R

QESV1318
February 2008

TECHNICAL PRESENTATION

CB534D AND CB564D

ASPHALT COMPACTORS
QESV1318

CB534D and CB564D Asphalt Compactors

MEETING GUIDE QESV1318 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 CB534D and
the CB564D Asphalt 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

CB534D and CB564D Service Manual

PREREQUISITES

Fundamentals of Mobile Hydraulics TEVR9001

STMG 546 “Graphic Fluid Power Symbols” SESV1546

Estimated Time: 6 Hours

Visuals: 110 Slides
Form: QESV1318
Date: 2/08

II
 QESV1318

TABLE OF CONTENTS
CB534D and CB564D Asphalt Compactors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Power Distribution and Machine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Component location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

Machine Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Steering System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Gear Pump (Steering) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Hydraulic Oil Filter (Charge) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Metering pump (Steering) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Cylinder (Steering) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Gear Motor (Fan) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
System Operation (Steering System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Steering and Fan (STRAIGHT TRAVEL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Steering and Fan (TURN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Drum Offset Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Operator Controls (Drum Offset) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Cylinder (Drum Offset) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Control Valve (Drum Offset) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Electronic Control Module (ECM) for CB534D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Electronic Control Module (ECM) for CB564D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Fault Codes (Drum Offset) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
System Operation (Drum Offset) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Electrical Schematic (Drum Offset) for CB534D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Electrical Schematic (Drum Offset) for CB564D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Hydraulic Schematic (Drum Offset) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Water Spray System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Operator Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Water Spray Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Water Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Electric Motor (Water Spray) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Water Spray Bars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Water Spray Electrical Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

Propulsion System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Operator Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Propulsion Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Electronic Control Module (ECM) for CB534D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Electronic Control Module (ECM) for CB564D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Fault Codes (Propulsion System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Bypass Valve (Return Manifold) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115

III
QESV1318

Hydraulic Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116

Hydraulic Pump (Propulsion) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Control Valve (Interlock) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Control Valve (Brake) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
Control Valve (Shift) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Piston Motors (Drum Propulsion) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Electrical Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
Hydraulic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
System in NEUTRAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
FORWARD Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
REVERSE Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146

Vibratory System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Operator Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
Vibratory Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
Electronic Control Module (ECM) for CB534D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
Electronic Control Module (ECM) for CB564D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Fault Codes (Vibratory System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
Hydraulic Pump (Vibratory) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
Piston Motors (Vibratory) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
System operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
Vibratory Electrical System (CB534D) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
Vibratory Electrical System (CB564D) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
System OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
Both Drums, Forward Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
Front Drum, Forward Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
Rear Drum, Forward Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183

Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186

IV
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TIMG_4647

SLIDE 1

CB534D and CB564D Asphalt

Compactors

INTRODUCTION

The CB534D and the CB564D are double-drum vibratory asphalt • General information
compactors which are used in commercial construction applications
and on medium-to-large road projects. The CB534D is available in
two configurations—the standard machine and the extra wide (XW)
machine. Typical applications for these machines include highways,
city streets, county roads, lane additions, overlays, and other
production-size paving projects.

NOTE: The CB534D, CB534D XW, and CB564D are very similar.
Unless otherwise noted, the information included in this document
applies to each machine.

Each machine is powered by a Caterpillar 3054C engine. The engine

used in these machines carries a gross power rating of 97 kW (130
hp) at 2200 rpm.

The front and rear drums of each machine are hydrostatically

driven. The hydrostatic propulsion system provides two speed
ranges. The propulsion and vibratory systems are controlled by an
electronic control module (ECM).

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The width of the drum on the CB534D is 1700 mm (67 in). The
width of the drum on the CB534D XW is 2000 mm (79 in). The
width of the drum on the CB564D is 2130 mm (84 in). The diameter
of the drums on the CB534D, the CB534D XW, and the CB564D is
1295 mm (51 in).

The operating weight of the CB534D is approximately 10 360 kg

(22,836 lb). The operating weight of the CB534D XW is
approximately 11 280 kg (24,860 lb). The operating weight of the
CB564D is approximately 12 640 kg (27,863 lb).

NOTE: The operating weights include lubricant, coolant, a full fuel

tank, a full hydraulic tank, one-half full water tank, and an 80 kg
(175 lb) operator.

