch (4) is a keyed rotary switch. This switch has • Component location
three positions. The counterclockwise position is the OFF position. 4. Engine start switch
The center position is the ON position. The clockwise position is the
START position. The switch is spring returned from the START
position to the ON position.
The machine ECM monitors the position of the engine start switch
(4). This component is monitored along with other machine and
engine conditions to determine whether to energize the starter motor
and start the engine.
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6H2A7375_1_3
SLIDE 14
• Right console The power port (5) is on the front side of the right console.
• Component location The power port (5) provides 12-volts of unswitched power when the
5. Power port electrical disconnect switch is in the (ON) position.
16
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6H2A7279_1_3
SLIDE 15
ELECTRICAL COMPONENTS
Fuses and Relays
The main power relay module (1), the glow plug relay module (2), • Rear of the machine
and engine ECM relay module (3) are installed in the engine
compartment at the rear of the machine. The engine compartment
cover provides access to these modules.
The main power relay module (1) contains the main power relay and • Component location
two 60-amp fuses. One of the 60-amp fuses provides unswitched 1. Main power relay
power to contact “30” of the main power relay. This fuse also module
provides power to the gate of the starter relay. The second 60-amp 2. Glow plug relay
fuse provides unswitched power to the bus bar of the unswitched module
fuse block. When the main power relay is energized, power transfers 3. Engine ECM relay
from the relay to the bus bar of the switched fuse block. module
The glow plug relay module (2) contains the glow plug relay and a
60-amp fuse. The 60-amp fuse provides unswitched power to
contact “30” of the glow plug relay. When the glow plug relay is
energized, power transfers from the relay to the glow plugs.
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The engine ECM relay module (3) contains the engine ECM relay, a
50-amp fuse and a 40-amp fuse. The 50-amp fuse provides
unswitched power to the coil of the engine ECM relay. The 40-amp
fuse provides unswitched power to the gate of the engine ECM relay.
When the electrical disconnect switch is in the ON position, the
engine ECM relay receives power and is energized. When this
happens, power transfers from the relay to the engine ECM.
4 5
6H2A7280_1_3
SLIDE 16
• Left side of the machine The engine fuse module (4) and aftertreatment fuse module (5) are in
the engine compartment at the rear of the machine. The engine
compartment cover provides access to these modules. Each module
includes a removable dust cover to protect the individual fuses.
• Component location The fuse modules (4) and (5) contain fuses for various machine
4. Engine fuse module circuits. The fuses and relays on the fuse block are powered the main
5. Aftertreatment fuse power relay module.
module
The fuses on the engine fuse module (4) provide protection for
engine systems. These fuses are described as follows:
• Fuel pump fuse—This 10 amp fuse protects the fuel pump relay.
• Engine ECM fuse—This 7.5 amp fuse protects the coil of the
engine ECM relay.
• DEF reversing valve fuse—This 5 amp fuse protects the reverse

circuit of the DEF pump.
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• Keep alive fuse—This 20 amp fuse protects the ground circuit of

the keep alive relay.
The fuses on the aftertreatment fuse module (5) provide protection

for engine exhaust aftertreatment systems. These fuses are described
as follows:
• DEF heated lines fuse—This 10 amp fuse protects the DEF lines
heaters.
• NOX sensors fuse—This 10 amp fuse protects the engine NOX

sensors.
• Coolant diverter valve fuse—This 10 amp fuse protects the coolant

diverter valve, the DEF reversing valve relay, and the coil of the
keep alive relay.
• Purge lamp fuse—This 7.5 amp fuse protects the DEF indicator
lamp, the coil of the aftertreatment relay, and the coil of the fuel
pump relay.
12
11
10
6H2A7298_1_3
SLIDE 17
Machine system relays are in the engine compartment at the rear of • Right side of the machine
the machine. These relays are mounted in front of the DEF tank. The
engine compartment cover provides access to these relays.
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• Component location The starter relay (8) controls power to the starter. The starter relay
6. CAN resistor must be energized for the starter to crank the engine. The machine
7. CAN resistor ECM controls the state of the starter relay. The following conditions
8. Starter relay must be met for power to transfer across the starter relay to the
9. DEF reverse relay starter:
10. Aftertreatment relay
11. Fuel pump relay • The electrical disconnect switch must be in the ON position.
12. Keep alive relay
• The engine start switch must be in the START position.
• The neutral start switch must be closed (propel pump must be at

zero angle).
• The parking brake switch must be in the ON position.
The DEF reverse relay (9) controls power to the reverse coil for the
DEF pump. The coil of this relay is controlled by the engine ECM.
The aftertreatment relay (10) controls power to components in the

aftertreatment system, including the DEF line heaters, the NOx
sensors, and the coolant diverter valve. The coil of this relay is
controlled by the engine ECM relay.
The fuel pump relay (11) controls power to the fuel pump. The coil
of this relay is controlled by the engine ECM.
The keep alive relay (12) controls the ground circuit for the engine
ECM and the DEF pump ECM. This relay prevents damage to
components of the aftertreatment system during the delayed engine
shutdown sequence. If the electrical disconnect switch is moved to
the OFF position before the sequence is completed, this relay will
maintain the ground circuit. The coil of this relay is controlled by
the aftertreatment relay.
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13
14 15
6H2A7258_1_8
SLIDE 18
Machine fuses and relays are on the left side of the operator seat. • Left side of the machine
The fuse blocks are protected by plastic covers (shown removed). A
panel must be removed to access the fuse blocks.
The switched fuse block (14) and unswitched fuse block (15) contain • Component location
fuses and relays for various machine circuits. 13.Fuse and relay panel
14.Switched fuse block
The fuses on the unswitched fuse block (15) are powered by the 15.Unswitched fuse block
unswitched fuse of the main power relay module. These fuses are
described as follows:
• Horn fuse “F1”—The horn fuse is rated at 7.5 amps.
• Display fuse “F2”—The display fuse is rated at 7.5 amps.
• Engine start switch fuse “F3”—The engine start switch fuse is

rated at 10 amps.
• Grade control fuse “F4”—The grade control fuse is rated at 10

amps.
• Product link fuse “F5”—The product link fuse is rated at 7.5

amps.
• Lighting fuse “F6”—The lighting fuse is rated at 10 amps.
• Power port fuse “F7”—The power port fuse is rated at 10 amps.
• Machine power fuse “F8”—The power port fuse is rated at 10

amps.
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NOTE: The fuses in slots “F9” and “F10” of the unswitched fuse
block (15) are spares.
The fuses on the switched fuse block (14) are powered by the
switched fuse of the main power relay module. This power transfers
across the main power relay when the coil of the relay is energized.
These fuses are described as follows:
• Machine ECM fuse “F1”—The machine ECM fuse is rated at 10

amps.
• Machine ECM fuse “F2”—The machine ECM fuse is rated at 10

amps.
• Front work lights fuse “F2”—The front work light fuse is rated at
10 amps.
• Rear work lights fuse “F3”—The rear work light fuse is rated at
10 amps.
• Backup alarm fuse “F4”—The backup alarm fuse is rated at 7.5

amps.
• Lift pump fuse “F5”—The fuel lift pump fuse is rated at 20 amps.
• Brake lights fuse “F6”—The brake lights fuse is rated at 7.5 amps.
• HVAC fuse “F7”—The HVAC fuse is rated at 7.5 amps.
• Wiper fuse “F8”—The wiper fuse is rated at 15 amps.
• Compaction control fuse “F10”—The compaction control fuse is

rated at 10 amps.
NOTE: The fuse in slot “F9” of the switched fuse block (5) is a
spare.
The starter logic relay (6) is installed on the unswitched fuse panel
(4). This relay controls power to the starter. The starter logic relay
must be energized for the starter to crank the engine. The following
conditions must be met for power to transfer across the starter relay
to the starter:
• The electrical disconnect switch must be in the ON position.
• The engine start switch must be in the START position.
• The neutral start switch must be closed (propel pump must be at

zero angle).
• The parking brake switch must be in the ON position.
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16
0926191122_1_6
SLIDE 19
The neutral start switch (16) is on the propulsion pump, below the • Right side of machine
operator platform. Access to this component is limited from the
right side of the machine.
The neutral start switch (16) is a normally-closed switch. The • Component location
machine ECM monitors the state of this switch as part of the engine 16. Neutral switch
start requirements. The switch contacts are closed when the
propulsion lever is in the NEUTRAL position. When this happens,
the swashplate in the propulsion pump is at zero angle.
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4
2
6H2A9258_1_6
SLIDE 20
Engine Control
• Right side of machine The fuel injection pump (1) and fuel pump solenoid (2) are on the
left side of the engine. The engine compartment cover provides
access to these components.
• Component location The fuel injection pump (1) is a gear-type pump driven by the
1. Fuel injection pump engine. The fuel pump solenoid (2) controls fuel flow from the pump
2. Fuel pump solenoid to the fuel injectors.
3. Fuel pump diode
4. Fuel lift pump The engine start switch must be in the ON or START position for
the fuel pump solenoid (2) to be energized. A diode (3) in line with
the solenoid provides protection for the circuit.
NOTE: The shutoff solenoid (2) must be energized for the engine to
start.
The fuel lift pump (4) is in the base of the secondary fuel filter. This
pump operates when the engine start switch is in the ON position
and START position.
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POWER DISTRIBUTION AND MACHINE STARTING

(1) STARTER
304-WH 304-WH
(11) MACHINE FUSE PANEL
(2) ALTERNATOR
G S
(12) UNSWITCHED FUSE BLOCK (32) ENGINE START
W
5 959-WH
SWITCH
MTR BAT
101-RD B+
ALT D+ 2 F1 (13) HORN FUSE
200-BK R
4 304-WH
GND 7.5A A133-RD
3
MOTOR C 1 333-GN
1 110-RD S 2
F2 (14) DISPLAY FUSE 3 J724-BU
B
4 105-RD
7.5A 122-RD (37) CAN RESISTOR
101-RD
(8) STARTER F3 (15) ENGINE START SW FUSE F711-YL A
(38) MACHINE ELECTRONIC
200-BK F712-GN B
RELAY 10A 105-RD C CONTROL MODULE (ECM)
NEG POS J1
F4 (16) GRADE CONTROL FUSE ON OFF
118-GY 1 BATT
118-GY 2 BATT
10A 174-RD 1 C709-WH 118-GY 200-BK 3 BATT
2 200-BK 118-GY 200-BK
(4) BATTERY 3 F765-BR
4 BATT
F5 (17) PRODUCT LINK FUSE 4 130-GN
F711-YL
F712-GN
200-BK
200-BK
5 BATT
6 BATT
A132-RD 5 333-GN F711-YL 7 CAN A
(3) ELECTRICAL 7.5A
6 U735-GN J724-BU F712-GN 8 CAN A
DISCONNECT 9 200-BK C709-WH 333-GN 9 KEYSWITCH IN
F6 (18) LIGHTING FUSE 7 U735-GN F765-BR 187-PU 11 SINKING DOUT
SWITCH 187-PU 959-WH 18 STARTER RELAY
10 130-GN
10A 103-YL 959-WH C709-WH 22 SWITCH INPUT
8 200-BK 330-YL F765-BR 23 SWITCH INPUT
A479-BR F716-WH 32 SWITCH INPUT
F7 (19) POWER PORT FUSE (33) PARKING BRAKE F716-WH J724-BU 35 ANALOG INPUT
200-BK 330-YL 42 ANALOG INPUT (PD)
110-RD 110-RD 10A 101-RD SWITCH 200-BK
196-BU 200-BK
J2
187-PU F8 (20) MACHINE POWER FUSE 200-BK
200-BK 200-BK 12 SINKING DOUT
10A 196-BU
101-RD (34) POWER 200-BK 200-BK 31 SENSOR RETURN
2 1 200-BK PORT 200-BK 200-BK 32 SENSOR RETURN
200-BK 200-BK 41 SENSOR RETURN
87 196-BU
(5) MAIN 112-PU 200-BK 200-BK 47 SENSOR RETURN
187-PU 200-BK 48 SENSOR RETURN
POWER 200-BK 200-BK 49 SENSOR RETURN
959-WH
RELAY 87A R810-BR
200-BK 51 SENSOR RETURN
MODULE MAIN SWITCHED FUSE 309-PU
60A 150-RD
MAIN UNSWITCHED FUSE 101-RD (21) UNSWITCHED FUSE BLOCK (39) ENGINE ELECTRONIC
101-RD
CONTROL MODULE (ECM)
60A
F1 (22) MACHINE ECM J1
FUSE 150-RD 333-GN 5 KEYSWITCH
150-RD 333-GN 6 KEYSWITCH
R810-BR 112-PU 10A 118-GY 150-RD 200-BK 12
200-BK 333-GN 150-RD 13
F2 (23) MACHINE ECM (35) E-STOP SWITCH 333-GN 15 LOW PRESSURE LIFT PUMP
F716-WH 17
2 1 FUSE F716-WH 309-PU 26
E-STOP NC
MAIN RELAY (LS)
309-PU 309-PU 27 MAIN RELAY (LS)
10A 118-GY 309-PU 200-BK 36
150-RD 37
(6) GLOW 87 F3 (24) RR WORK LIGHTS FUSE F711-YL 48
384-BU 384-BU R810-BR F712-GN 59
PLUG 4 3
200-BK 60
10A 116-BR 169-PK 3
RELAY 87A F716-WH 4
F712-GN
F711-YL
150-RD 61
70
MODULE GLOW PLUG FUSE
(9) GLOW F4 (25) FR WORK LIGHTS FUSE A479-BR 1
200-BK 2
PLUGS 1 2
60A 7.5A 115-PK
200-BK J2
101-RD
200-BK
101-RD F5 (26) SOLENOIDS FUSE R810-BR 105 GLOW PLUG RELAY
20A 409-OR
309-PU
F6 (27) SWITCHES FUSE (40) CAN RESISTOR
140-RD F711-YL A
7.5A 169-PK (36) NEUTRAL START SWITCH F712-GN B
C
2 1
F7 (28) HVAC FUSE
409-OR 1
7.5A 124-GN 330-YL 2
(7) ENGINE ECM 87
150-RD
RELAY F8 (29) BACKUP RELAY FUSE
MODULE 87A
A145-RD
15A
ENGINE ECM FUSE
40A
F9 (30) KEYSWITCH FUSE
UNSWITCHED FUSE
15A 127-OR
(10) ENGINE
50A 101-RD
ECM FUSE F10 (31) COMPACTION CONTROL
FUSE
110-RD 110-RD 7.5A 140-RD 15A 111-YL
1204191033_2_3_4
SLIDE 21
ELECTRICAL SCHEMATIC (POWER DISTRIBUTION AND

MACHINE STARTING)
Power Distribution with Engine Start Switch ON
The machine is equipped with a single 12-volt battery (4). The • Electrical schematic
negative side of the battery is connected to the frame ground
through the electrical disconnect switch (3).
When the electrical disconnect switch (3) is in the ON position, • Component location
power from the battery (4) is distributed to the following locations: 1. Starter
2. Alternator
• “BAT” terminal of the starter (1) 3. Electrical disconnect
switch
• “B+” terminal of the alternator (2) 4. Battery
5. Main power relay
• Fuses in main power relay module (5) module
6. Glow plug relay
• Fuses in glow plug relay module (6)
module
25
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• Fuses in engine ECM relay module (7)
• Component location Inside main power relay module (5), battery power is transfered
continued through the 60-amp main unswitched fuse to the following
7. Engine ECM relay locations:
module
8. Starter relay • Contact “1” of starter relay (8)
9. Glow plugs
10. Engine ECM fuse • Unswitched fuse block (12) on machine fuse panel (11)
11. Machine fuse panel
12. Unswitched fuse block NOTE: Power transfers across the 60-amp main switched fuse to
13. Horn fuse the gate of the relay in main relay module (5).
14. Display fuse
15. Engine start switch Power from the main power relay module (5) is available at the
fuse following fuses on the unswitched fuse block (21):
16. Grade control fuse
17. Product link fuse • Horn fuse “F1” (13)
18. Lighting fuse
19. Power port fuse • Display fuse “F2” (14)
20. Machine power fuse
• Engine start switch fuse “F3” (15)
22. Machine ECM fuse • Grade control fuse “F4” (16)
23. Machine ECM fuse
24. Rear work lights fuse • Product link fuse “F5” (17)
25. Front work lights fuse
24. Backup alarm fuse • Lighting fuse “F6” (18)
26. Solenoids fuse
27. Switches fuse • Power port fuse “F7” (19)
28. HVAC fuse
29. Backup relay fuse • Machine power fuse “F8” (20)
29. From glow plug switch
30. Keyswitch fuse In the starting circuit, unswitched fuse power is transferred from the
31. Compaction control
machine power fuse “F8” (20) to the coil of the main power relay
fuse
module (5). When this happens, the relay energizes and transfers
32. Engine start switch battery power to the switched fuse block (21).
33. Parking brake switch
34. Power port
Power from the main power relay module (5) is available at the
35. E-stop switch following fuses on the switched fuse block (21):
36. Neutral start switch
37. CAN resistor
• Machine ECM fuse “F1” (22)
38. Machine ECM
• Machine ECM fuse “F2” (23)
39. Engine ECM
40. CAN resistor • Rear work lights fuse “F3” (24)
• Front work lights fuse “F4” (25)
• Solenoids fuse “F5” (26)
• Switches fuse “F6” (27)
26
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• HVAC fuse “F7” (28)
• Backup relay fuse “F8” (29)
• Keyswitch fuse “F9” (30)
• Compaction control fuse “F10” (31)
Inside glow plug relay module (6), power transfers across the 60-
amp switched fuse to the gate of the relay inside the module.
Inside engine ECM relay module (7), power transfers across the 40-
amp switched fuse to the gate of the relay inside the module. The 50-
amp unswitched fuse transfers power to the coil of the relay via the
engine ECM fuse (10).
Start Engine
When E-stop switch (35) is in the RUN position, voltage from

switches fuse (27) is directed out pin “4” of the switch. This voltage
is supplied to the machine ECM (38) and the engine ECM (39). This
input provides a signal to the machine electronic control system.
When the E-stop switch is in the STOP position, this signal is
interrupted and the machine cannot be started.
When the engine start switch (32) is moved to the ON position,

power transfers from contact “4” to contact “1” of the switch. From
contact “1” of the engine start switch, power transfers to the
following locations:
• Terminal “J1-9” of the machine ECM (38)
• Terminal “J1-5” of the engine ECM (39)
• Terminal “J1-6” of the engine ECM (39)
This signal from the engine start switch provides a wake-up signal
to the machine electronic control system.
The machine ECM monitors the status of the parking brake switch
(33) at terminals “J1-22” and “J1-23”. The parking brake switch
must be in the ON position prior to starting the engine.
The machine ECM monitors the status of the neutral start switch
(36) at terminal “J1-42”. The neutral start switch must be closed
prior to starting the engine.
27
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When engine start switch (32) is moved to the START position,

voltage from contact “3” of the switch transfers to terminal “J1-35”
of machine ECM (38).
At this point, the machine ECM (11) evaluates machine and engine
conditions to determine if the engine can be started. When required
conditions are met, the machine ECM transmits a signal from
terminal J1-15. This signal energizes the coil of starter relay. When
this happens, power transfers across the relay to contact “S” of the
starter motor. The starter cranks, and the engine starts. After the
engine is started and the engine start switch (32) is returned to the
ON position, the starter relay de-energizes, and the starter is
disengaged. The switch must be moved back to the OFF position
before it can be returned to the START position.
CAN Communication
Machine ECM (38) and engine ECM (39) communicate through a