• Objectives This presentation gives a general overview of the machines and then
covers each machine system in detail. After observing this
presentation, service personnel will be able to:

1. Locate and identify major components on the machines.

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.

2
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1 2

IMG_4512_1_3

SLIDE 2

The front and rear frames are joined at the articulation pivot point. • Articulation area
This pivot point allows the machine to articulate. The articulation
area provides a steering angle of ±40 degrees. Deflection of the drum
isolators provides the equivalent of ±4 degrees of frame oscillation.

The articulation ratio is fifty-fifty. With a fifty-fifty articulation ratio, • Component location
fifty percent of the machine length is located to the rear of the 1. Locking pin
articulation joint and fifty percent is located in front of the joint. 2. Steering frame lock

NOTICE
A fifty-fifty articulation ratio causes the front and rear drums to
track along the same radius during machine turns. Since this
articulation ratio does not provide an offset between the front and
rear drums, care must be taken when the machine is operated along
curbs in order to avoid damage to the curb or drum.

The steering frame lock pin (2) can be installed to lock the front and
rear frames together. This lock prevents machine articulation. In
order to install the frame lock pin, the front and rear frames must be
straight, the locking pin (1) must be removed, and the steering frame
lock pin must be lowered.

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 WARNING
The articulation area has no clearance for a person when the
machine is turned. Before the machine is worked on, lifted, or
transported on another vehicle, the steering frame lock pin must be
installed. Unexpected machine articulation can cause injury or
death.

7
4 6
5
IMG_4628_1_3

SLIDE 3

• Right side of machine
The standard machines are equipped with two mechanisms to
prevent material from adhering to the drums during operation: a
water spray system and drum scrapers (5 and 6). The machines can
be equipped with optional water-distribution mats or cocoa mats
(7).

• Component location The water spray system distributes water on the drums. The water
3. Water tank cools and lubricates the drums, thereby decreasing the adhesion of
4. Steps material to the drums. A single water tank (3) under the operator
5. Scraper platform acts as a reservoir for the water spray system. The tank is
6. Scraper made of black polyethylene to reduce algae growth and prevent
7. Cocoa mat corrosion. The capacity of the tank is 1100 L (290 U.S. gal). The fill
port for the tank is located above the front drum.

• Scrapers (5 and 6) Each drum on the on the machine is equipped with two scrapers (5
and 6). One scraper is at the front of the drum and one scraper is at
the rear. These components ride against the drums in order to scrape
off material during operation.

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Steps (4) cut out of the left side panel provide access to the • Steps (4)
operator’s platform. Steps are provided on both sides of the
machine. The operator’s platform is equipped with a single operator
control station.

IMG_4430_1_3

SLIDE 4

The fuel fill port (8) is located in the articulation area, on the left • Rear of machine
side of the machine. The fuel fill port has a lockable cap. The neck of
the fuel fill port contains a screen to prevent large debris from
entering the fuel tank.

The refill capacity of the fuel tank is 220 L (58 U.S. gal). • Component location
8. Fuel fill port

5
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IMG_4428_1_3

SLIDE 5

• Left side of machine The fuel level sender (9) is mounted in the top of the fuel tank, on
the left side. The engine compartment cover provide access to this
component.

• Component location The fuel level sender (9) is equipped with a float. The float rises and
9. Fuel level sender falls with the fuel level in the tank. The resistance through the sender
varies as the level of fuel in the tank changes. When the fuel tank is
empty, the resistance through the sender is 245 ± 5 Ohms. When the
fuel tank is full, the resistance through the sender is 30.5 ± 1.5
Ohms.

The fuel level sender (9) provides the input signal to operate the fuel
gauge on the instrument panel.

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12

13

10 11

IMG_4437_1_3

SLIDE 6

Two pneumatic cylinders (12) provide additional lift in order to help • Right side of machine
the operator open the engine compartment cover. The engine
compartment cover is equipped with a locking mechanism (10). The
locking mechanism is located on the right side of the engine
compartment. When the engine compartment cover is open, the
locking pin (11) should be removed from the storage position in the
locking mechanism and placed in the lock position (as shown).

The hydraulic tank is located on the right side of the machine. The • Component location
engine compartment cover provides access to this component. The 10. Locking mechanism
propulsion hydraulic system, the vibratory hydraulic system, and the 11. Locking pin
steering hydraulic system share a common hydraulic tank. 12. Pneumatic cylinders
13. Hydraulic oil fill port
The hydraulic oil fill port (13) has a lockable cap. The neck of the fill
port contains a screen to prevent large debris from entering the
hydraulic tank.