CAN.
In order to prevent data loss in the communication lines,

termination resistors are required at the ends of the CAN bus. The
CAN resistors (38) and (40) act as termination resistors. The CAN
resistors absorb unwanted noise in the communication system which
can result in abnormal machine operation.
Differences in materials along the CAN bus can cause data pulses in
the bus to reflect back through the bus. This reflection, also know as
“jitter,” creates unwanted noise in the CAN bus. Jitter in the
communication lines between computers can distort the original
data signals. The distortion can result in data loss.
Data in the CAN bus can also be contaminated with radio frequency
interference (RFI). This interference can be caused by a number of
devices which operate on or near the machine. RFI creates noise in
the communication lines which can also distort the original data
signals and cause data loss.
28
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6H2A7179_1
SLIDE 22
C3.6 Tier 4F, EU Stage V Engine
INTRODUCTION
The Caterpillar C3.6 engine provides the power to operate the • Section information
CS10, CS11, CS12 as well as the CP11 and CP12 machines. The
engine meets U.S. EPA Tier 4 Final and EU Stage V emissions
standards. This engine has a maximum power rating of 90.0 kW
(120.0 hp) at 2200 rpm.
An electronic control module (ECM) monitors engine operating

conditions at all times, improves performance during cold starts, and
compensates for high altitude operation. Engine speed governing is
controlled electronically and requires no adjustment. In addition, the
ECM maintains an active electronic fault log that aids in
troubleshooting.
29
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6H2A7187_1_7
SLIDE 23
OPERATOR CONTROLS (ENGINE)
• Right side console The console to the right of the operator seat contains the throttle
control switch (1).
• Component location The throttle control switch (1) is a momentary rocker switch with
1. Throttle control switch two positions. This switch allows the operator to adjust engine
speed during machine operations. The left position is the HIGH-
IDLE position. The right position is the LOW-IDLE position.
The machine ECM monitors the status of this switch and

communicates engine speed requests to the engine ECM.
When the right side (HIGH-IDLE) of the throttle control switch (1)
is pushed down, the engine control system increases the engine
speed. If the engine is operating at LOW-IDLE, engine speed will
increase to ECO mode. If the engine is operating in ECO mode,
engine speed will increase to HIGH-IDLE.
When the left side (LOW-IDLE) of the throttle control switch (1) is
pushed down, the engine control system decreases the engine speed.
If the engine is operating at HIGH-IDLE, engine speed will decrease
to ECO mode. If the engine is operating in ECO mode, engine speed
will decrease to LOW-IDLE.
When the parking brake is applied, engine speed will automatically

shift to LOW-IDLE.
30
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6H2A7200_1_7
SLIDE 24
The engine speed tachometer (2) is in the gauge cluster on the front • Front console
console.
The engine speed tachometer (3) continuously displays engine speed • Component location
in rpm. 2. Engine speed
tachometer
31
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4
6H2A7288_1_3
SLIDE 25
COMPONENT LOCATION (ENGINE)
Fuel System
• Rear of engine The primary fuel filter (1) and water separator (3) are on the rear of
the machine. The water separator is mounted on the intake of the
fuel feed pump (2). The engine compartment cover provides access
to these components.
• Component location The primary fuel filter (1) removes solid contaminants from the fuel.
1. Primary fuel filter The water separator (3) removes water from the fuel.
2. Fuel feed pump
3. Water separator A water in fuel sensor (4) is mounted in the base of the primary fuel
4. Water-in-fuel switch filter (1). During normal engine operation, the water in fuel sensor is
immersed in diesel fuel. As water collects and reaches the maximum
level the water creates a conductive path between electrodes on the
sensor. Under these conditions, an input signal is sent to the engine
ECM. The ECM sends a warning notification to the operator
display through the CAN lines that the water separator needs
servicing.
32
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6H2A7326_1_3
SLIDE 26
The secondary fuel filter (5) is mounted on the right side of the • Right side of engine
engine. The engine compartment cover provides access to this compartment
component.
The secondary fuel filter (5) receives fuel from the primary fuel filter. • Component location
The secondary filter removes fine particles from the fuel and provide 5. Secondary fuel filter
the final filtration before the fuel is directed to the engine.
33
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1105191010_1_3
SLIDE 27
• Left side of engine The fuel supply pump (6) is on the rear of the engine. A hinged panel
at the front of the operator platform provides limited access to these
components.
• Component location The fuel supply pump (5) pressurizes the fuel for injection into the
6. Fuel supply pump engine cylinders. The engine ECM transmits signals to the pump
7. Fuel pump control control valve (7) in order to operate the supply pump.
valve
34
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10
1021191100_1_3
SLIDE 28
The fuel rail (9) and fuel injectors (8) are on the top of the engine. • Top of engine
The illustration above shows several engine components removed
for clarity.
The fuel rail (9) stores high-pressure fuel for the fuel injectors. A • Component location
pressure limiter controls the fuel pressure in the rail. When the fuel 8. Fuel injectors
pressure becomes excessive, the pressure limiter discharges excess 9. Fuel rail pressure
fuel to the fuel tank. sensor
10. Fuel rail
The fuel rail pressure sensor (9) is monitored by the engine ECM.
The sensor measures pressure in the fuel rail. The ECM uses this
information to determine the amount of current to send to the fuel
pump solenoid.
The fuel injectors (8) direct high-pressure fuel from the fuel rail to
each engine cylinder. The injectors are solenoid-controlled. The
engine ECM regulates the operation of the injectors.
35
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6H2A7313A_1_3
SLIDE 29
Engine Oil
• Right side of engine The engine oil fill port (1) and engine oil dipstick (2) are on the right
side of the engine. The engine compartment cover provides access to
these components.
• Component location The engine oil fill port (1) is used to add oil to the engine. A dipstick
1. Engine oil fill port (2) is used to check the level of oil in the engine crankcase. The
2. Engine oil dipstick service refill capacity of the engine is 11.6 L (3.1 U.S. gal).
36
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6H2A7336_1_3
SLIDE 30
The engine oil filter (3) and engine oil S•O•S tap (4) are on the left • Left side of engine
side of the engine. The engine compartment cover provides access to
these components.
The engine oil filter (3) removes contaminants from the engine oil. • Component location
An engine oil S•O•S tap (4) is mounted to the engine block. This 3. Engine oil filter
port provides an outlet for retrieval of engine oil samples. 4. Engine oil S•O•S tap
37
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1021191606_1_3
SLIDE 31
Engine Coolant
• Engine compartment The coolant reservoir (1) is at the top of the engine compartment.
The engine compartment cover can be raised to provide access to
this component.
• Component location The coolant reservoir (1) is used to maintain proper capacity of the
1. Coolant reservoir cooling system. When required, coolant is added through the
2. Coolant fill port coolant fill port (2). Proper coolant level is indicated when coolant is
3. Coolant level marks visible between the upper and lower coolant marks (3) on the tank
decals. The service refill capacity of the cooling system is 18.5 L (4.9
U.S. gal).
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6H2A7319_1_3
SLIDE 32
The engine coolant S•O•S tap (4) is installed on the right side of the • Front of operator station
engine, under the turbo charger. The engine compartment cover can
be raised to provide access to this component.
The engine coolant S•O•S tap (4) is used to obtain engine coolant • Component location
samples. 4. Engine coolant S•O•S
tap
39
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1022191344_1_3
SLIDE 33
Engine Air
• Left side of machine The air filter housing (1) is above the left side of the engine.
• Component location The air filter housing (1) contains a primary air filter element and a
1. Air filter housing secondary air filter element. These filter elements remove fine
2. Debris trap particulates from the intake air. Large debris is removed from the
housing through the debris trap (2).
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5 6
6H2A7321_1_3
SLIDE 34
The turbocharger (5) is mounted on the right side of the engine. The • Right side of engine
wastegate actuator (3) is mounted on top of the turbocharger.
Intake air from the air filter is directed to the turbocharger (5). The • Component location
turbocharger contains an air compressor that boosts the pressure of 3. Wastegate actuator
the intake air. The turbocharger is powered by a turbine (6) that is 4. Wastegate regulator
driven by the engine’s exhaust gases. solenoid
5. Turbocharger
The wastegate actuator (3) regulates the exhaust gas flow that drives 6. Turbine
the turbine (6). Regulating the speed of the turbocharger provides a
means to control the boosted air pressure of the intake manifold.
The wastegate regulator solenoid (4) controls the actuation pressure

of the wastegate. The engine ECM uses engine sensor inputs to
determine optimal boost pressure to achieve optimum exhaust
emissions and fuel consumption at any given operating condition.
The ECM controls the wastegate solenoid, which regulates the
wastegate actuator (3).
When the boost pressure is too high, the turbocharger (5) must slow
down to lower boost pressure. The ECM responds by transmitting a
signal to the wastegate regulator solenoid (4). When this happens,
inlet air pressure acts on the wastegate actuator (3). This action
mechanically opens the wastegate (not shown), allowing more
exhaust gases to bypass the turbine (6) inside the turbocharger. As
the exhaust gases bypass the turbine, the turbocharger slows down.
After exiting the turbocharger at an increased pressure, the intake

air is directed through the air cooler to the intake throttle valve.
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6H2A7337_1_3
SLIDE 35
• Left side of engine The intake throttle valve (7) is installed on the left side of the engine.
The engine compartment cover provides access to these components.
• Component location The intake throttle valve (7) regulates the amount of air intake to the
7. Intake throttle valve engine. This valve is used to regulate the flow of intake air and
control exhaust temperatures.
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4
1
1028190922_1_3
SLIDE 36
AFTERTREATMENT SYSTEM COMPONENTS
The clean emissions module (CEM) is in front of the engine. The • Front of engine
engine compartment cover provides access to the CEM.
The CEM is part of the Tier 4 Final/Stage IV and Stage V • Component location
aftertreatment systems. Exhaust gases from the engine are directed 1. Mixing tube
through these components. 2. Selective catalytic
reduction
The CEM catalyzes chemicals and particulate in the exhaust stream 3. Diesel oxidation
to control exhaust emissions.The CEM consists of the following catalyst
sections: 4. Ammonia oxidation
catalyst
• Diesel oxidation catalyst (DOC) (3) 5. Diesel particulate filter
• Diesel particulate filter (DPF) (5)
• Mixing tube (1)
• Selective catalytic reduction (SCR) (2)
• Ammonia oxidation catalyst (AMOX) (4)
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CLEAN EMISSIONS MODULE
(3) DIESEL OXIDATION CATALYST (5) DIESEL PARTICULATE FILTER
DOC DPF
(1) MIXING TUBE (6) DIESEL EXHAUST FLUID
MT DEF
(2) SELECTED CATALYTIC REDUCTION CATALYST
SCR AMOX
(4) AMMONIA OXIDATION
CATALYST
1028191044_2_3_4
SLIDE 37
• Exhaust flow through Exhaust gas is first sent through the diesel oxidation catalyst (DOC)
clean emissions module (3) in the clean emissions module. This catalyst converts exhaust gas
into nitrogen dioxide, carbon dioxide, and water.
• Component location The diesel particulate filter (DPF) (5) traps particulate matter, soot,
1. Mixing tube and ash downstream from the diesel oxidation catalyst. The filter
2. Selective catalytic prevents these particles from being released into the atmosphere.
reduction
3. Diesel oxidation Particulate matter, soot, and ash are burned inside the diesel
catalyst particulate filter during regeneration. This Tier 4 engine uses a
4. Ammonia oxidation passive regeneration system that continually regenerates at a slow
catalyst rate. Regeneration occurs during normal machine operation. The
5. Diesel particulate filter system uses the heat from the engine exhaust gas and the nitrogen
6. Diesel exhaust fluid dioxide produced by the diesel oxidation catalyst to burn the
particulates during regeneration.
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Exhaust gas is next sent through the selected catalytic reduction • Catalytic reduction unit
system. This unit contains a mixing tube (MT) (1) and the selected mixing tube (MT)
catalytic reduction catalyst (SCR) (2). Diesel exhaust fluid (DEF) (6)
is injected in the mixing tube along with the exhaust gas. The heat in
the tube converts the diesel exhaust fluid into ammonia.
The exhaust gas and the ammonia is next directed through the • Selected catalytic
selected catalytic reduction catalyst (SCR) (2). Reaction of the reduction catalyst (SCR)
exhaust gas and the ammonia in the presence of this catalyst creates
nitrogen gas and water.
The final component in the clean emissions module is the ammonia • Ammonia oxidation
oxidation catalyst (AMOX) (4). This component removes excess catalyst (AMOX)
diesel particulate fluid in the form of ammonia from the engine
exhaust stream. Ammonia and oxygen react in the presence of this
catalyst to form nitrogen gas and water. The resulting mixture is sent
out the exhaust stack on the machine.
NOTE: Although the exhaust looks clean, the exhaust still contains
carbon monoxide and other gases. Do not operate the machine in an
enclosed space.
6H2A7347_1_3
SLIDE 38
The turbo out NOx sensor (8) is on the left side of the engine. The • Left side of engine
exhaust NOx sensor (7) is installed in the tailpipe. The engine
compartment cover provides access to these components.
The turbo out NOx sensor (8) measures the quantity of NOx in the • Component location
exhaust before the gases enter the CEM. 7. Exhaust NOx sensor
8. Turbo out NOx sensor
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The exhaust NOx sensor (7) monitors the NOx content of the
aftertreatment exhaust gas.
These NOx sensors measure the performance of the aftertreatment

system. Information from these sensors is sent through the
aftertreatment CAN lines to the engine ECM. This information used
to meter the quantity and timing of DEF injection.
NOTE: NOx refers to the mono-nitrogen oxides, nitric oxide and

nitrogen oxide, created during the combustion process.
11
10
1029191111_1_3
SLIDE 39
• Front side of engine The DOC inlet temperature sensor (9) is installed at the inlet of the
diesel oxidation catalyst portion of the CEM. The DPF inlet
temperature sensor (10) is installed at the inlet of the diesel
particulate filter. The SCR inlet temperature sensor (11) is installed
at the inlet of the selected catalytic reduction module. The engine
compartment cover provides access to these components.
• Component location Information from these temperature sensors is sent via CAN lines to
9. DOC inlet temperature the engine ECM. The aftertreatment system uses this information to
sensor maintain a minimum and uniform temperature across the clean
10. DPF inlet temperature emissions module components.
sensor
11. SCR inlet temperature
sensor
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12
13
6H2A7292_1_3
SLIDE 40
The DEF tank (12) is on the right side of the machine, behind the • Right side of machine
cooling package. The engine compartment cover provides access to
this component.
DEF fluid can be added to DEF tank (12) through tank fill cap (13). • Component location
The tank contains the DEF fluid used in the aftertreatment system. 12. DEF tank
The refill capacity of the tank is 19.0 L (5.0 U.S. gal). A serviceable 13. Tank fill cap
filter is installed inside the tank.
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14
15
16
6H2A7275_1_3
SLIDE 41
• Rear of machine The DEF pump supply module (16) and coolant diverter valve (14)
are mounted on the rear of the machine. The engine compartment
cover provides access to these components.
• Component location The DEF pump supply module (16) includes a dosing control unit
14. Coolant diverter valve (DCU) and serviceable filters. The pump provides DEF fluid to the
15. DEF heater lines DEF injector.
16. DEF pump supply
module The temperature of the injected fluid is important. The DEF tank
and associated DEF lines are heated for cold weather operation. The
tank is heated with an internal coil using engine coolant. The
coolant is supplied through a coolant diverter valve (14). The DEF
lines (15) are electrically heated. Since the DEF injector is installed in
the exhaust path, the injector is cooled with recirculated DEF.
NOTE: To prevent DEF line damage when the engine is not

operating, the DEF lines are cooled and purged after the engine is
shutdown. This process may delay engine shutdown when the
machine keyswitch is moved to the OFF position.
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17
6H2A7341_1_3
SLIDE 42
The diesel exhaust fluid (DEF) injector (17) is installed in the mixing • Left side of engine
tube, on top of the engine. The engine compartment cover provides
access to this component.
The diesel exhaust fluid (DEF) injector (17) is managed by the • Component location
dosing control unit (DCU). The quantity and timing of DEF 17. Diesel exhaust fluid
injection is determined by monitored sensor input signals. injector
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18
6H2A7306_1_3
SLIDE 43
• Machine rear The wait-to-disconnect indicator (18) is mounted on the machine

frame, at the rear left corner of the machine. The engine
compartment cover provides access to this component.
• Component location The wait-to-disconnect indicator (18) is an amber indicator that

18. Wait-to-disconnect alerts the operator when the DEF system is purging DEF fluid back
indicator to the DEF tank.
NOTE: Turning off the electrical disconnect switch prior to

completion of the delayed engine shutdown sequence may result in
damage to the aftertreatment system. The keep alive relay system
will maintain power to the engine ECM and DEF pump ECM until
the shutdown sequence is complete.
50
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6H2A7293_1_3
SLIDE 44
ENGINE MONITORING COMPONENTS
Engine ECM
The engine ECM (1) is on the right side of the engine compartment, • Rear of engine
behind the cooling package. The engine compartment cover can be
raised to provide access to this component.
The engine ECM (1) has two connectors. The connectors are • Component location
identified as “J1” and “J2”. Connector “J1” has 72 pins and 1. Engine ECM
transfers information between the machine harness and the engine
ECM. Connector “J2” has 114 pins and monitors components
which are installed on the engine.
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2 3
6H2A7337_1_6
SLIDE 45
NOx Reduction System (NRS)
• Engine compartment The NOx reduction system (NRS) is on the left side of the engine.
The engine compartment cover can be raised to provide access to
these components.
• Component location The NOx reduction system (NRS) recirculates exhaust gases back
2. NRS cooler into the engine in order to reduce cylinder temperatures and NOx
3. NRS valve actuator emissions. This system is part of the Tier 4 Final/Stage IV and Stage
V emissions systems. The NRS components are monitored and
controlled by the engine ECM.
The NRS includes an exhaust gas recirculation (EGR) cooler (2) to

reduce the temperature of exhaust gases that are recirculated.
The NRS valve actuator (3) regulates the exhaust gas flow through
the NRS cooler (2) to the intake manifold. These exhaust gases are
recirculated at reduced temperature to the intake of the engine,
where they are mixed with intake air. This mixing of exhaust gases
and intake air reduces peak cylinder temperatures during
combustion. This process helps to reduce NOx emissions. The
operation of the NRS valve is determined by temperature and
pressure sensors installed in the system. The actuator is controlled
by the engine ECM.
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6
1111191111_1_3
SLIDE 46
NOTE: The above illustration shows the NOx reduction system • Engine compartment
(NRS) with some engine components removed for clarity.
The NRS pre-cooler temperature sensor (6) and NRS post-cooler • Component location
temperature sensor (4) measure the temperature of the exhaust gas 4. NRS post-cooler
flowing through the NRS valve. This information is sent to the temperature sensor
engine ECM to determine the amount of airflow required to pass 5. NRS pressure sensor
through the NOx reduction system. 6. NRS pre-cooler
temperature sensor
The NRS pressure sensor (5) is installed on top of the engine, in
front of the intake air filter. This sensor monitors the differential
pressure across the DPF. The engine compartment cover provides
access to this component.
The engine ECM uses the information from these NRS sensors to
control the operation of the intake throttle valve and the NRS valve.
This system uses these valves to help elevate engine exhaust
temperatures, in order to maintain proper DPF operation without
operator interaction.
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1 2
6H2A7314_1_3
SLIDE 47
Engine Sensors
• Right side of engine The inlet air temperature sensor (2) is installed on the front of the air
filter housing. The air filter restriction switch (1) is installed on the
intake air tube, behind the air filter housing. The engine
compartment hood provides access to these sensors.
• Component location The inlet air temperature sensor (2) measures air temperature as the
1. Air filter restriction air enters the air filter. The temperature sensor provides an input
switch signal to the engine ECM. The ECM uses the input signal in the
2. Inlet air temperature engine control logic and fan control logic.
sensor
The normally-closed air filter restriction switch (1) senses air
pressure as the air exits the air filter. When the filter becomes
restricted, the airflow pressure decreases. When the pressure
decreases to a predefined value, the switch opens.
When the switch opens, the ECM sends a warning notification to the
operator display through the CAN lines that the air filter needs
servicing.
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1108191422_1_3
SLIDE 48
The engine oil pressure sensor (3) is on the right side of the engine. • Right side of engine
The engine compartment cover provides access to this sensor.
The engine oil pressure sensor (3) measures the operating pressure of • Component location
the engine oil. The engine ECM uses this sensor information to 3. Engine oil pressure
determine if the engine is being lubricated properly. sensor
55
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1108191344_1_3
SLIDE 49
• Right side of engine The crankshaft timing sensor (4) is on the right side of the engine.
The engine compartment cover provides access to this sensor.
• Component location The crankshaft timing sensor (4) is installed toward the front of the
4. Crankshaft timing engine. The engine ECM monitors the signal from this sensor to
sensor determine actual engine speed and timing. The crankshaft timing
sensor is the primary engine speed sensor.
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6
5
1112191212_1_3
SLIDE 50
The fuel temperature sensor (6) is mounted on the fuel pump. The • Left side of engine
camshaft timing sensor (5) is on the left side of the engine, under the
fuel pump. The engine compartment cover provides access to these
components.
The fuel temperature sensor (6) measures the fuel temperature in the • Component location
high pressure fuel pump before the fuel is directed to the fuel rail. 5. Camshaft timing
This sensor provides an input signal to the engine ECM. The ECM sensor
uses this signal in the engine control logic. 6. Fuel temperature
sensor
The camshaft timing sensor (5) is installed in the engine drive
housing, at the rear of the engine. The engine ECM monitors the
signal from this sensor to determine actual engine speed and timing.
The camshaft timing sensor is the secondary engine speed sensor.
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6H2A7343_1_3
SLIDE 51
• Left side of engine The air-to-air-after-cooler (ATAAC) temperature sensor (7) and
intake manifold temperature and pressure sensor (8) are installed on
the left side of the engine. The engine compartment door provides
limited access to these sensors.
• Component location The air-to-air-after-cooler (ATAAC) temperature sensor (7) measures

7. ATAAC temperature air temperature after the air has been cooled by the cooling package.
sensor The temperature sensor provides an input signal to the engine ECM.
8. Intake manifold The ECM uses this input signal in the engine control logic and fan
temperature and control logic.
pressure sensor
The intake manifold air temperature and pressure sensor (8)
contains both pressure sensing and temperature sensing elements.
This sensor measures intake air pressure and temperature before the
air enters the combustion chamber. The engine ECM uses the signals
from this sensor element to ensure that the engine remains emissions
compliant when the intake air temperature is high.
58
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6H2A7351_1_3
SLIDE 52
The engine coolant temperature sensor (9) is on the left side of the • Left side of engine
engine, above the alternator. The engine compartment cover
provides access to this component.
The engine coolant temperature sensor (9) measures the coolant • Component location
temperature in the engine block as the coolant exits the engine. The 9. Engine coolant
signal from the sensor is monitored by the engine ECM to maintain temperature sensor
proper engine performance.
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ENGINE CONTROL SYSTEM

(1) MACHINE ECM (2) ENGINE ECM
(38) CAN SIGNAL

(39) OUTPUT SIGNAL
(3) DIAGNOSTIC J1 J2 J1 J2 (40) INPUT SIGNAL
CONNECTOR
(4) DISPLAY (11) FUEL (21) AIR FILTER (30) FUEL

TEMPERATURE RESTRICTION SWITCH SUPPLY
SENSOR PUMP
(5) WATER-IN-FUEL (12) INTAKE MANIFOLD (22) ATAAC (31) INTAKE

SWITCH TEMPERATURE AND TEMPERATURE THROTTLE
PRESSURE SENSOR SENSOR VALVE
(6) AIR INLET (13) COOLANT (23) INTAKE MANIFOLD (32) NRS
TEMPERATURE TEMPERATURE TEMPERATURE AND VALVE
SENSOR SENSOR PRESSURE SENSOR
(7) NRS PRESSURE (14) EXHAUST (24) ENGINE OIL (33) DEF INJECTOR
SENSOR NOX SENSOR PRESSURE SENSOR SOLENOID
(15) TURBO OUT (25) FUEL RAIL (34) COOLANT

NOX SENSOR PRESSURE SENSOR DIVERTER VALVE
(8) FUEL FEED (9) FUEL PUMP
PUMP (16) DOC INLET (26) NRS PRE-COOLER (35) WASTEGATE
RELAY TEMPERATURE
TEMPERATURE REGULATOR VALVE
SENSOR SENSOR
(17) DPF INLET (27) NRS POST-COOLER (36) DEF LINE

TEMPERATURE TEMPERATURE HEATERS
SENSOR SENSOR
(18) SCR INLET (37) FUEL INJECTORS

TEMPERATURE
SENSOR
(19) PRIMARY SPEED (29) GLOW PLUGS

(10) DEF PUMP
SUPPLY MODULE SENSOR (CRANK)
(28) GLOW PLUG

(20) SECONDARY RELAY
SPEED SENSOR (CAM)
1114191234_2_3
SLIDE 53
ENGINE CONTROL SYSTEM
• Control system diagram The above illustration shows the electronic engine control system
component diagram for the C3.6 Tier 4 Final and EU Stage V
engines.
• Component location NOTE: A blue line in the above illustration indicates an input
1. Machine ECM signal. A red line indicates an output signal. A red and blue line
2. Engine ECM indicates two-way communication.
3. Diagnostic connector
4. Display The engine ECM (2) receives input signals for current and desired
5. Water-in-fuel switch operating parameters through CAN communications (39) or directly
6. Air inlet temperature from engine components. These signals are generated from sensors,
sensor switches, and other machine components and ECMs. The engine
7. NRS pressure sensor ECM analyzes these signals and sends output signals to the various
8. Fuel feed pump engine control components. Output components include relays,
9. Fuel pump relay solenoids or other controls.
10. DEF pump supply
module
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Based on the various input signals, the engine ECM (2) determines • Component location
when and for how long to energize the fuel injectors (36). The fuel (continued)
injector excitation moment and duration determines engine timing 11. Fuel temperature
and speed. To maintain proper engine performance, the engine ECM sensor
constantly monitors operating conditions and requests. 12. Intake manifold
temperature and
pressure sensor
Input Components 13. Coolant temperature
sensor
The engine ECM (2) monitors input signals from components on the 14. Exhaust NOx sensor
engine harness. The ECM receives these input signals at connector 15. Turbo out NOx sensor
“J2” from the following components: 16. DOC inlet temperature
sensor
• Fuel temperature sensor (11) 17. DPF inlet temperature
sensor
• Intake manifold temperature and pressure sensor (12) 18. SCR inlet temperature
sensor
• Coolant temperature sensor (13) 19. Primary speed sensor
(crankshaft)
• Primary speed sensor (crankshaft) (19)
20. Secondary speed
sensor (camshaft)
• Secondary speed sensor (camshaft) (20)
21. Air filter restriction
• Air filter restriction switch (21) switch
22. ATAAC temperature
• ATAAC temperature sensor (22) sensor
23. Engine oil pressure
• Engine oil pressure sensor (23) sensor
24. Fuel rail pressure
• Fuel rail pressure sensor (24) sensor
25. NRS pre-cooler
• NRS pre-cooler temperature sensor (25) temperature sensor
26. NRS post-cooler
• NRS post-cooler temperature sensor (26)
temperature sensor
27. Glow plug relay
The engine ECM (2) receives input signals from the following
28. Glow plugs
components at connector “J2” via CAN:
29. Fuel supply pump
30. Intake throttle valve
• Exhaust NOx sensor (14)
31. NRS valve
• Turbo out NOx sensor (15) 32. DEF injector solenoid
33. Coolant diverter valve
• DOC inlet temperature sensor (16) 34. Wastegate regulator
valve
• DPF inlet temperature sensor (17) 35. DEF line heaters
36. Fuel injectors
• SCR inlet temperature sensor (18) 37. CAN signal
38. Output signal
The engine ECM (2) also receives input signals from the following 39. Input signal
components at connector “J1” of the ECM:
• Water-in-fuel switch (5)
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• Air inlet temperature sensor (6)
• NRS pressure sensor (7)
The display (4) allows the operator to view and change various
operating parameters. Information from the display is sent to engine
ECM (2) through CAN communication lines. The ECM analyzes the
information and sends instructions based on the signal input back to
the display. This input information is used to communicate engine
operating conditions to the operator.
If a fault is detected in the monitored circuits, an indicator icon will

appear on display (4). Under certain fault conditions, the action
alarm sounds. If the fault is critical to engine components, engine
ECM (2) derates the engine by limiting fuel delivered to the fuel
injectors (36).
The diagnostic connector (3) allows service technicians to connect a

service tool to engine ECM (2).
System Operation
The C3.6 Tier 4 Final and EU Stage V engines are electronically

controlled. Each cylinder has a fuel injector (36) for fuel delivery.
The engine ECM (2) sends a signal to each injector solenoid in order
to control the operation of the fuel injection system.
Electronic Controls
The electronic control system consists of the engine ECM (2), fuel
injector solenoids (36), wiring harness, switches, and sensors. The
ECM is a computer with engine operating software. The software
contains the engine performance maps. The operating maps define
the horsepower and torque curve characteristics of the engine. A
flash file is used to load the maps into the ECM.
The engine ECM (2) determines the timing and the quantity of fuel
delivered to the cylinders. Timing and fuel calculations are based on
the actual conditions and/or desired conditions at any given time.
The engine ECM (2) compares actual engine speed to the desired
engine speed. Actual engine speed is determined through a signal
from the primary speed sensor (19) and the secondary speed sensor
(20). Desired engine speed is determined based on the following
factors:
• Engine speed request signal
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• Input signals from other sensors
• Certain diagnostic codes
If the actual engine speed is less than the desired engine speed, the • Desired engine speed and
engine ECM (2) injects more fuel to increase actual engine speed. If actual engine speed
the actual engine speed is greater than the desired engine speed, the
engine ECM injects less fuel to decrease actual engine speed.
Fuel Injection
The engine ECM (2) varies the signals to the fuel injectors (36) to • Fuel injectors
control the amount of fuel injected into the combustion chamber.
Each injector supplies fuel only when the injector solenoid is
energized. The ECM sends a high voltage signal to energize the
solenoid. By controlling the timing and duration of the high voltage
signal, the ECM controls ignition timing and engine speed.
The flash file inside engine ECM (2) sets certain limits on the • FRC fuel limit
amount of fuel that can be injected. The “Fuel Ratio Control (FRC)
Fuel Limit” is used to control the air-to-fuel ratio for control of
emissions. The “FRC Fuel Limit” is a limit that is based on the
turbocharger outlet pressure. This pressure is measured by the intake
manifold pressure sensor (12).
A higher turbocharger outlet pressure indicates that more air is

present in the cylinder. When the ECM senses a higher turbocharger
outlet pressure, the ECM increases the “FRC Fuel Limit”. The “FRC
Fuel Limit” increase allows more fuel into the cylinder. The “FRC
Fuel Limit” is programmed into the ECM at the factory and cannot
be changed.
The “Rated Fuel Limit” is a limit that is based on the power rating • Rated fuel limit
of the engine and on engine rpm. The “Rated Fuel Limit” is similar
to the rack stops and to the torque spring on a mechanically
governed engine. The “Rated Fuel Limit” provides the power curves
and torque curves for a specific engine family and for a specific
engine rating. The “Rated Fuel Limit” is programmed into the
engine ECM (2) at the factory and cannot be changed.
Once the engine ECM (2) determines the amount of fuel that is • Fuel injection timing
required, the ECM must determine the timing of the fuel injection.
The ECM calculates the top center position of each cylinder using
input signals from primary speed sensor (19) and secondary speed
sensor (20). The ECM decides when fuel injection should occur
relative to the top center position. The engine ECM provides the
signal to the injector at the desired time. The ECM adjusts timing for
optimum engine performance, fuel economy, and emissions control.
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6H2A7179_1
SLIDE 54
Propulsion System
INTRODUCTION
• Propulsion system The axle and the drum drive system is driven hydrostatically. The
general information drive system consists of a single piston-type pump and rotating
group. The drum is driven by a two-speed piston-type motor, and
the axle is driven by a two-speed piston-type motor. The final drive
on the drum contains an integral spring-applied, hydraulically
released brake. The rear axle contains two spring-applied,
hydraulically released brakes. The charge and steering pumps supply
charge oil to the propulsion system.
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6H2A7187_1_3
SLIDE 55
OPERATOR CONTROLS (PROPULSION SYSTEM)
The console to the right of the operator seat contains the propulsion • Right side console
lever (1) and the parking brake switch (2). This lever controls the
hydrostatic drive system. A mechanical linkage connects the
propulsion lever to the direction control valve on the propulsion
pump.
The machine moves forward when the propulsion lever (1) is moved • Component location
out of the (center) NEUTRAL position and towards the front of the 1. Propulsion lever
machine. The machine moves backwards when the lever is moved 2. Parking brake switch
out of the center and towards the rear of the machine. The machine
stops when the propulsion lever is returned to the NEUTRAL
position. This hydrostatic braking is the primary braking method.
The reverse switch (not shown) is installed in the base of the

propulsion lever (1). A panel on the side of the console must be
removed to access this component. The switch is closed when the
propulsion lever is in the reverse range. The switch is open when the
propulsion lever is in NEUTRAL position. The switch is also open
when the propulsion lever is in the forward range.
The parking brake switch (2) is a rocker switch with two positions.
The parking brake switch is in the ON position when the right side
of the switch is pushed down. The switch is in the OFF position
when the left side of the switch is pushed down. The parking brake
is engaged when the parking brake switch is in the ON position.
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6H2A7200_1_3
SLIDE 56
• Front console The travel speed switch (3) is on the right side of the front console.
• Component location The travel speed switch (3) is a rocker-type switch with two
3. Travel speed switch positions. The top of the switch is the HIGH-SPEED (rabbit)
position. The bottom of the switch is the LOW-SPEED (tortoise)
position. An integrated LED indicator in the switch informs the
operator as to the currently selected switch position.
When the travel speed switch is in the LOW-SPEED position, the

front and rear propulsion motors operate in maximum
displacement. This mode of operation provides for maximum torque
of the propulsion motors.
When the travel speed switch is in the HIGH-SPEED position, the

propulsion motors at minimum displacement. This mode of
operation allows for higher ground speeds.
66
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2 3
5 6 7
4
6H2A7258_1_3
SLIDE 57
PROPULSION SYSTEM (ELECTRICAL COMPONENTS)
The fuse and relay panel (1) is behind a cover on the left side of the • Left side of seat
components.
fuses and relays for various machine circuits. The fuse blocks are 1. Fuse and relay panel
protected by plastic covers (shown removed). 2. Switched fuse block
The fuses on the switched fuse block (2) are powered by the 4. Backup alarm relay
switched fuse of the main power relay module. The fuses on the 5. Fuse “A5”
unswitched fuse block (3) are powered by the unswitched fuse of the 6. Fuse “A6”
main power relay module. 7. Fuse “A8”
The unswitched bus (2) contains the following relay that is part of
the propulsion system:
• Backup alarm relay (4)—As wired, the backup alarm relay is

always energized, transferring power to the backup alarm when
the machine has electrical power.
The switched fuse block (2) contains the following fuses that are
part of the propulsion system:
• Fuse “A5” (5)—This fuse supplies power to the neutral start

switch, the shift valve solenoid, and the parking brake solenoid.
67
QESV2553
• Fuse “A6” (6)—This fuse supplies power to contacts of the travel