7
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14

15

16

IMG_4438_1_3

SLIDE 7

• Right side of machine The sight gauge (14) for the hydraulic tank, the air filter indicator
(15), and the hydraulic oil temperature switch (16) are located on
the right side of the machine. The engine compartment cover
provides access to these components.

• Component location The sight glass (14) provides a quick check for the oil level in the
14. Sight gauge hydraulic tank. Oil should be between the add mark and the full
15. Air filter indicator mark on the sight glass when the oil is warm. The service refill
16. Hydraulic oil capacity of the hydraulic tank is 60 L (15.8 U.S. gal).
temperature switch
NOTE: The service refill capacity indicates the amount of oil which
is in the hydraulic tank when the sight glass indicates that the tank is
full. The actual capacity of the hydraulic tank is greater than the
service refill capacity.

The air filter indicator (15) provides a quick check of the condition
of the air filter. The air filter must be serviced if the yellow piston in
the air filter indicator moves into the red zone.

The hydraulic oil temperature switch (16) is mounted in the front

face of the hydraulic tank. The actuation temperature of the switch
is 92 °C (198 °F). When the hydraulic oil temperature is greater than
the actuation temperature of the switch, the switch is closed, and a
ground path is provided for current to flow through the hydraulic
oil temperature indicator on the instrument panel. The deactuation
temperature of the switch is 83 °C (181 °F). Once the switch has
been actuated, the oil temperature must fall below the deactuation
temperature for the switch to reopen.

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17

IMG_4476_1_3

SLIDE 8

The engine coolant temperature switch (17) is installed in a coolant • Right side of engine
gallery on the rear-right side of the engine. The engine compartment
cover provides access to this component.

The actuation temperature of the engine coolant temperature switch • Component location
(17) is 107 °C (225 °F). When the coolant temperature is greater 17. Coolant temperature
than the actuation temperature of the switch, the switch is closed, switch
and a ground path is provided for current to flow through the
coolant temperature indicator on the instrument panel. The
deactuation temperature of the switch is 90 °C (194 °F). Once the
switch has been actuated, the coolant temperature must fall below
the deactuation temperature for the switch to reopen.

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18

19

20

IMG_4472_1_3

SLIDE 9

• Front of engine The engine oil filter (19) and the engine oil dipstick (20) are located
on the front of the engine. The S•O•S tap (18) is located in the base
of the engine oil filter. The engine compartment cover provides
access to these components.

• Component location The engine oil dipstick (20) indicates the oil level in the engine
18. S•O•S tap crankcase. The refill capacity of the crankcase is 9 L (2.4 U.S. gal).
19. Engine oil filter
20. Engine oil dipstick

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21

IMG_4460_1_3

SLIDE 10

The engine oil pressure switch (21) is installed in an oil gallery on • Front of engine
the front of the engine. The engine compartment cover provides
access to this component.

The engine oil pressure switch (21) operates the low oil pressure • Component location
indicator on the instrument panel. This switch is normally closed. 21. Engine oil pressure
When the switch is closed, the indicator is illuminated. switch

Actuation pressure of the engine oil pressure switch (21) is 93 kPa

(13.5 psi). Deactuation pressure of the switch is 70 kPa (10.2 psi).

The CB564D uses the engine oil pressure switch as one of the input
signals to determine if the propulsion system should be enabled. For
additional information, refer to “Propulsion System.”

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22 23 24

26
25
IMG_4422_1_3

SLIDE 11

• Left side of engine The machine is equipped with a single fuel filter (22). The base of
compartment the fuel filter contains the fuel lift pump. The fuel lift pump is
operated by an electric motor.

• Component location NOTICE

22. Fuel filter
23. Air filter housing
24. Coolant overflow
bottle
25. Main circuit breakers
26. Pump stack
A new fuel filter should never be filled with unfiltered fuel. Doing so
can cause damage to the components in the fuel system.
The air filter housing (23) is located in the left side of the engine
compartment. The housing is oriented for easy access to the air filter.

The coolant overflow bottle (24) is located in the left side of the
engine compartment. Coolant can be added to the cooling system
through the overflow bottle. Add and full marks on the bottle
indicated the engine coolant level.