speed switch.
• Fuse “A8” (7)—This fuse supplies power to contacts of the

backup alarm relay (4).
6H2A7373_1_3
SLIDE 58
• Under machine The shift valve (8) is under the pump stack, on the left side of the
machine.
• Component location The operation of the shift valve (8) is controlled by the shift
8. Shift valve solenoid. This solenoid controls oil flow to the shift spools of each
propulsion motor.
When the shift solenoid is energized, charge oil is directed to the

shift spools in the drum motor and the axle motor. In this case, the
motors operate in the high-speed range.
When the shift solenoid is not energized, springs in the shift spools
force oil to return to the hydraulic tank. In this case, the motors
operate in the low-speed range.
68
QESV2553
10
0926190944_1_3
SLIDE 59
The reverse switch (10) is installed at the base of the propulsion • Right side console
lever (9). A panel must be removed to access this component.
The reverse switch (10) controls the power supply to the backup • Component location
alarm. The switch is normally open. When the propulsion lever (9) is 9. Propulsion lever
moved into the reverse range and is 5 ± 2 degrees beyond the 10. Reverse switch
NEUTRAL position, the reverse switch is closed.
69
QESV2553
11
6H2A7273_1_3
SLIDE 60
• Rear of machine The back-up alarm (11) is at the rear of the engine compartment, on
the right side of the machine. The engine compartment cover
provides access to this component.
• Component location When the propulsion lever is in the reverse range, the back-up alarm
11. Back-up alarm (11) sounds.
70
QESV2553
6H2A7210A_1_3
SLIDE 61
HYDRAULIC TANK
The hydraulic tank (1) is under the operator platform. The • Right side of machine
propulsion system, the vibratory system, charge circuit, and the
steering system share a common hydraulic tank.
The hydraulic tank (1) is non-pressurized. The fill port (2) is on the • Component location
right side of the tank. A sight gauge (3) indicates the oil level in the 1. Hydraulic tank
hydraulic tank. The oil level should be visible in the sight gauge. The 2. Fill port
capacity of the hydraulic tank is 23 L (6.1 U.S. gal). 3. Sight gauge
71
QESV2553
2
4
6H2A7218_1_3
SLIDE 62
HYDRAULIC OIL FILTER (CHARGE)
• Right side of machine The charge filter (3) is under the operator platform, on the right side
of the machine.
• Component location Charge oil from the steering and charge pump flows through the
1. Bypass pressure charge filter (3). This oil is directed to the propulsion pump, the shift
switch valve, and the vibratory pump.
2. Pressure tap
3. Charge filter The charge filter housing contains a bypass valve. If the pressure
4. S•O•S tap differential across the filter is greater than 350 kPa (51 psi), the
bypass valve opens. When this valve opens, charge oil bypasses the
filter and flows directly to the pumps and shift valve.
A filter bypass pressure switch (1) is installed in the housing of the

filter. This switch is a normally open switch. When the pressure
differential in the circuit is above the switch actuation pressure, the
switch closes. In this case, the hydraulic oil pressure indicator on the
front console is illuminated. The indicator will remain on until the
pressure in the circuit falls below switch actuation pressure.
Two pressure taps are installed in the housing of the filter. The
pressure tap (2) is used to check charge pressure in the system. The
S•O•S tap (4) provides an outlet for retrieval of hydraulic oil
samples.
72
QESV2553
6H2A7368_1_3
SLIDE 63
MANIFOLD (RETURN)
The return manifold (1) is under the machine in front of the • Under machine
propulsion pump. Access to the component is limited from under the
machine. A panel must be removed to provide access to this
manifold.
Case drain lines from the propulsion pump, axle motor, drum motor, • Component location
and the vibratory motor are connected to the return manifold (1). 1. Return manifold
Oil from these lines is combined and directed to the oil cooler.
A temperature sensor (not shown) is on top of the return manifold • Machine warmup feature
(1). This sensor provides input to the machine ECM. When the
hydraulic oil temperature is measured below 15 °C (59 °F), the ECM
activates the machine warmup feature.
NOTE: The machine warmup feature can only be activated when

the engine has been running for less than 5 minutes.
When the hydraulic oil temperature is measured above 16 °C (61 °F)

for more than 30 seconds, the warmup feature is deactivated.
When the warmup feature is active, the following restrictions are

applied to machine operations:
• Engine speed is set to 1200 rpm.
• Propulsion is limited to low speed operations.
73
QESV2553
• The vibratory system is disabled.
2
3
4
5
6
1
7
9
8
0926191122_1_3
SLIDE 64
PISTON PUMP (PROPULSION)
• Under operator platform The propulsion pump (1) is under the operator platform. This pump
is driven by the engine. The illustration above shows several
hydraulic system components removed for clarity.
• Component location The propulsion pump (1) provides oil flow to the closed-circuit,
1. Propulsion pump hydrostatic-drive system. This pump is a piston-type pump with
2. Servo piston variable displacement. The pump housing contains a single rotating
3. Mechanical linkage group. The rotating group provides supply flow to the axle and
4. Direction control valve drum motors.
5. Forward combination
valve The parking brake solenoid (9) is on the propulsion pump (1). This
6. Forward pressure tap solenoid is controlled by the machine ECM. When the parking brake
7. Reverse pressure tap is engaged, this solenoid is not energized. When the parking brake is
8. Reverse combination released, the solenoid is energized.
valve
9. Parking brake solenoid For the propulsion system to function, the parking brake solenoid
(9) must be energized. When the parking brake solenoid is energized,
charge oil is available at the direction control valve (4). Charge oil is
also sent to the parking brakes.
74
QESV2553
When the parking brake solenoid (9) is not energized, charge oil is
blocked. In this case, the spool of the direction control valve (4) is
open to case drain. Under these conditions, the swashplate in the
rotating group is at zero angle and the pump does not generate flow.
At the same time, the parking brakes are open to case drain. When
this happens, the parking brakes are engaged.
A mechanical linkage (3) is on the top of the propulsion pump (1).

This linkage controls the position of the spool of the direction
control valve (4). The linkage is mechanically connected to the
propulsion lever. When the propulsion lever is moved, the direction
control valve shifts.
The direction control valve (4) controls the flow of charge oil into
the cylinder of the servo piston (2). This oil acts against either side of
the piston to control the position of the swashplate in the pump. The
angle of the swashplate determines both direction and speed of the
propulsion motors.
The neutral start switch is mounted on the direction control valve • Neutral start switch
(4). This normally-open switch is activated by the position of the
control valve. The machine ECM monitors the status of this switch.
When the propulsion lever is in the NEUTRAL position, the neutral

start switch is closed. When the propulsion lever is in the
FORWARD position, the neutral switch is open. When the
propulsion lever is in the REVERSE position, the neutral start switch
is open.
The neutral start switch (4) prevents the brakes from being released
while the propulsion lever is out of the NEUTRAL position. The
neutral start switch also prevents the starter from cranking the
engine when the propulsion lever is out of the NEUTRAL position.
The propulsion pump contains a forward combination valve (5) and • Combination valves
reverse combination valve (8). The combination valves act as a high-
pressure relief valves and makeup valves. The relief function of the
combination valves limits maximum system pressure in each circuit
to 35 500 ± 1000 kPa (5148 ± 145 psi).
The makeup section of the combination valves allows charge oil to

flow into the low-pressure circuit. This flow of oil replenishes the oil
lost to loop flushing and internal leakage.
Forward pressure tap (6) “MB” and reverse pressure tap (7) “MA” • Pressure taps
are used to check pressure in the forward and reverse circuit
respectively.
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• Charge relief valve The propulsion pump housing is equipped with a charge relief valve.
This valve is mechanically adjustable. The charge relief valve in the
propulsion pump maintains charge pressure at 2500 ± 250 kPa (363
± 36 psi). This valve also regulates case drain flow through the
pump.
NOTE: If the machine is equipped with Cat Compaction Control, a

Tee fitting will be installed in port “MA” and “MB”. A pressure
sensor will be installed in the run of each Tee fitting, a pressure tap
will be installed in the branch of each Tee fitting. These sensors do
not affect propulsion control.
For more information about the Cat Compaction Control system,

refer to Machine Systems, “Cat Compaction Control.”
76
QESV2553
PROPULSION PUMP
(2) SERVO PISTON
(3) MECHANICAL
LINKAGE
(4) DIRECTION
CONTROL VALVE
(10) SWASHPLATE
(11) SLIPPER PAD
(12) INPUT SHAFT

(13) PISTON
(14) ROTATING GROUP
1120191236_2_3
SLIDE 65
Engine rotation turns the pump input shaft (12), which then rotates • Propulsion pump graphic
the rotating group (14). The rotating group contain a piston and
barrel assembly. The pistons (13) in the group rotates with the barrel
assembly. The piston slipper pad (11) allow the pistons to follow the
angle of the swashplate (10). This action allows the pistons to move
in and out of the barrel assembly as they rotate.
When the propulsion lever is in the NEUTRAL position, both sides • Component location
of the servo piston (2) are open to the pump case. The servo piston 2. Servo piston
springs center the servo piston, and the swashplate (10) remains at 3. Mechanical linkage
zero angle. With the swashplate at zero angle, the pistons (13) do 4. Direction control valve
not move in and out of the barrel assembly as they rotate. Therefore, 10. Swashplate
the pump does not generate oil flow. 11. Slipper pad
12. Input shaft
NOTE: The following events will only occur with the parking brake 13. Piston
released. 14. Rotating group
77
QESV2553
When the propulsion lever is moved into the FORWARD position,

the spool of the direction control (4) moves. Charge oil now flows
into the forward chamber side of servo piston (2). The direction
control spool also directs the oil from the reverse chamber side of
the servo pistons into the pump case.
The pressure differential between the two sides of servo piston (2)
causes the piston to move. As the servo piston moves, the angle of
swashplate (10) changes. The swashplate angle is proportional to the
movement of the propulsion lever.
The slipper pads (11) in rotating group (14) follow the angle of
swashplate (10). This action causes the pistons (13) to move in and
out of the barrel assembly as the input shaft (12) rotates. As a piston
moves out of the barrel assembly, oil in the low-pressure circuit is
drawn into the piston chamber. As a piston moves into the barrel
assembly, oil is forced out of the piston chamber and into the high-
pressure circuit.
When the propulsion lever is moved into the REVERSE position, the
spool of the direction control (4) moves. Charge oil now flows into
the reverse chamber side of servo piston (2). The direction control
spool also directs the oil from the forward chamber side of the servo
pistons into the pump case. When this happens, the angle of the
swashplate changes and the pump generates flow in the opposite
direction.
78
QESV2553
PROPULSION PUMP
MAKEUP AND HIGH-PRESSURE RELIEF VALVES
(15) MAKEUP SPRING
(16) RELIEF SPRING
(17) CHECK VALVE
(18) RELIEF POPPET
HIGH-PRESSURE OPERATION LOW-PRESSURE OPERATION

(RELIEF FUNCTION) (MAKEUP FUNCTION)
1122191444_2_3
SLIDE 66
In the propulsion hydraulic circuits, the combination valves on the • Combination valves
propulsion pump act as a high-pressure relief valves and low-
pressure makeup valves.
In high-pressure relief mode, pressure in the high-pressure circuit • Component location

acts to open the relief poppet (18). The combined force from the oil 15. Makeup spring
in the charge circuit and the relief spring (16) acts to close the relief 16. Relief spring
poppet. When the pressure in the high-pressure circuit reaches the 17. Check valve
relief setting, the relief poppet compresses the relief spring. In this 18. Relief poppet
case, oil from the high-pressure circuit is directed into the charge
circuit.
79
QESV2553
• Low pressure makeup In low-pressure makeup mode, oil in the closed-circuit loop acts to
close the check valve (17). Oil in the charge circuit acts to open the
check valve. Flushing and internal leakage cause pressure in the
return side of the closed circuit to decrease. This decrease causes
charge pressure to unseat the check valve. When the pressure in the
return circuit is low enough, the check valve moves the main relief
cartridge against the force of the makeup spring (15). The check
valve opens a passage for charge oil to flow into the return side of
the circuit. Charge oil replenishes the oil that the circuit loses from
flushing and internal leakage.
80
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1
5
6
0926191233_1_3
SLIDE 67
PISTON MOTOR (DRUM PROPULSION)
The drum motor (1) is on the left side of the drum. The drum motor • Left side of machine
is a piston motor with two speeds. The drum motor drives the drum
through a planetary gear reducer. The planetary gear reducer
contains an integral parking brake.
The parking brake is spring applied and hydraulically released. The • Component location
brake supply line (2) on the gear reducer provides charge oil to 1. Drum motor
release the parking brake. 2. Brake supply line
3. Case drain line
The drum motor (1) receives supply oil from the rotating group in 4. Reverse port “B”
the propulsion pump through forward port “A” (5) or reverse port 5. Forward port “A”
“B” (4). The motor also returns low pressure oil to the rotating 6. Shift port
group through these ports.
The case drain line (3) for drum motor (1) directs oil from the drum
motor case to the return manifold.
The drum motor is equipped with a maximum displacement limiter • Displacement limiter
and a minimum displacement limiter. When the shift solenoid is not
energized, the drum motor operates at maximum displacement for
low speed operation. When the shift solenoid is energized, charge oil
is directed into the shift port (6). In this case, the motor operates at
minimum displacement for high speed operation. Both displacement
limiters can be adjusted to control the minimum and maximum
motor speeds.
81
QESV2553
DRUM PROPULSION MOTOR

FORWARD
(13) SHUTTLE VALVE
(12) MAXIMUM DISPLACEMENT LIMITER

B A
(10) BARREL ASSEMBLY
(9) PISTON
(8) SWASHPLATE
(7) OUTPUT SHAFT

(11) SERVO PISTON
(18) FLUSHING SPOOL
(17) VALVE PLATE
(16) MINIMUM DISPLACEMENT LIMITER
(15) SLIPPER RETAINER
(14) SLIPPER PAD
(19) FLUSHING RELIEF VALVE
4871994_A10_2_3_4_5
SLIDE 68
• Motor cross section A pressure differential between the forward port and the reverse
port of the motor causes the motor to rotate. When the supply pump
is not generating flow, pressure in the forward circuit and pressure in
the reverse circuit is equal to charge pressure. In this case, a pressure
differential does not exist, and the motor will not turn.
• Component location When the propulsion pump is generating flow, supply oil enters the
7. Output shaft drum motor. Supply oil is directed to the inlet port of the valve plate
8. Swashplate (17). The valve plate directs oil into the piston chamber in barrel
9. Piston assembly (10). This pressure forces the pistons (9) which are aligned
10. Barrel assembly with the inlet port to move out of the barrel assembly.
11. Servo piston
12. Maximum As pistons (9) are forced out of barrel assembly (10), the barrel
displacement limiter assembly and pistons rotate. Since the barrel assembly is connected
13. Shuttle valve to output shaft (7), the output shaft also rotates.
14. Slipper pad
15. Slipper retainer
16. Minimum
displacement limiter
82
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As barrel assembly (10) rotates, pistons (9) align with the outlet port • Component location
in valve plate (17). The rotation of the barrel assembly forces oil out (continued)
of the piston chambers and into the low-pressure side of the 17. Valve plate
hydrostatic loop. The low-pressure oil then returns to the inlet side 18. Flushing spool
of the hydraulic pump, which completes the hydrostatic circuit. 19. Flushing valve
Oil in the high-pressure circuit acts against one side of shuttle valve • Shuttle valve
(13). Oil in the low-pressure circuit acts against the other side of the
shuttle valve. When the motor is operating, the shuttle valve shifts.
This shift directs high-pressure oil to the shift spool in the motor.
When the propulsion system is in the low-speed condition, the shift • Shift mechanism
spool blocks the high-pressure oil from shuttle valve (13). This
action opens the chamber of the servo piston (11) to the motor case
drain. In this case, the pressure in the hydrostatic loop and the
geometry of the motor cause swashplate (8) to move. The
swashplate moves the servo piston, and the oil in the servo piston
chamber flows into the motor case. The servo piston moves until the
piston contacts maximum displacement limiter (12).
When the propulsion system is in the high-speed condition, charge

oil moves the shift spool against the force of a spring. The shift spool
then directs oil from the high-pressure circuit into the chamber of
servo piston (11). In this case, the pressure causes the servo piston to
move swashplate (8). The swashplate continues to move until the
swashplate contacts minimum displacement limiter (16).
The drum motor contains a flushing valve. The flushing valve spool • Flushing valve
(18) directs oil from the low-pressure side of the drum propulsion
loop to the flushing relief valve (19). When the pressure in the low-
pressure side of the propulsion loop is greater than the setting of the
valve, the flushing relief valve opens. When the flushing relief valve
is open, an orifice diverts a portion of oil from the low-pressure side
of the drum propulsion loop. This oil is diverted into the drum
motor case drain.
When the supply pump produces flow, oil flushes through the • Loop flushing
circuit. Oil in the high-pressure circuit causes the flushing spool (18)
to shift. Oil in the low-pressure circuit now flows to the flushing
relief valve (19).
The flushing relief valve (19) is set to open at a lower pressure than
the setting of the charge relief valve in the supply pump. Therefore,
during normal operating conditions the flushing relief valve opens
when the supply pump is producing flow. This results in oil being
flushed from the hydrostatic circuit. An orifice in the motor controls
the flow rate. Oil is flushed through the motor case at a rate of
approximately 10.8 L/min (2.9 U.S. gal/min) in order to cool the
motor.
83
QESV2553
NOTE: The orifice in the motor only allows a relatively small

amount of oil from the low-pressure loop to flow into the motor
case compared to the total amount of charge flow available.
Therefore, even though the flushing relief valve (19) opens at a
pressure lower than charge pressure, because of the orifice, charge
pressure only drops slightly when the machine is moving.
84
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3 4
6H2A7366_1_3
SLIDE 69
PISTON MOTOR (AXLE)
The axle motor (1) is under the machine on the front side of the • Under machine
axle. This motor is a piston motor with two speeds. The axle motor
drives the axle (3) through a planetary gear reducer (2). The axle can
be equipped with optional parking brakes.
The axle motor (1) can be equipped with a speed sensor (4). This • Component location
sensor provides the input signal to operate the optional speedometer. 1. Axle motor
2. Planetary gear
NOTE: The axle motor (1) and the drum motor are similar. Refer to 3. Axle
“Piston Motor (Drum Propulsion)” in this document for additional 4. Speed sensor
information about this type of motor.
85
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PROPULSION CONTROL
(17) CAN SIGNAL

(16) OUTPUT SIGNAL
CONNECTOR
(4) DISPLAY (6) BACK-UP (14) SHIFT

ALARM RELAY SOLENOID
(5) BACK-UP (13) PARKING

ALARM BRAKE SOLENOID
(7) PARKING
BRAKE
(12) REVERSE SWITCH
SWITCH
(8) TRAVEL
(11) FILTER BYPASS SWITCH
SPEED
SWITCH
(9) NEUTRAL (10) AXLE SPEED
START SWITCH SENSOR
1118191543_2_3
SLIDE 70
ELECTRICAL SCHEMATIC (PROPULSION)
Input Signals
• Propulsion control NOTE: The blue lines in the above illustration indicate an input
system signal. The red lines indicate an output signal. The red and blue lines
indicate two-way communication.
• Component location NOTE: The above illustration shows the general layout of the
1. Machine ECM propulsion control system. Refer to the machine electrical schematic
2. Engine ECM for detailed wiring information.
4. Display The hydrostatic drive system is primarily controlled by the operator
5. Back-up alarm via the propulsion lever. A mechanical linkage connects the
6. Back-up alarm relay propulsion lever to the direction control valve on the propulsion
7. Parking brake switch pump.
8. Travel speed switch
10. Axle speed sensor
86
QESV2553
The machine ECM (1) analyzes information from input devices in • Component location
order to monitor and control machine propulsion. The above (continued)
illustration shows the connections of the direct input signals (15) in 11. Filter bypass switch
blue. 12. Reverse switch
13. Parking brake
The following components provide direct input signals to the solenoid
machine ECM: 14. Shift solenoid
15. Input signal
• Parking brake switch (7) 16. Output signal
17. CAN signal
• Travel speed switch (8)
• Neutral start switch (9)
• Axle speed sensor (10)
• Reverse switch (12)
Input signals are also sent through the CAN lines. CAN
communication (17) devices are shown with a blue-and-red-stripe
connection in the above illustration. The following input signals are
sent to the machine ECM (1) through the CAN:
• Engine speed from the engine ECM (2)
• Desired engine speed determined by the engine ECM (2)
Output Signal
The machine ECM (1) generates output signals (15) to control

machine propulsion. The above illustration shows the connections
of the direct output devices in red. The following components
receive direct output signals from the machine ECM:
• Parking brake solenoid (13)
• Shift solenoid (14)
The machine ECM (1) evaluates input signals from the components
in the propulsion system and transmits an output signal to parking
brake solenoid (13). When this solenoid is energized, the park brake
is released and the propulsion pump receives control pressure.
The machine ECM monitors the signal from the travel speed switch
(8). If the speed range is set to high, the machine ECM energizes the
shift solenoid (14).
87
QESV2553
• Output signals through Output signals are also sent through the CAN lines. Devices on the
CAN CAN are shown with a blue-and-red-stripe connection in the above
illustration. The machine ECM (1) transmits signals through the
CAN to the parking brake indicator on the gauge cluster display.
Propulsion Parameters
Each of the following conditions must be met before the machine

ECM (1) will allow machine movement:
• The engine must be running.
• The parking brake switch must be in the OFF position.
• The propulsion lever (9) must be in the NEUTRAL position for 1

second before machine movement is enabled.
• Engine on The engine is considered “on” when the engine speed is greater than
or equal to 600 rpm for more than 1 second. If the engine speed
parameter is unavailable or faulted, the engine ECM (2) holds the
last known value for engine speed.
• Input from parking brake The machine ECM (1) monitors the condition of the parking brake
switch switch (8) to determine the desired state of the parking brake.
• Propulsion mode switch The machine ECM (1) directly monitors input from the propulsion
mode switch. The ECM determines the propulsion mode by the
position of this switch. The software in the machine ECM contains a
speed map for each propulsion mode.
• Input components The machine ECM (1) controls machine propulsion using open-loop
logic. The ECM monitors input from the following components in
order to determine the desired speed and direction:
• Reverse switch (12)
• Travel speed switch (8)
The machine ECM (1) uses display (4) in order to provide

information to the operator about the propulsion system during
operation.
88
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Operating Logic
Parking Brake Operation

The machine ECM (1) controls the parking brake solenoid (12). • Interlock valve solenoid
When the machine ECM determines that the parking brake should
be engaged, no signal is generated. When the machine ECM
determines that the parking brake should be released, a signal
energizes the interlock solenoid.
When the parking brake solenoid (12) is energized, the parking

brakes are released and the propulsion pump controls are enabled.
The parking brake solenoid remains energized while the machine is
moving.
If the parking brake switch (8) is in the ON position, the parking • Parking brake control
brake is engaged. When the engine is not running, the parking brake logic
is engaged. The parking brake also engages when any of the machine
E-stop switches have been activated.
Back-up Alarm Operation

The machine ECM (1) uses the input from the reverse switch (11) in • Back-up alarm
order to determine when the machine is operating in the reverse
direction. When the propulsion lever is in the reverse range, the
machine ECM energizes the back-up alarm (4) via the backup alarm
relay (5).
Ground Speed and Direction Determination

The machine ECM (2) monitors input from the axle speed sensor • Speed sensors
(9). The machine ECM uses the input from this sensor in order to
determine the actual machine speed. The machine ECM monitors
the state of the reverse switch (11) to determine machine travel
direction.
89
QESV2553
PROPULSION HYDRAULIC SYSTEM

NEUTRAL, PARKING BRAKE ON
(3) SHIFT (9) SHIFT
SPOOL SPOOL
X X
C T
(13) AXLE U L B L B
BRAKES SPEED
P
SENSOR
SPEEDOMETER
OPTION
(6) SHIFT (7) DRUM
VALVE BRAKE
(5) FLUSHING (12) FLUSHING
SPOOL SPOOL
(2) SERVO (10) SERVO
PISTON PISTON
(1) AXLE (8) DRUM

MOTOR MOTOR
(4) FLUSHING
RELIEF VALVE (11) FLUSHING
RELIEF VALVE
L1 A L1 A
(14) NEUTRAL
START SWITCH
(23) HYDRAULIC OIL

(22) BRAKE
TEMPERATURE
(16) PROPULSION VALVE
SENSOR
PUMP
(15) DIRECTION
CONTROL VALVE (33) TO STEERING
B A
TP1 PUMP SUCTION
FWD
R Ps MB
B A
(19) FORWARD (32) HYDRAULIC TANK

COMBINATION
VALVE (31) FROM PORT
VIBRATORY PUMP
(24) COOLER
BYPASS (30) FROM PORT
CHECK VIBRATORY MOTOR
ENGINE VALVE
(28) CHARGE
FILTER
(18) SERVO
PISTON VIBRATORY PUMP
(25) OIL COOLER (27) FILTER
BYPASS
(21) CHARGE VALVE
RELIEF VALVE
TP5
CHARGE
PRESSURE
T1 T2 X1 S TP2 (26) FROM
X2 MA
(17) ROTATING (20) REVERSE REV CHARGE
GROUP COMBINATION VALVE PUMP
TP6
0926191455_2_3_4_9
SLIDE 71
HYDRAULIC SCHEMATIC (PROPULSION SYSTEM)
• Hydraulic schematic The illustration above shows the propulsion system with the
NEUTRAL propulsion lever in the NEUTRAL position. The parking brake
switch in the ON position. The travel speed switch in the LOW-
SPEED position.
• Component location The propulsion system consists of a closed-loop hydrostatic-drive

1. Axle motor circuit. A rotating group (17) is contained within propulsion pump
2. Servo piston (16). The loop contains two drive motors (1) and (8).
3. Shift spool
4. Flushing relief valve The direction control valves (15) on propulsion pump (16) is
5. Flushing spool connected to the propulsion lever through a mechanical linkage.
6. Shift valve When the propulsion lever is moved, the direction control valves on
7. Drum brake the pump move equal amounts. When the propulsion lever is in the
8. Drum motor NEUTRAL position, both sides of servo piston (18) are open to the
9. Shift spool pump case. In this case, springs in the servo piston hold the
10. Servo piston swashplate in rotating group (17) is at zero angle. In this case the
rotating group does not produce flow.
90
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The steering system and charge pump provide charge oil to the • Component location
propulsion system when the engine is running. Charge oil flows (continued)
from the charge filter (28) to port “S” of propulsion pump (16). 11. Flushing relief valve
12. Flushing spool
In propulsion pump (16), charge oil flows to the following locations: 13. Axle brakes (optional)
• Combination valves (19) and (20) 15. Directional control
valve
• Charge relief valve (21) 16. Propulsion pump
17. Rotating group
• Brake valve (22) 18. Servo piston
19. Forward combination
Charge oil acts on the charge relief valve (21). When charge pressure valve
reaches 2500 ± 250 kPa (363 ± 36 psi), oil pressure overcomes the 20. Reverse combination
spring force and the charge relief valve opens. This action directs valve
charge oil flow into the case drain. 21. Charge relief valve
22. Brake valve
When the parking brake switch is in the ON position, the solenoid 23. Hydraulic oil
on brake valve (22) is not energized. In this case, the brake valve temperature sensor
allows oil from the drum brake (7), and from the optional axle 24. Cooler bypass check
brakes (13), to flow to case drain. Under these conditions, springs in valve
the brake assemblies engage the brakes. 25. Oil cooler
26. From charge pump
With the parking brake switch in the ON position, the brake valve 27. Filter bypass valve
(22) also prevents charge oil from reaching direction control valve 28. Charge filter
(15). This prevents pump servo piston (18) from moving the 29. To port “Fe” vibratory
swashplates out of the zero angle position, regardless of the position pump
of the propulsion lever. 30. From port “L1”
vibratory motor
Charge oil acts against the makeup check valve in combination 31. From port “T1”
valves (19) and (20). If the pressure in either the forward loop or the vibratory pump
reverse loop falls below charge pressure, the makeup valves open. In 32. Hydraulic tank
this case, charge oil flows into the loop. 33. To steering pump
suction
The propulsion motors (1) and (8) both contain flushing valves.
These valves each contain a flushing spool and a flushing relief
valve. When the propulsion lever is in the NEUTRAL position,
supply pressure in the forward circuit is equal to the pressure in the
reverse circuit. In this case, flushing spools (5) and (12) are centered.
These spools prevent flushing oil from flowing into the case drains
of the motors.
91
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FORWARD, LOW SPEED, PARKING BRAKE OFF
(3) SHIFT (9) SHIFT
SPOOL SPOOL
X X
C T
(13) AXLE U L B L B
BRAKES SPEED
P
SENSOR
SPEEDOMETER
OPTION
(6) SHIFT (7) DRUM
VALVE BRAKE
SPOOL SPOOL
PISTON PISTON
(1) AXLE (8) DRUM

MOTOR MOTOR
(4) FLUSHING
RELIEF VALVE
L1 A L1 A
(14) NEUTRAL
START SWITCH
(23) HYDRAULIC OIL

(22) BRAKE
TEMPERATURE
SENSOR
PUMP
(15) DIRECTION
B A
TP1 PUMP SUCTION
FWD
R Ps MB
B A

COMBINATION
VIBRATORY PUMP
(24) COOLER
ENGINE VALVE
(28) CHARGE
FILTER
(18) SERVO
BYPASS
(21) CHARGE VALVE
RELIEF VALVE
TP5
CHARGE
PRESSURE
X2 MA
TP6
0926191455_2_5_6_9
SLIDE 72
• Hydraulic schematic This illustration shows the propulsion system with the propulsion
FORWARD, LOW SPEED lever in the FORWARD position. The parking brake switch in the
OFF position. The travel speed switch in the LOW-SPEED position.
• Component location Oil from the charge filter (28) flows to charge relief valve (21), brake
1. Axle motor valve (22), and combination valves (19) and (20) of rotating group
2. Servo piston (18). With the parking brake switch in the OFF position, the
3. Shift spool solenoid on brake valve is energized. In this case, the brake valve
4. Flushing relief valve allows charge oil to flow to drum brake (8), and axle brakes (13).
5. Flushing spool The charge pressure in the parking brake system overcomes spring
6. Shift valve force in the brake assemblies, and the brakes release.
7. Drum brake
8. Drum motor
9. Shift spool
10. Servo piston
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The direction control valve (15) is connected to the propulsion • Component location
pump (16) through a mechanical linkage. When the propulsion lever (continued)
is moved into the forward range, charge oil is directed into the 11. Flushing relief valve
forward side of pump servo piston (18). The pressure in the forward 12. Flushing spool
side of the servo piston overcomes the spring force, and the piston 13. Axle brakes (optional)
moves. This movement changes the angle of the pump swashplate. 14. Neutral start switch
The farther the propulsion lever is moved, the greater the swashplate 15. Directional control
angle, and therefore, the greater the oil flow from the propulsion valve
pump. 16. Propulsion pump
17. Rotating group
As the swashplate moves, internal pump feedback linkage tends to 18. Servo piston
move the direction control spool back to neutral through an internal 19. Forward combination
feedback spring. This action prevents the servo piston from tilting valve
the swashplate too far. In this case, charge supply oil is blocked once 20. Reverse combination
the angle is proportional to the input from the propulsion lever. valve
21. Charge relief valve
Supply oil from rotating group (17) flows to forward combination 22. Brake valve
valve (19) and to the forward side of axle motor (1) and drum motor 23. Hydraulic oil
(8). Oil is also directed to motor flushing spool (5) and (12). The temperature sensor
pressure differential between the forward and reverse side of the 24. Cooler bypass check
motors causes the motors to turn. After turning the motors, oil at a valve
reduced pressure flows to flushing relief valves (4) and (11). Oil is 25. Oil cooler
also sent to the reverse side of the rotating group, and to reverse 26. From charge pump
combination valve (20). 27. Filter bypass valve
28. Charge filter
Inside forward combination valves (19), supply oil acts against the 29. To port “Fe” vibratory
main relief valve. As long as the supply pressure is less than relief pump
pressure, the main relief valve remains closed. As long as the 30. From port “L1”
pressure in the forward circuit is greater than charge pressure, the vibratory motor
makeup valve in the combination valve remains seated. 31. From port “T1”
vibratory pump
The main relief valve within forward combination valve (19) is a 32. Hydraulic tank
fast-acting valve. If the pressure in the supply circuit reaches 35 500 33. To steering pump
± 1000 kPa (5148 ± 145 psi), the main relief valve opens. In this suction
case, high pressure circuit oil is directed into the charge system and
through the makeup valve in reverse combination valve (20).
If pressure in the reverse loop falls below charge pressure, the

makeup valve in reverse combination valve (20) opens. In this case,
charge oil flows into the low-pressure side of the loop. When
pressure in the low-pressure side of the loop rises above charge
pressure, the makeup valve closes.
Loop flushing occurs in axle motor (1) and drum motor (8). In each • Flushing spool
motor, supply circuit oil acts against one side of flushing spool (5)
and (12). Return circuit oil acts against the other side of the flushing
spools. In both motors, the higher-pressure oil moves the flushing
spool. This movement allows return circuit oil to flow across the
spool to the flushing relief valves (4) and (11).
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Any time the pressure in the return circuit is greater than

approximately 1600 kPa (232 psi), the corresponding flushing relief
valve opens. In this case, oil from the return circuit flows through an
orifice and into the motor case drain line.
• Flushing relief The pressure setting of the flushing relief valves (4) and (11) is less
than the pressure setting of the charge relief valve (21). This fact
ensures that oil is sent through the motor case drain under normal
operating conditions. The flushing relief valves will stop flushing
flow if the charge pressure is less than 1600 kPa (232 psi). This fact
ensures that flow through the flushing orifice does not cause charge
pressure to decrease until charge pressure is less than brake release
requirement.
• Shift valve Charge oil also flows from charge filter (28) to the shift valve (6).
With the travel speed switch in the LOW-SPEED position, the shift
solenoid is not energized. The position of the shift valve prevents
charge oil from acting on shift spools (3) and (9) in the axle and
drum motors. Under these conditions, the propulsion motors remain
at the maximum displacement angle and the motors operate at low
speed.
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REVERSE, HIGH SPEED, PARKING BRAKE OFF
(3) SHIFT (9) SHIFT
SPOOL SPOOL
X X
C T
(13) AXLE U L B L B
BRAKES SPEED
P
SENSOR
SPEEDOMETER
OPTION
(6) SHIFT (7) DRUM
VALVE BRAKE
SPOOL SPOOL
PISTON PISTON
(1) AXLE (8) DRUM