The main circuit breakers (25) are located in the engine

compartment.

The pump stack (26) is located on the left side of the engine. The
propulsion pump is the first in a series of two pumps in the stack—
the propulsion pump is driven by the engine, and the vibratory
pump is splined to the propulsion pump. These pumps are variable-
displacement, axial-piston pumps.

12
 QESV1318

27

28

29
CD_7520_21_1_3

SLIDE 12

The steering column (27) can be tilted when the steering lock • Operator station
mechanism at the base of the column is released. The instrument
panel tilts with the steering column.

The seat can be placed in various positions in order to maximize • Component location
operator visibility. When the lateral movement lock (29) is released, 27. Steering column
the seat and steering column can be moved from side to side. When 28. Pivot lock lever
the pivot lock lever (28) is released, the seat and steering column can 29. Lateral movement lock
be rotated.

The console to the right of the seat and the steering column rotate
with the seat. The right console contains the propulsion lever, the
parking brake switch, the shift switch, the engine start switch, and
the engine throttle switch.

13
QESV1318
30
34
37
• Instrument panel
• Component location
30. Fuel level gauge
31. Speedometer
32. Water level gauge
33. Light switches
34. Indicators
35. Vibratory tachometer
36. Light switches
37. Vibratory control
switches
38. Water spray controls
39. Hourmeter
14
31 32 33
35
36
38
39
IMG_4377_1_3
SLIDE 13
The fuel level gauge (30) is located on the left side of the instrument
panel. This gauge works in conjunction with a resistance-type
sender which is located in the fuel tank.
The speedometer (31) is located in the center of the instrument
panel. The speedometer is driven by the propulsion speed sensor.
The water level gauge (32) is located to the right of the speedometer
(31). The water level gauge works in conjunction with a resistance-
type sender which is located in the water tank.
A cluster of up to three light switches (33) are located on the right
side of the instrument panel. Machines with the standard lighting
package are equipped with two of the three switches (as shown).
The master light switch is the top switch in the cluster, and the work
light switch is the middle switch. Machines with the high intensity
discharge (HID) lighting package have a third switch in the cluster.
This switch is located under the work light switch.
The master light switch controls the power to the lighting system,
the work light switch controls the front and rear work lights, the
HID lighting switch controls the HID lights. The master switch has
the following three-positions: all power off; console lights, HID
power (if equipped), and marker lights (if equipped) only; all power
on. The front and rear work lights can be independently or
simultaneously illuminated.
 QESV1318

A cluster of indicators (34) is located below the fuel gauge (30). This • Indicators (34)
cluster contains eight indicators. Six of the indicators in this cluster
are warning indicators and two are status indicators.

The low charge pressure indicator is the top left indicator in the – Low charge pressure
group. A pressure switch in the outlet line of the charge filter
controls this indicator—the indicator illuminates when the charge
pressure is low. When this indicator is illuminated, an alarm sounds.
In this case, the root cause of the problem must be repaired before
the machine is returned to service.

NOTE: When the low charge pressure indicator is illuminated on

the CB564D, the ECM evaluates the engine oil pressure. If the
charge pressure and the engine oil pressure are both low, the ECM
disables the propulsion system.

The second indicator in the first row is the engine oil pressure – Engine oil pressure
indicator. This indicator illuminates and an alarm sounds when the
engine oil pressure switch is closed (the oil pressure is low).

NOTE: When the engine oil pressure indicator is illuminated on the

CB564D, the ECM evaluates the charge pressure. If the charge
pressure and the engine oil pressure are both low, the ECM disables
the propulsion system.

The third indicator in the first row is the engine coolant temperature – Engine coolant
indicator. When the engine coolant temperature is greater than the temperature
actuation temperature of the engine coolant temperature switch, the
engine coolant temperature indicator illuminates and an alarm
sounds. In this case, the operator should attempt to modify the
operating technique to reduce the load on the engine. If the indicator
remains illuminated, the machine should be stopped and the root
cause of the problem repaired before the machine is returned to
service.

The first indicator in the second row is the water spray indicator. – Water spray
The ECM illuminates this indicator when the water spray system is
ON.

NOTE: The water spray indicator is not visible in the above

illustration.

The second indicator in the second row is the hydraulic oil filter – Hydraulic oil filter
plugged indicator. The pressure switch in the base of the charge filter plugged
controls this indicator.