MOTOR MOTOR
(4) FLUSHING
RELIEF VALVE
L1 A L1 A
(14) NEUTRAL
START SWITCH
(23) HYDRAULIC OIL

(22) BRAKE
TEMPERATURE
SENSOR
PUMP
(15) DIRECTION
B A
TP1 PUMP SUCTION
FWD
R Ps MB
B A

COMBINATION
VIBRATORY PUMP
(24) COOLER
ENGINE VALVE
(28) CHARGE
FILTER
(18) SERVO
BYPASS
(21) CHARGE VALVE
RELIEF VALVE
TP5
CHARGE
PRESSURE
X2 MA
TP6
0926191455_2_7_8_9
SLIDE 73
This illustration shows the propulsion system with the propulsion • Hydraulic schematic
lever in the REVERSE position. The parking brake switch in the REVERSE, HIGH SPEED
OFF position. The travel speed switch in the HIGH-SPEED position.
When the travel speed switch is in the HIGH-SPEED position, the • Component location
solenoid of the shift valve (6) is energized. The position of the shift 1. Axle motor
valve allows charge oil to act on the shift spools (3) and (9) in the 2. Servo piston
axle and drum motors. In this case, high pressure supply oil is 3. Shift spool
directed from the reverse circuit into the servo pistons (2) and (10). 4. Flushing relief valve
This pressure causes the servo pistons to shift. This shift causes the 5. Flushing spool
swashplates of the axle motor (1) and drum motor (8) to move 6. Shift valve
against the minimum displacement adjustment screw. In this 7. Drum brake
condition, the motors operate at high speed. 8. Drum motor
9. Shift spool
10. Servo piston
95
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• Component location During reverse operation, the rotating group (17) directs supply oil
(continued) out port “A” of propulsion pump (16). This oil flows to the reverse
11. Flushing relief valve side of axle motor (1) and drum motor (8). The axle and drum
12. Flushing spool motors rotate, and reduced-pressure oil returns to the rotating group
13. Axle brakes (optional) through port “B” of the propulsion pump. The flushing spools (5)
14. Neutral start switch and (12) and flushing relief valves (4) and (11) direct oil from the
15. Directional control forward side of the circuit. This oil is sent to the case drain of the
valve axle and drum motors. The relief valve in the reverse combination
16. Propulsion pump valve (20) limits the maximum pressure in the reverse circuit. The
17. Rotating group makeup valve in forward combination valve (19) allows charge oil
18. Servo piston to enter the forward circuit to replenish oil lost to loop flushing and
19. Forward combination leakage.
valve
20. Reverse combination
valve
22. Brake valve
23. Hydraulic oil
temperature sensor
24. Cooler bypass check
valve
25. Oil cooler
26. From charge pump
27. Filter bypass valve
28. Charge filter
29. To port “Fe” vibratory
pump
30. From port “L1”
vibratory motor
31. From port “T1”
vibratory pump
32. Hydraulic tank
33. To steering pump
suction
96
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6H2A7179_1
SLIDE 74
Vibratory System
GENERAL INFORMATION
The principal working component of the vibratory system is the • Machine view
eccentric weight. The vibratory motor rotates the weight on a shaft
inside the rolling drum. The rotation of the weight generates a
dynamic (or centrifugal) force that is significantly greater in
magnitude than the static weight of the machine.
The rotational speed of the eccentric weight shaft determines the

vibratory frequency. Frequency is expressed in Hertz (Hz) or in
vibrations per minute (VPM). The vibratory frequency is controlled
by the hydraulic system and the engine speed.
97
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6H2A7187_1_5
SLIDE 75
OPERATOR CONTROLS (VIBRATORY SYSTEM)
• Right side console The vibratory control switch (1) is on top of propulsion lever (2), on
the right side console.
• Component location The vibratory control switch (1) is a push-button switch that toggles
1. Vibratory control between the ON position and the OFF position. A single depression
switch of the button changes the condition of the switch. This switch serves
2. Propulsion lever as the master switch that enables or disables the vibratory system.
98
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6H2A7200_1_5
SLIDE 76
The vibratory mode switch (3) and amplitude selector switch (4) are • Instrument panel
on the right side of the front console.
The vibratory mode switch (3) allows the operator to select either • Component location
MANUAL mode or AUTOMATIC mode. 3. Vibratory mode
switch
When the vibratory mode is set to MANUAL, the vibratory system 4. Amplitude selector
will operate under the following conditions: switch
• The vibratory control switch is in the ON position.
• The engine is operating.
When the vibratory mode is set to AUTOMATIC, the vibratory

system will operate under the following conditions:
• The vibratory control switch is in the ON position.
• The propulsion lever is out of the NEUTRAL position.
• The engine is operating.
The amplitude select switch (4) allows the operator to select either
low-amplitude or high-amplitude operation. The amplitude select
switch is a rocker switch with three positions. The top of the switch
is the HIGH-AMPLITUDE position. The center of the switch is the
OFF position. The bottom of the switch is the LOW-AMPLITUDE
position. The amplitude select switch controls power output to the
vibratory solenoids.
99
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NOTE: The vibratory system is disabled when the machine is

started.
100
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2 3
4 5
6H2A7258_1_5
SLIDE 77
LOCATION OF ELECTRICAL COMPONENTS (VIBRATORY

SYSTEM)
The fuse and relay panel (1) is behind a cover on the left side of the • Left side of seat
components.
fuses and relays for various machine circuits. The fuse blocks are 1. Fuse and relay panel
protected by plastic covers (shown removed). 2. Switched fuse block
The fuses on the switched fuse block (2) are powered by the 4. Fuse “A5”
switched fuse of the main power relay module. The fuses on the 5. Fuse “A6”
unswitched fuse block (3) are powered by the unswitched fuse of the
main power relay module.
The switched fuse block (2) contains the following fuses that are
part of the propulsion system:
• Fuse “A5” (4)—This fuse supplies power to the neutral start

switch, the high-amplitude vibratory solenoid, and the low-
amplitude vibratory solenoid.
• Fuse “A6” (5)—This fuse supplies power to contacts of the

vibratory mode switch and the amplitude selector switch.
101
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1002191555_1_3
SLIDE 78
PISTON PUMP (VIBRATORY)
• Right side of machine The vibratory pump (1) is under the operator platform on the right
side of the machine.
• Component location The vibratory pump (1) is an axial piston pump with variable
1. Vibratory pump displacement. The vibratory pump is the second in a series of three
pumps that are driven by the engine flywheel. The propulsion pump
is driven by the engine. The vibratory pump is splined to the
propulsion pump.
The vibratory pump (1) is controlled by two on/off solenoids. These

solenoids are controlled by the amplitude select switch.
The frequency adjustment screw for high amplitude limits the

maximum position of the swashplate when the amplitude status is
set to high-amplitude. The position of the swashplate controls pump
output. In this case, pump output controls the vibratory frequency.
The frequency adjustment screw for low amplitude limits the

maximum position of the swashplate when the amplitude status is
set to low-amplitude.
The hydraulic pump is set to produce more flow when the vibratory
system is operating in low amplitude than when operating in high
amplitude. The high-amplitude frequency at high idle is 1825 ± 50
vibrations per minute. The low-amplitude frequency at low idle is
1980 ± 50 vibrations per minute.
102
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VIBRATORY PUMP
OFF
(2) SERVO PISTON
(8) PORT PLATE
(3) INPUT SHAFT
(4) SWASHPLATE
(5) SLIPPER PADS (6) PISTON (7) BARREL ASSEMBLY
1003191200A10VG_2_3
SLIDE 79
Engine rotation turns the pump input shaft (3). This action rotates • Vibratory pump cross
the barrel assembly (7). The pistons (6) rotate with the barrel section
assembly. The slipper pads (5) allow the pistons to follow the angle
of the swashplate (4). The pump only generates flow when the
swashplate is not at minimum angle.
When the vibratory system is not operating, both sides of the servo • Component location
piston (2) are open to the case drain. The servo piston springs center 2. Servo piston
the servo piston, and the swashplate (4) remains at minimum angle. 3. Input shaft
With the swashplate at minimum angle, the pistons (6) do not move 4. Swashplate
in and out of the barrel assembly (7) as they rotate. Therefore, the 5. Slipper pads
pump does not generate flow. 6. Piston
7. Barrel assembly
8. Port plate
103
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1
2
6H2A7359A_1_3
SLIDE 80
PISTON MOTOR (VIBRATORY)
• Right side of machine The vibratory motor (1) is at the front of the machine on the right
side of the drum.
• Component location The vibratory motor (1) is an axial piston motor with fixed
1. Vibratory motor displacement. This motor turns the eccentric weight drive shaft
2. Flushing spool when the vibratory system is operating. Rubber isolation mounts
3. Flushing relief valve dampen the vibration that is transmitted from the drum to the
machine.
When operating at high amplitude the direction of pump supply

flow is into port “B” and out port “A” of vibratory motor (1). When
operating at low amplitude the direction of pump supply flow is into
port “A” and out port “B” of the motor.
The vibratory motor (1) contains an integral flushing valve. The

flushing valve spool (2) directs oil from the low pressure side of the
vibratory loop to the flushing relief valve (3).
104
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VIBRATORY MOTOR
(3) BARREL ASSEMBLY
(4) PISTON
(5) SLIPPER FEET
(6) FLUSHING SPOOL
(10) OUTPUT
SHAFT
(9) SWASHPLATE
(8) VALVE PLATE
(7) FLUSHING RELIEF

VALVE
1003191344_2_3_4
SLIDE 81
When the vibratory system is operating, supply oil from the • Vibratory motor (cross
vibratory pump enters the motor. Supply oil is directed to the inlet section)
port of the valve plate (7). Supply oil is also directed to flushing
spool (2). The valve plate directs oil into the piston chamber in the
barrel assembly. This pressure forces the pistons (5) that are aligned
with the inlet port to move out of the barrel assembly.
As the pistons (5) are forced out of the barrel assembly, the slipper • Component location
pads (6) slide along the ramp in the pump housing. This action 2. Flushing spool
causes the barrel assembly and pistons to rotate. Since the barrel 3. Flushing relief valve
assembly is splined to the output shaft (9), the output shaft also 4. Cylinder block
rotates. 5. Piston
6. Slipper pad
As barrel assembly rotates, the pistons (6) align with the outlet port 7. Valve plate
in the valve plate (7). The rotation of the barrel assembly forces oil 8. Swashplate
out of the piston chambers and into the low-pressure side of the 9. Output shaft
hydrostatic loop. The low-pressure oil then returns to the inlet side
of the hydraulic pump, and completes the hydrostatic circuit.
105
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High-pressure oil acts against one side of the flushing spool (2) and
low-pressure oil acts against the other side of the spool. The force
from the high-pressure oil causes the spool to shift. As the spool
shifts, a passage is opened for oil in the low-pressure circuit. In this
case, the low pressure-oil acts against the flushing relief valve (3).
The flushing relief valve (3) is set at 1600 kPa (230 psi). This
pressure is lower than the setting of the charge relief valve. During
normal operating conditions, the flushing relief valve opens when
the vibratory system is operating. As a result, oil is flushed from the
hydrostatic circuit. An orifice in the motor controls the flow rate of
the oil flushed through the motor case.
NOTE: The orifice in the motor only allows a small amount of oil
from the low-pressure loop to flow into the motor case. This is
compared to the total amount of charge flow that is available.
Therefore, even though the flushing relief valve (3) opens at 1600
kPa (230 psi), charge pressure only drops slightly due to the orifice.
106
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ECCENTRIC WEIGHTS
(4) SHOT (5) ECCENTRIC WEIGHT
(1) DRUM MOTOR (2) HOUSING (3) VIBRATORY MOTOR
LOW AMPLITUDE
HIGH AMPLITUDE
(6) SPLINED SHAFT

(5) ECCENTRIC WEIGHTS (4) SHOT (5) ECCENTRIC WEIGHT
1003191533_1_3
SLIDE 82
ECCENTRIC WEIGHT
The drum assembly contains two eccentric weights (5). Each of these • Inside drum assembly
weights is mounted inside a housing (2). The eccentric weights are (top down cut away)
connected to a splined shaft (6). The vibratory motor (3) is splined
to the shaft of the right eccentric weight.
When the vibratory system is operating, the vibratory motor (3) • Component location
rotates the eccentric weights (5) by a rotating the splined shaft (6). 1. Housing
Since the center of gravity of the eccentric weight is not centered on 2. Eccentric weights
the shaft, rotation of the eccentric weight causes the drum to vibrate. 3. Drum motor
4. Splined shaft
The amplitude of the vibration depends on the direction of rotation 5. Vibratory motor
of the eccentric weights (5). The vibratory system can produce two
amplitude levels, low and high. The frequency of vibration depends
on hydraulic system output and engine speed.
107
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Internally, each eccentric weight (5) has a hollow pocket. The pocket
is partially filled with shot (4). When the vibratory system is
operating at low amplitude, the vibratory motor (3) rotates the
eccentric weights counterclockwise. This direction of rotation
captures the shot in the pocket on the “light” side of the eccentric
weights. This action brings the center of gravity of the weight closer
to the center of the splined shaft (6), reducing the amplitude of the
vibration.
When the vibratory system is operating at high amplitude, the

vibratory motor (3) rotates the splined shaft (6) clockwise. In this
case, the shot is captured in the pocket on the “heavy” side of the
eccentric weights (5). This action takes the center of gravity of the
weight farther from the center of the splined shaft, increasing the
amplitude of the vibration.
108
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VIBRATORY CONTROL
(13) CAN SIGNAL

(12) OUTPUT SIGNAL
CONNECTOR
(4) DISPLAY (10) LOW-AMPLITUDE

VIBRATORY SOLENOID
(5) VIBRATORY (9) HIGH-AMPLITUDE

CONTROL SWITCH VIBRATORY SOLENOID
(6) VIBRATORY
MODE
SWITCH
(7) AMPLITUDE (8) NEUTRAL

SELECTOR START SWITCH
SWITCH
1120191606_2_3
SLIDE 83
ELECTRICAL SCHEMATIC (VIBRATORY SYSTEM)
Input Signals
NOTE: The blue lines in the above illustration indicate an input • Vibratory control system
signal. The red lines indicate an output signal. The red and blue lines
indicate two-way communication.
NOTE: The above illustration shows the general layout of the • Component location
vibratory system. Refer to the machine electrical schematic for 1. Machine ECM
detailed wiring information. 2. Engine ECM
4. Display
5. Vibratory control
switch
6. Vibratory mode switch
7. Amplitude selector
switch
109
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• Component location The machine ECM (1) monitors input signals (10) from the
(continued) following components in order to control the vibratory system. The
8. Neutral start switch above illustration shows the connections of the direct input signals
9. High-amplitude in blue. The following components provide direct input signals to
vibratory solenoid the machine ECM:
10. Low-amplitude
vibratory solenoid • Vibratory control switch (5)
11. Input signal
12. Output signal • Vibratory mode switch (6)
13. CAN communications
• Amplitude selector switch (7)
• Neutral start switch (8)
Input signals are also sent through the CAN lines. CAN
communication (13) devices are shown with a blue-and-red-stripe
connection in the above illustration. The following components
communicate with the machine ECM (1) through the CAN:
• Engine ECM (2)
• Display (4)
The machine ECM (1) uses the display (3) in order to provide
information to the operator about the vibratory system during
operation. The display also allows the operator to adjust some
vibratory system settings.
The engine ECM (2) sends engine speed information to the machine
ECM (1) through the CAN lines. The machine ECM only operates
the vibratory system when the engine speed is inside a specific range.
NOTE: The machine ECM (1) also uses the condition of the
parking brake and the emergency stop switch in the vibratory
control logic. The machine ECM will not operate the vibratory
system when the parking brake is engaged or if the emergency stop
switch is active.
• Vibratory control switch The vibratory control switch (5) serves as the master switch that
enables or disables the vibratory system. When the vibratory control
switch is open, the vibratory system will not operate. When the
vibratory control switch is closed, the machine ECM will operate the
vibratory system.
When the vibratory control switch (5) is closed, the vibratory system
can still be prevented from operating by any of the following events:
• Park brake solenoid is de-energized.
• The E-stop switch is active.
110
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• The vibratory control switch is closed upon machine startup.
If the vibratory control switch is closed upon machine startup, the

switch must be toggled open and closed in order to enable the
vibratory system.
Output Signals
The machine ECM (1) generates output signals (13) to control the • Direct output signals from
machine vibratory system. The above illustration shows the machine ECM
connections of the direct output devices in red. The following
components receive direct output signals from the machine ECM:
• Low-amplitude vibratory solenoid (10)
• High-amplitude vibratory solenoid (9)
The machine ECM (1) evaluates input signals from the components
in the vibratory system and compares these to parameters stored in
memory. The machine ECM transmits output signals to the
appropriate vibratory system solenoid to operate the vibratory
system in the desired mode.
Devices on the CAN are shown with a blue-and-red-stripe • Output signals through
connection in the above illustration. The machine ECM transmits CAN
information to and from the gauge cluster display in order to
provide information to the operator during vibratory operations.
Vibratory System Parameters
When the engine start switch is first moved into the ON position, • Vibratory control switch
the machine ECM (1) sets the vibratory status to off. Each time the
operator actuates the vibratory control switch, the machine ECM
toggles the status of the system between off and on.
NOTE: If the machine warmup feature is activated, the vibratory

system is disabled. For more information about the machine
warmup feature, refer to Machine Systems, “Propulsion System.”
The engine ECM (2) sends engine speed information to the machine • Actual engine speed and
ECM (1) through the CAN lines. If the engine is operating at low engine operating mode
idle, the machine ECM will not allow the vibratory system to
operate. If the engine is operating in ECO mode or at high idle, the
machine ECM will allow the vibratory system to be enabled.
When engine speed is below 1800 rpm or above 2800 rpm for more
than 1 second, the vibratory system will be disabled.
111
QESV2553
• Parking brake status If the machine ECM (1) determines that the parking brake is
engaged, the ECM will prevent the vibratory system from operating.
If the machine ECM determines that the parking brake is released,
the ECM continues its analysis of the vibratory system parameters.
• Vibratory system faults The machine ECM (1) will disable the vibratory system if any of the
following faults are detected:
• Level 3 engine faults
• Vibratory control switch closed upon machine startup
• Park brake switch fault
• Park brake solenoid fault
• E-stop switch fault
• Level 3 hydraulic oil temperature fault
• Vibratory mode selection When the vibratory mode switch is in the MANUAL position, the
vibratory system operates in manual mode. In this mode, the
vibratory system is activated by the vibratory control switch,
regardless of the position of the propulsion lever.
When the vibratory mode switch (4) is in the AUTOMATIC

position, the vibratory system operates in automatic mode. In this
mode, the vibratory system will not operate while the propulsion
system is in neutral.
• Amplitude selection The amplitude select switch (6) allows the operator to select either
low-amplitude or high-amplitude operation. The amplitude select
switch controls power output to the vibratory solenoids.
When the amplitude select switch (6) is in the HIGH-AMPLITUDE

position, the vibratory system rotates the vibratory motor in the
clockwise direction. When this happens, the drum vibrates at the
high amplitude setting.
When the amplitude select switch (6) is in the LOW-AMPLITUDE

position, the vibratory system rotates the vibratory motor in the
counter-clockwise direction. When this happens, the drum vibrates
at the low amplitude setting.
112
QESV2553
VIBRATORY HYDRAULIC CIRCUIT

OFF
(5) COMBINATION
(2) SERVO (8) FROM CHARGE FILTER
B A VALVE
PISTON TP4
(6) RELIEF (11) VIBRATORY
VALVE (16) CHARGE MOTOR
R PS Fe MB RELIEF VALVE L
B
B
(7) MAKEUP
VALVE (10) FLUSHING
RELIEF
VALVE
(15) MAKEUP
VALVE
(1) VIBRATORY
PUMP (9) FLUSHING
SPOOL
A A
T1 T2 X1 X2 G S MA L1
(12) TO RETURN MANIFOLD (14) RELIEF (17) TO RETURN MANIFOLD
VALVE
(13) COMBINATION TP3
VALVE
1002190944_2_3_4_9
SLIDE 84
HYDRAULIC SCHEMATIC (VIBRATORY SYSTEM)
When the engine is operating, charge oil from the charge filter is sent • Vibratory system off
to port “Fe” of vibratory pump (1). Inside the pump charge oil flows
to the following locations:
• Pump displacement control spool • Component location

1. Vibratory pump
• Makeup valve (7) in combination valve (5) for port “MB” 2. Servo piston
3. Solenoid “B”
• Charge relief valve (16) 4. Solenoid “A”
5. Combination valve
• Makeup valve (15) in the combination valve (13) for port “MA”
6. Relief valve
7. Makeup valve
113
QESV2553
• Component location When the engine is operating, the input shaft of vibratory pump (1)
(continued) rotates. However, when neither pump solenoid is energized, both
8. From charge filter sides of pump servo piston (2) are open to the pump case drain. In
9. Flushing spool this case, the servo piston moves the pump swashplate to the neutral
10. Flushing relief valve position.
11. Vibratory motor
12. To return manifold Charge pressure acts on charge relief valve (16). When charge
13. Combination valve pressure is greater than the setting of the valve, the oil pressure
14. Relief valve overcomes the spring force, and the valve opens. An orifice limits the
15. Makeup valve amount of flow through the charge relief valve.
17. To return manifold The pressure setting of charge relief valve (16) in vibratory pump (1)
is less than the charge relief valve setting in the propulsion pump.
This fact ensures that oil is sent through the case drain of the
vibratory pump under normal operating conditions. The charge
relief valve on the propulsion pump controls vibratory system charge
pressure.
Charge pressure acts against makeup valve (7) and makeup valve
(15). If the pressure in either side of the hydrostatic loop falls below
charge pressure, the corresponding makeup valve opens. This action
allows charge oil to flow into the loop.
Since the vibratory system is not operating, vibratory motor (11) is

not rotating, and flushing spool (9) remains in the center position.
114
QESV2553

LOW AMPLITUDE
(5) COMBINATION
B A VALVE
PISTON TP4
B
B
(7) MAKEUP
VALVE (10) FLUSHING
RELIEF
VALVE
(15) MAKEUP
VALVE
(1) VIBRATORY
PUMP (9) FLUSHING
SPOOL
A A
VALVE
VALVE
1002190944_2_7_8_9
SLIDE 85
When the vibratory system is operating at low amplitude, solenoid • Low amplitude operation
“B” (3) is energized. In this case, charge oil enters the low-amplitude
cavity of servo piston (2). The pressure in the cavity overcomes the
spring force. The pump servo moves, and the angle of the swashplate
changes. The degree of swashplate movement is proportional to the
signal that is sent to solenoid “B”.
When solenoid “B” (3) is energized, supply oil flows from port “B” • Component location
of vibratory pump (1) to port “A” of vibratory motor (11). The 1. Vibratory pump
supply oil causes the motor to rotate. After turning the motor, 2. Servo piston
reduced pressure oil returns to port “A” of the vibratory pump. The 3. Solenoid “B”
returning oil completes the hydrostatic circuit. 4. Solenoid “A”
Pump supply oil also flows to combination valve (5) and to flushing 6. Relief valve
spool (9). As long as pressure in the high-pressure circuit is greater 7. Makeup valve
than charge pressure and less than relief pressure, makeup valve (7)
remains seated. In this case, relief valve (6) also remains closed.
115
QESV2553
• Component location Makeup valve (15) opens when pressure in the low-pressure side of
(continued) the hydrostatic loop is less than charge pressure. In this case, charge
8. From charge filter oil flows into the low-pressure side of the loop. If the pressure in the
9. Flushing spool low-pressure side of the loop rises above charge pressure, the
10. Flushing relief valve makeup valve closes.
11. Vibratory motor
12. To return manifold Oil in the high-pressure side of the hydrostatic loop acts against one
13. Combination valve side of flushing spool (9). Oil in the low-pressure side of the loop
14. Relief valve acts against the other side of the flushing spool. The difference in
15. Makeup valve pressure moves the flushing spool. This movement directs oil from
16. Charge relief valve the low-pressure side of the loop into flushing relief valve (10).
17. To return manifold
Any time the pressure in the low-pressure side of the circuit is
greater than the setting of flushing relief valve (10), the valve opens.
This action allows oil in the low-pressure side of the circuit to flow
through the case drain line of vibratory motor (11). An orifice limits
the amount of flow into the motor case drain. The flow of flushing
oil through the case cools the motor.
116
QESV2553

HIGH AMPLITUDE
(5) COMBINATION
B A VALVE
PISTON TP4
B
B
(7) MAKEUP
VALVE (10) FLUSHING
RELIEF
VALVE
(15) MAKEUP
VALVE
(1) VIBRATORY
PUMP (9) FLUSHING
SPOOL
A A
VALVE
VALVE
1002190944_2_5_6_9
SLIDE 86
When the vibratory system is operating at high amplitude, solenoid • High amplitude operation
“A” (4) is energized. In this case, charge oil enters the high
amplitude cavity of servo piston (2). The pressure in the cavity
overcomes the spring force. The pump servo moves, and the angle of
the swashplate changes. The degree of swashplate movement is
proportional to the signal that is sent to solenoid “A”.
When solenoid “A” (4) is energized, supply oil flows from port “A” • Component location
of vibratory pump (1) to port “B” of vibratory motor (11). The 1. Vibratory pump
supply oil causes the motor to rotate. After turning the motor, 2. Servo piston
reduced pressure oil returns to port “B” of the vibratory pump. The 3. Solenoid “B”
returning oil completes the hydrostatic circuit. 4. Solenoid “A”
6. Relief valve
7. Makeup valve
117
QESV2553
• Component location Pump supply oil also flows to combination valve (13) and to
(continued) flushing spool (9). As long as pressure in the high-pressure circuit is
8. From charge filter greater than charge pressure and less than relief pressure, makeup
9. Flushing spool valve (15) remains seated. In this case, relief valve (14) also remains
10. Flushing relief valve closed.
11. Vibratory motor
12. To return manifold When pressure in the low-pressure side of the hydrostatic loop is less
13. Combination valve than charge pressure, makeup valve (7) opens. In this case, charge oil
14. Relief valve flows into the low-pressure side of the loop. If the pressure in the
15. Makeup valve low-pressure side of the loop rises above charge pressure, the
16. Charge relief valve makeup valve closes.
17. To return manifold
Oil in the high-pressure side of the hydrostatic loop acts against one
side of flushing spool (9). Oil in the low-pressure side of the loop
acts against the other side of the flushing spool. The difference in
pressure moves the flushing spool. This movement directs oil from
the low-pressure side of the loop through flushing relief valve (10).
Any time the pressure in the low-pressure side of the circuit is

greater than the setting of flushing relief valve (10), the valve opens.
This action allows oil in the low-pressure side of the circuit to flow
through the case drain line of vibratory motor (11). An orifice limits
the amount of flow into the motor case drain. The flow of flushing
oil through the case cools the motor.
118
QESV2553
6H2A7179_1
SLIDE 87
Steering System
GENERAL INFORMATION
The steering system shares a common hydraulic tank with the • Machine view
propulsion system and the vibratory system. Oil to operate the
steering system is provided by a two-section gear pump. One section
of a two-section gear pump provides oil to operate the steering
system. The second section of the pump provides charge oil to the
propulsion and vibratory systems. After the steering flow
requirements are met, oil from the steering section is combined with
the flow from the charge section. The combined flow provides
charge oil to the propulsion system and the vibratory system.
119
QESV2553
1 2
3
1004191611_1_3
SLIDE 88
GEAR PUMP (STEERING)
• Left side of machine The steering and charge pump (1) is under the operator platform.
• Component location The steering and charge pump (1) is splined to the vibratory pump.
1. Steering and charge Engine rotation drives the input shaft of the steering and charge
pump pump.
2. Outlet line
3. Suction line The steering and charge pump (1) draws oil from the hydraulic tank
through a common suction line (3). A suction strainer in the tank
provides initial filtration for the steering pump and charge pump.
The suction line draws oil through the strainer.
Flow is sent to the hand metering unit through the steering outlet
line (2). After the steering requirements have been met, the
remaining flow from the steering section of the pump is combined
with the charge pump supply. This combined oil is sent to the charge
filter. After flowing through the charge filter, the combined oil then
becomes charge oil for the vibratory hydraulic system and for the
propulsion system.
120
QESV2553
1 2
6H2A7252_1_3
SLIDE 89
METERING PUMP (STEERING)
Oil from the steering pump flows to the hand metering unit (1). This • Under operator platform
component is under the operator platform, at the base of the steering
column.
The hand metering unit (1) consists of a steering control spool and a • Component location
metering pump. The steering control spool is a spring-centered, 1. Hand metering unit
sleeve-type rotary valve. The metering pump is a gerotor-type pump. 2. Pressure tap
The control spool governs the direction of the turn, while the
metering pump controls the rate of the turn.
The hand metering unit (1) contains four ports. Each port is
identified with a letter which is cast into the housing, next to the
port.
The ports on the hand metering unit (1) are labeled as follows:
• Port “P”—Pump supply oil enters the hand metering unit through
port “P”.
• Port “L” and port “R”—During machine steering, metered oil

flows to and from the ends of the steering cylinders through port
“L” and port “R”.
• Port “T”—Oil is sent to the charge filter through port “T”. When
the steering wheel is not being rotated, port “P” and port “T” are
connected.
121
QESV2553
The hand metering unit contains the following additional internal

components:
• Main relief valve
• Anticavitation check valve
• Two line relief valves (shock valves)
• Two makeup valves
The main relief valve limits the pressure in the steering circuit.
Steering relief pressure is dependent highly on the temperature of the
hydraulic oil. The steering relief pressure and oil temperature
relationship is as follows:
• Steering relief pressure is 18 820 ± 1000 kPa (2730 ± 145 psi)

when the oil temperature is 38 °C (100 °F)





The anticavitation check valve works in conjunction with the

makeup valves to allow limited steering when the engine is not
operating.
Line relief valves act as shock valves for the steering system. The line
relief valves are set to operate at a pressure of 22 000 kPa (3190 psi)
over tank pressure. Makeup valves in the circuit prevent cylinder
cavitation when the steering system experiences a shock load.
Steering pump supply pressure can be measured at pressure tap (2).
122
QESV2553
1
2
6H2A7253_1_3
SLIDE 90
HYDRAULIC CYLINDER (STEERING)
The hydraulic cylinders for the steering system are in the articulation • Articulation area
area. The steering system contains two hydraulic cylinders. The
steering cylinders and a vertical pin (1) in the articulation allow a
±34 degree steering angle.
The left hydraulic cylinder (2) and right hydraulic cylinder (not • Component location
shown) receive oil from the hand metering unit. The cylinders are 1. Vertical pin
hydraulically interlocked. The cylinders extend and retract in 2. Left hydraulic
opposition to each other in order to cause the machine to articulate. cylinder
3. Locking pin
A locking pin (3) can be inserted in the pivot joint in order to lock
the front frame and the rear frame together.
123
QESV2553
STEERING HYDRAULIC SYSTEM

STRAIGHT TRAVEL
(3) MAKEUP VALVE (4) STEERING CONTROL SPOOL
(2) LINE RELIEF VALVE
(5) ANTICAVITATION CHECK VALVE
(1) STEERING
CYLINDERS (6) MAIN RELIEF VALVE
R P
T
(8) MAKEUP VALVE
(10) METERING PUMP
TP7
(9) HAND METERING UNIT (11) TO
CHARGE
FILTER
(12) CHARGE PUMP
(13) STEERING PUMP
(14) SUCTION STRAINER
(15) HYDRAULIC TANK
1004191000_4_5_6
SLIDE 91
HYDRAULIC SCHEMATIC (STEERING SYSTEM)
• Steering hydraulic system When the steering wheel is in the center position, the center envelope
“STRAIGHT TRAVEL” of the steering control spool (4) is active. Pump supply oil enters the
hand metering unit (9) through port “P”. This oil flows across the
steering control spool to port “T”. Oil leaving the outlet of the hand
metering unit is directed into the line to the charge filter (11).
• Component location The line relief valves (2) and (7) limit the maximum pressure in the
1. Steering cylinders steering cylinders (1). These relief valves act as shock valves for the
2. Line relief valve steering system. The valves are set at the factory to open when the
3. Makeup valve pressure in the steering cylinder reaches 22 000 kPa (3191 psi) over
4. Steering control spool tank pressure. This relief setting is approximately equal to a gauge
5. Anticavitation valve pressure of 24 500 kPa (3550 psi). The line relief valves are not
6. Main relief valve adjustable.
7. Line relief valve
8. Makeup valve
9. Hand metering unit
10. Metering pump
124
QESV2553
If the steering system does experience a shock load, the makeup • Component location
valve (3) or (8) in the low-pressure side of the hydraulic cylinders (1) (continued)
opens. This action allows oil to enter the low-pressure side of the 11. Line to charge filter
hydraulic cylinders, preventing cylinder cavitation. 12. Charge pump
13. Steering pump
14. Suction strainer
15. Hydraulic tank
STEERING HYDRAULIC SYSTEM

LEFT TURN
(3) MAKEUP VALVE (4) STEERING CONTROL SPOOL
(5) ANTICAVITATION CHECK VALVE
(1) STEERING
CYLINDERS (6) MAIN RELIEF VALVE
R P
T
(8) MAKEUP VALVE
(10) METERING PUMP
TP7
(9) HAND METERING UNIT (11) TO
CHARGE
FILTER
(12) CHARGE PUMP
(13) STEERING PUMP
(14) SUCTION STRAINER
(15) HYDRAULIC TANK
1004191000_2_3_6
SLIDE 92
Pump supply oil enters the hand metering unit (9) through port “P”. • Steering hydraulic system
When the steering wheel is rotated to the left, the top envelope of the “LEFT TURN”
steering control spool (4) is active. In this case, oil flows across the
steering control spool to the metering pump.
125
QESV2553
• Component location The metering pump (10) rotates when the steering wheel is turned.
1. Steering cylinders The metering pump directs flow back through the steering control
2. Line relief valve spool (4). This oil flows to the head end of the right steering cylinder
3. Makeup valve and to the rod end of the left steering cylinder. Oil flowing into the
4. Steering control spool steering cylinders causes the machine to turn left.
5. Anticavitation valve
6. Main relief valve Oil in the head end of the left steering cylinder flows out the hand
7. Line relief valve metering unit through port “T”. Oil in the rod end of the right
8. Makeup valve steering cylinder also flows out the hand metering unit through port
9. Hand metering unit “T”. This combined flow of oil is directed into the line to the charge
10. Metering pump filter (11).
11. Line to charge filter
12. Charge pump As the operator turns the steering wheel faster, the metering pump
13. Steering pump (10) increases the flow to the steering cylinders (1). This action
14. Suction strainer causes the machine to turn faster.
15. Hydraulic tank
The metering pump (10) directs flow to the steering cylinders (1)
until the operator stops turning the steering wheel. When the
steering wheel stops turning, the centering springs center the steering
control spool (4) inside a sleeve. This action blocks the oil passages
to the steering cylinders. In this case, the steering angle does not
change until the operator moves the steering wheel again.
• Main relief valve If the operator turns the steering wheel after the steering cylinders
(1) reach the end of their stroke, the main relief valve (6) opens. The
main relief valve maintains pressure in the steering system while
allowing the excess pump flow to enter the charge circuit. The relief
pressure depends highly on oil temperature. For additional
information, refer to Metering Pump (Steering). The main relief
valve is not adjustable.
126
QESV2553
6H2A7179_1
SLIDE 93
Cat Compaction Control
GENERAL INFORMATION
Cat® Compaction Control for soil compactors is a compaction • General information

measurement solution that allows the operator to determine when
compaction meets specifications. This system can provide a simple
real-time compaction measurement readout.
Cat Compaction Control can utilize two different compaction • Measurement

measurement technologies: Compaction Meter Value (CMV) or technologies
Machine Drive Power (MDP).
Compaction Meter Value is an accelerometer-based measurement • Compaction Meter Value

system for granular soils. This system is only available on smooth-
drum soil compactors (CS models). Functioning while the drum
vibrates, the system measures 1 to 1.2 m (39 to 48 in) into the
ground, depending on soil type, moisture content, and other factors.
Compaction Meter Value indicates soil stiffness and can indicate the
presence of buried objects.
127
QESV2553
• Machine Drive Power Machine Drive Power is an exclusive technology only available from
Caterpillar. Machine Drive Power correlates rolling resistance to soil
stiffness. This system is available on smooth-drum soil compactors
and padfoot drum soil compactors (CP models). Machine Drive
Power can also be used by smooth-drum machines that are equipped
with padfoot shell kits. Machine Drive Power is effective on all soil
types, and can function when the drum is static or vibrating. This
system measures to a depth of 30 to 60 cm (12 to 24 in).
(3) LIQUID CRYSTAL DISPLAY
(4) ANGLE SENSOR
1217191500_1_2_3_4
SLIDE 94
Compaction Meter Value–Component Overview
• Compaction Meter Value The Compaction Meter Value system can be configured to display
components the CMV number for the machine operator. When the system is
configured to provide the CMV number, the following components
are installed on the machine:
128
QESV2553
• Accelerometer (2) • Component location

1. Controller
• Controller (1) 2. Accelerometer
3. Liquid crystal display
• Liquid-Crystal Display (LCD) (3) 4. Angle sensor
(optional)
CAT COMPACTION CONTROL

MACHINE DRIVE POWER
(1) CONTROLLER
(2) PRESSURE SENSORS

(5) LIQUID CRYSTAL DISPLAY
(3) SPEED SENSOR

(4) ANGLE SENSOR
1217191422_1_2_3_4
SLIDE 95
Machine Drive Power–Component Overview
The Machine Drive Power system can be configured to display the • Machine Drive Power
MDP number for the machine operator. components
When the system is configured to display the MDP number, the • Component location
following components are installed on the machine: 1. Controller
2. Pressure sensors
• Controller (1) 3. Speed sensor
4. Angle sensor
• Pressure sensors (2) 5. Liquid crystal display
• Speed sensor (3)
129
QESV2553
• Angle sensor (4)
• Liquid-Crystal Display (LCD) (5)
6H2A7200_1_9
SLIDE 96
COMPONENT LOCATION
Operator Displays
• Right console The LCD (1) is in the center of the front console.
• Component location During machine operation, the MDP value or the CMV is shown on
1. LCD the LCD (1), depending on machine configuration.
130
QESV2553
6H2A7265_1_3
SLIDE 97
Electronic Control Modules
The Cat Compaction Control ECM (1) is under the operator seat. A • Behind operator seat
trim panel must be removed in order to access this component.
Machines with the Cat Compaction Control system are equipped • Component location
with two controller area networks (CAN). One CAN allows the Cat 1. Cat Compaction
Compaction Control ECM (1) to communicate with the components Control ECM
of the Cat Compaction Control system. The other CAN allows the
Cat Compaction Control ECM to communicate with the machine
ECM and the LCD.
The Cat Compaction Control ECM (1) collects information from

the following components on machines that are equipped with the
Machine Drive Power system:
• Propulsion pressure switches
• Angle sensor
The Cat Compaction Control ECM (1) collects information from

the following components on machines that are equipped with the
Compaction Meter Value system:
• Accelerometer
• Machine ECM (2)
• Angle sensor (if equipped)
131
QESV2553
1218191600_1_3
SLIDE 98
Sensors
• Right side of propulsion Machines that are equipped with the Machine Drive Power option
pump have two propulsion pressure sensors. These sensors are installed in
the forward and reverse test ports of the propulsion pump.
• Component location The propulsion pressure sensors measure the forward and reverse
1. Forward pressure pressure in the propulsion system. The forward pressure sensor (1)
sensor and reverse pressure sensor (2) provide input to the Cat Compaction
2. Reverse pressure Control ECM.
sensor
The Cat Compaction Control ECM correlates propulsion pressure
to a soil stiffness. The stiffness is reported on the LCD as the MDP
value. The value ranges from 0 to 150 and does not have associated
units. The lower the value, the stiffer the soil.
NOTE: Machine speed must be greater than 0.81 kph (0.50 mph)
for the system to display an MDP value. The MDP values displayed
while the machine is traveling forward are more accurate than the
values displayed during reverse travel.
132
QESV2553
6H2A7363_1_3
SLIDE 99
The angle sensor (3) is under the operator platform, on the left side • Right side of machine
of the machine. This sensor is standard on machines with the
Machine Drive Power option.
The angle sensor (3) is a dual-axis sensor. This sensor measures • Component location
machine pitch (front-to-rear angle) and machine roll (side-to-side 3. Angle sensor
angle).
The Cat Compaction Control ECM uses input from the angle sensor
(3) to correct the MDP value when the machine is traveling up or
down a slope.
133
QESV2553
6H2A7359_1_3
SLIDE 100
• Right side of drum Machines with the CMV system are equipped with an accelerometer
(4). The accelerometer is on the right side of the drum.
• Component location The accelerometer (4) measures the vertical drum vibration when the
4. Accelerometer vibratory system is operating. The accelerometer provides input
signals to the Cat Compaction Control ECM.
The Cat Compaction Control ECM correlates the vertical drum

vibration to a soil stiffness. The stiffness is reported on the LCD as
the CMV value. The value ranges from 0 to 150 and does not have
associated units. The lower the value, the stiffer the soil.
134
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WITH COMPACTION METER VALUE
(5) MACHINE
ELECTRICAL
MG-C1 HARNESS
F711-YL 111-YL 111-YL 1 SWITCHED POWER
F712-GN 111-YL 111-YL 200-BK 2 GROUND
J850-WH 200-BK 3 UNSWITCHED POWER
J851-BR 200-BK 200-BK F711-YL 4 CAN +
200-BK F711-YL F712-GN 5 CAN -
111-YL F712-GN J850-WH 7 POWER
J851-BR 8 GROUND
(1) CAN RESISTOR 1 200-BK
111-YL
J850-WH
J851-BR
Y959-YL Y959-YL
v A
B
Y959-YL
Y960-GN
Y960-GN
Y959-YL
C Y960-GN Y960-GN
POWER GROUND - 1 200-BK Y959-YL Y959-YL F711-YL

POWER SUPPLY + 2 111-YL Y960-GN Y960-GN F712-GN (4) CAN RESISTOR 1
200-BK
CAN 0 + 3 F711-YL 200-BK 200-BK J850-WH 111-YL
CAN 0 - 4 F712-GN 111-YL 111-YL J851-BR Y959-YL A
8 V DC SENSOR POWER 8 J850-WH F711-YL F711-YL F711-YL 200-BK Y960-GN B
SENSOR POWER GROUND 9 J851-BR F712-GN F712-GN F712-GN 111-YL C
POWER SUPPLY + 11 111-YL 450-YL J850-WH J850-WH Y959-YL 111-YL
POWER GROUND - 12 200-BK
200-BK J850-WH Y960-GN
J851-BR Y960-GN Y960-GN
CAN 2 + 24 Y959-YL J851-BR J851-BR 111-YL 1 BK BATTERY +
CAN 2 - 25 Y960-GN Y960-GN 200-BK 2 YL/GN
200-BK GROUND
DIG IN/FREQ IN 30 450-YL Y959-YL Y959-YL BK
200-BK 3 CAN +
200-BK Y959-YL Y959-YL
POWER GROUND - 35 200-BK Y960-GN 4 BK CAN -
DIG IN/FREQ IN 49 111-YL 5
DIG IN/FREQ IN 50 111-YL 6
(2) CAT COMPACTION (3) ACCELEROMETER

CONTROL ECM
1219191115_2_3
SLIDE 101
ELECTRICAL SCHEMATIC
NOTE: The above schematic shows the Cat Compaction Control • Electrical schematic—
system configured with Compaction Meter Value. Compaction Meter Value
The machine electrical system provides switched power to contact • Component location
“1” of connector “MG-C1”. This switched power transfers to the 1. CAN resistor “1”
following locations: 2. Cat Compaction
Control ECM
• Terminal “2” and terminal “11” of the Cat Compaction Control 3. Accelerometer
ECM (2) 4. CAN resistor “1”
5. Machine electrical
• Contact “1” of the accelerometer (3). harness
The Cat Compaction Control ECM (2) is grounded at terminal “1”,

terminal “12”, and terminal “35”. The accelerometer (3) is
grounded at contact “2.”
135
QESV2553
• CAN communication The CAN lines that allow communication between the Cat
Compaction Control ECM (2) and the machine ECM are connected
to contact “4” and contact “5” of connector “MG-C1.” This CAN
is connected to terminal “3” and terminal “4” of the Cat
Compaction Control ECM. When the machine ECM indicates that
the vibratory system is operating, the Cat Compaction Control ECM
provides the CMV number to the LCD on the machine through this
CAN.
The Cat Compaction Control ECM (2) communicates with the other
components in the Cat Compaction Control system through the
CAN lines that are connected to terminals “24” and “25” of the
ECM. These CAN lines are connected to contact “3” and contact
“4” of accelerometer (3).

WITH MACHINE DRIVE POWER
(7) MACHINE
ELECTRICAL
MG-C1
HARNESS
111-YL
F711-YL 111-YL 1 SWITCHED POWER
F712-GN 200-BK 2 GROUND
J850-WH 200-BK 174-PK 3 UNSWITCHED POWER
J851-BR F711-YL 4 CAN +
200-BK F711-YL F712-GN 5 CAN -
111-YL F712-GN J850-WH 7 POWER
J850-WH J851-BR 8 GROUND
J851-BR
(6) FORWARD PRESSURE

SENSOR
J850-WH 1 Vs
(1) CAN RESISTOR 1 J851-BR 2 GROUND
Y959-YL Y959-YL A454-GN 3 SIGNAL
v A
B
Y959-YL
Y960-GN
Y960-GN
Y959-YL
C Y960-GN Y960-GN (5) REVERSE PRESSURE
SENSOR
A454-GN
A455-YL J850-WH 1 Vs
POWER GROUND - 1 200-BK Y959-YL Y959-YL F711-YL J851-BR 2 GROUND
POWER SUPPLY + 2 111-YL Y960-GN Y960-GN F712-GN A455-YL 3 SIGNAL
CAN 0 + 3 F711-YL A454-GN 200-BK J850-WH J851-BR
CAN 0 - 4 F712-GN A455-YL 111-YL J851-BR J851-BR J851-BR
8 V DC SENSOR POWER 8 J850-WH F711-YL F711-YL 200-BK
SENSOR POWER GROUND 9 J851-BR F712-GN F712-GN 111-YL J850-WH
(4) CAN RESISTOR 1
POWER SUPPLY + 11 111-YL 450-YL Y959-YL J850-WH
POWER GROUND - 12 200-BK J850-WH J850-WH Y960-GN J850-WH J850-WH Y959-YL A
CAN 2 + 24 Y959-YL J851-BR J851-BR J850-WH J851-BR J850-WH J850-WH Y960-GN B
CAN 2 - 25 Y960-GN 200-BK J851-BR J851-BR C
J851-BR J851-BR
DIG IN/FREQ IN 30 450-YL 200-BK A455-YL J851-BR Y960-GN
POWER GROUND - 35 200-BK 200-BK A454-GN A454-GN Y959-YL
Y960-GN Y960-GN
DIG IN/FREQ IN 49 A454-GN 111-YL A455-YL J851-BR 1 GROUND
Y960-GN
DIG IN/FREQ IN 50 A455-YL 111-YL Y960-GN 2 CAN 0 LOW
Y959-YL
3 SELECT A
Y959-YL Y959-YL
4 SELECT B
(2) CAT COMPACTION Y959-YL 5 CAN 0 HIGH
J850-WH 6 8V POWER
CONTROL ECM
(3) ANGLE SENSOR
1213191444_2_3
SLIDE 102
• Electrical schematic— NOTE: The above schematic shows the Cat Compaction Control
Machine Drive Power system configured with Machine Drive Power.
136
QESV2553
The machine electrical system provides switched power to contact • Component location
“1” of connector “MG-C1”. This switched power transfers to 1. CAN resistor “1”
terminal “2” and terminal “11” of the Cat Compaction Control 2. Cat Compaction
ECM (2). Control ECM
3. Angle sensor
The Cat Compaction Control ECM (2) is grounded at terminal “1”, 4. CAN resistor “1”
terminal “12”, and terminal “35”. 5. Reverse pressure
sensor
Terminal “8” of the Cat Compaction Control ECM (2) provides an 6. Forward pressure
8 V output signal to the following locations: sensor
7. Machine electrical
• Contact “6” of the angle sensor (3) harness
• Contact “1” of the forward pressure sensor (6)
• Contact “1” of the reverse pressure sensor (5)
Terminal “9” of the Cat Compaction Control ECM (2) provides a • Pressure sensors
ground path for the following locations:
• Contact “1” of the angle sensor (3)
• Contact “2” of the forward pressure sensor (6)
• Contact “2” of the reverse pressure sensor (5)
The forward pressure sensor (6) provides input to terminal “49” of

the Cat Compaction Control ECM (2). The reverse pressure sensor
(5) provides input to terminal “50” of the ECM.
The CAN lines that allow communication between the Cat • CAN communication
Compaction Control ECM (2) and the machine ECM are connected
to contact “4” and contact “5” of connector “MG-C1.” This CAN
is connected to terminal “3” and terminal “4” of the Cat
Compaction Control ECM. When the machine is traveling, the Cat
Compaction Control ECM provides the MDP number to the LCD
on the machine through this CAN.
The Cat Compaction Control ECM (2) communicates with the other
components in the Cat Compaction Control system through the
CAN lines that are connected to terminals “24” and “25” of the
ECM. These CAN lines are connected to contact “2” and contact
“5” of angle sensor (3).
137
QESV2553
6H2A7179_1
SLIDE 103
Conclusion
SUMMARY
• Objectives recap This presentation gave a general overview of the machine and
covered each machine system in detail. Service personnel who
observed the presentation should now be able to:
1. Locate and identify major components on the machine;

2. Explain the function and proper use of all machine controls;
3. Explain operation of the machine’s hydraulic systems by tracing
oil flow through each system;
4. Explain operation of the machine’s starting system by tracing
current flow through the system.
When used with the service manual and other service publications,
the information in this package should permit service personnel to
thoroughly analyze machine problems.
138
QESV2553
Slide List
1. Machine view 38. NOx sensors
2. Operator platform 39. Aftertreatment temperature sensors
3. Front console 40. DEF tank
4. Fuse and relay panel 41. DEF pump supply module
5. Hydraulic oil tank 42. DEF injector
6. Cooling package 43. Wait-to-disconnect indicator
7. Fuel tank 44. Engine ECM
8. Machine view 45. NOx reduction system
9. Battery 46. NOx reduction system
10. Starter and alternator 47. Inlet air temperature sensor
11. Disconnect switch 48. Engine oil pressure sensor
12. Engine start switch 49. Crankshaft timing sensor
13. Engine start switch 50. Camshaft timing sensor
14. Power port 51. Intake manifold sensors
15. Main power relay 52. Engine coolant temperature sensor
16. Fuse panel 53. Engine control system diagram
17. Relays and CAN resistors 54. Machine view
18. Fuse panel 55. Propulsion lever
19. Neutral switch 56. Travel speed switch
20. Fuel solenoid 57. Fuses and relays (propulsion)
21. Electrical schematic 58. Shift valve
22. Machine view 59. Reverse switch
23. Propulsion lever 60. Backup alarm
24. Engine speed tachometer 61. Hydraulic tank
25. Primary fuel filter 62. Charge filter
26. Secondary fuel filter 63. Return manifold
27. Fuel supply pump 64. Propulsion pump
28. Fuel injectors 65. Propulsion pump graphic
29. Engine oil fill port 66. Combination valves
30. Engine oil filter 67. Drum motor
31. Coolant reservoir 68. Drum motor graphic
32. Coolant sample tap 69. Axle motor
33. Air filter housing 70. Electrical schematic - propulsion
34. Turbocharger 71. Hydraulic schematic - propulsion
35. Intake throttle valve 72. Hydraulic schematic - propulsion
36. Aftertreatment system components 73. Hydraulic schematic - propulsion
37. Clean emissions module 74. Machine view
139
QESV2553
Slide List
75. Vibratory control switch
76. Vibratory mode switch
77. Fuses and relays (vibratory)
78. Vibratory pump
79. Vibratory pump graphic
80. Vibratory motor
81. Vibratory motor graphic
82. Eccentric weight cross section
83. Electrical schematic - vibratory
84. Hydraulic schematic—vibratory system
87. Machine view
88. Steering and charge pump
89. Hand metering unit
90. Steering cylinder
91. Hydraulic schematic—steering system
92. Hydraulic schematic—steering system
93. Machine view
94. Compaction Meter Value components
95. Machine Drive Power components
96. LCD operator display
97. Electronic control modules
98. Propulsion pressure sensors
99. Angle sensor
100. Accelerometer
101. Electrical schematic—CMV and mapping
102. Electrical schematic—MDP and mapping
103. Machine view
104.
140
QESV2553 CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow”, and the POWER
©2021 Caterpillar EDGE trade dress as well as corporate and product identity used herein, are
All Rights Reserved trademarks of Caterpillar and may not be used without permission.

Qesv2553 CS10 11 12 GC HRC STMG 022521

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QESV2553

CS10, CS11, AND CS12 GC SOIL

CS10, CS11, and CS12 GC Soil Compactors

TECHNICAL PRESENTATION QESV2553 . . . . . . . . . . . . . . . . . . . . . . . . . . SLIDES AND SCRIPT

1. locate and identify major components on the machine;

CS10, CS11, and CS12 Soil Compactors Service Manual

Estimated Time: 36 Hours

Power Distribution and Machine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

C3.6 Tier 4F, EU Stage V Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

Steering System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

Cat Compaction Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127

CS10, CS11, and CS12 GC Soil

The typical application for a smooth-drum machine includes

The drum and axle on these machines is driven hydrostatically. The

• CS10 GC— 10 287 kg (22,677 lb) with a ROPS/FOPS and 10 449

• CS11 GC— 11 020 kg (24,295 lb) with a ROPS/FOPS and 11 182

• CS12 GC— 12 446 kg (27,439 lb) with a ROPS/FOPS and 12 609

• CS10 GC— 10 528 kg (23,210 lb) with a ROPS/FOPS and 10 690

• CS11 GC— 11 260 kg (24,824 lb) with a ROPS/FOPS and 11 423

• CS12 GC— 11 675 kg (25,739 lb) with a ROPS/FOPS and 11 837

• CS10 GC— 12 045 kg (26,555 lb) with a ROPS/FOPS and 12 207

• CS11 GC— 12 777 kg (28,168 lb) with a ROPS/FOPS and 12 940

• CS12 GC— 13 192 kg (29,083 lb) with a ROPS/FOPS and 13 355

Operating weights for machines with a a square pad shell kit

• CS10 GC— 12 204 kg (26,905 lb) with a ROPS/FOPS and 12 366

• CS11 GC— 12 937 kg (28,521 lb) with a ROPS/FOPS and 13 099

• CS12 GC— 13 351 kg (29,434 lb) with a ROPS/FOPS and 13 514

This presentation gives a general overview of the machine and • Objectives

1. Locate and identify major components on the machine.

The coolant temperature indicator (6) provides an indication of • Component location

The radiator (2) uses air to reduce the temperature of engine

Power Distribution and Machine

STARTER AND ALTERNATOR

When the engine is operating, the alternator (2) provides power to

NOTE: The electrical disconnect switch (1) should not be moved to

Fuses and Relays

• DEF reversing valve fuse—This 5 amp fuse protects the reverse

• Keep alive fuse—This 20 amp fuse protects the ground circuit of

The fuses on the aftertreatment fuse module (5) provide protection

• NOX sensors fuse—This 10 amp fuse protects the engine NOX

• Coolant diverter valve fuse—This 10 amp fuse protects the coolant

• The neutral start switch must be closed (propel pump must be at

• The parking brake switch must be in the ON position.

The aftertreatment relay (10) controls power to components in the

• Horn fuse “F1”—The horn fuse is rated at 7.5 amps.

• Display fuse “F2”—The display fuse is rated at 7.5 amps.

• Engine start switch fuse “F3”—The engine start switch fuse is

• Grade control fuse “F4”—The grade control fuse is rated at 10

• Product link fuse “F5”—The product link fuse is rated at 7.5

• Lighting fuse “F6”—The lighting fuse is rated at 10 amps.

• Power port fuse “F7”—The power port fuse is rated at 10 amps.

• Machine power fuse “F8”—The power port fuse is rated at 10

• Machine ECM fuse “F1”—The machine ECM fuse is rated at 10

• Machine ECM fuse “F2”—The machine ECM fuse is rated at 10

• Backup alarm fuse “F4”—The backup alarm fuse is rated at 7.5

• HVAC fuse “F7”—The HVAC fuse is rated at 7.5 amps.

• Wiper fuse “F8”—The wiper fuse is rated at 15 amps.

• Compaction control fuse “F10”—The compaction control fuse is

• The electrical disconnect switch must be in the ON position.

• The engine start switch must be in the START position.

• The neutral start switch must be closed (propel pump must be at

• The parking brake switch must be in the ON position.

POWER DISTRIBUTION AND MACHINE STARTING