15
QESV1318

– Hydraulic oil The third indicator in the second row is the hydraulic oil
temperature temperature indicator. The temperature switch in the hydraulic tank
controls this indicator. When the temperature of the hydraulic oil is
greater than the actuation temperature of the switch, the indicator
illuminates. In this case, the operator should attempt to modify the
operating technique to reduce the load on the hydraulic system. If
the indicator remains illuminated, the machine should be stopped
and the root cause of the problem repaired before the machine is
returned to service.

– Alternator The fourth indicator in the second row is the alternator indicator.
This indicator illuminates when the alternator is malfunctioning. In
this case, the machine should be stopped and the root cause of the
problem repaired before the machine is returned to service.

– Vibratory The only indicator in the third row is the vibratory indicator. The
ECM illuminates this indicator when the vibratory system is
operating.

NOTE: The vibratory indicator is not visible in the above

illustration.

• Vibratory tachometer (35) The vibratory tachometer (35) is located under the water level gauge
(32). The vibratory tachometer is driven by the vibratory speed
sensors.

The area to the left of the vibratory tachometer (35) contains two
additional indicators (not shown). The parking brake indicator and
the neutral indicator are in this area. The ECM controls both of
these indicators. The ECM illuminates the parking brake indicator
when the parking brake is engaged. The ECM uses the parking
brake indicator on the instrument panel and the light in the parking
brake switch to flash diagnostic information to the operator. The
ECM illuminates the neutral indicator when the propulsion lever is
in the NEUTRAL position.

• Light switches (36) A cluster of up to two light switches (36) can be located to the right
of the steering column. On machines with the optional lighting
package, the top switch in this cluster is the hazard lights switch,
and the bottom switch is the rotary beacon switch.

NOTE: If the machine is equipped with turn signals, the turn signal
switch is located on the right side of the instrument panel, directly to
the right of the cluster of light switches (36).

• Vibratory control The left side of the instrument panel can be equipped with up to
switches (37) three vibratory control switches (37). The standard machine is
equipped with two of these switches

16
 QESV1318

The top switch is the vibratory mode control switch. This two- – Vibratory mode switch
position rocker switch allows the operator to choose between
manual and automatic operation of the vibratory system.

The second switch in the bank is the drum selector switch. This – Drum selector switch
three-position rocker switch allows the front and rear vibratory
motors to be independently or simultaneously operated.

If the machine is equipped with the dual amplitude system, the – Amplitude and
amplitude/frequency selector switch is located in the space below the frequency selector
drum selector switch. switch

The water spray controls (38) are located to the left of the steering • Water spray controls (38)
column. The water spray controls consist of the water pump selector
switch and the intermittent spray control dial. The water pump
selector switch allows the operator to choose which water pump to
use. The intermittent spray control dial is connected to a
potentiometer. This potentiometer works in conjunction with the
water spray timer to set the time intervals of the water spray system.

The digital hourmeter (39) is located on the left side of the • Digital hourmeter (39)
instrument panel. This meter shows the service hours on the
machine. The hourmeter logs hours when the alternator is
producing voltage.

17
QESV1318

TIMG_4647

SLIDE 14

Power Distribution and Machine

Starting

INTRODUCTION

• Machine general The machine is equipped with a 12-volt electrical system. Both fuses
information and circuit breakers are used to protect the machine electrical
circuits.

On the CB534D, the starting circuit contains components which

ensure that the machine will not start if the propulsion lever is out of
the NEUTRAL position. On the CB564D, the machine can be
started when the propulsion lever is out of the NEUTRAL position,
but the machine will not move. The starting circuit on both
machines contains components which ensure that neither machine
will move if the machine is started when the parking brake switch is
in the OFF position.

NOTE: For additional information about the propulsion lockout

features of these machines, refer to “Propulsion Control System” in
this publication.

18
 QESV1318

The power distribution and machine starting section of this

presentation is divided into two segments: component location and
system operation. The component location segment shows the
location of all components on the machine which are involved in the
distribution of power and starting of the machine. A brief discussion
of each component is provided in this segment. An electrical
schematic is used in the system operation segment to trace current
through the system.

IMG_4435_1_3

SLIDE 15

COMPONENT LOCATION

The electrical disconnect switch (1) is located in the engine • Right side of machine
compartment on the right side of the machine. The engine
compartment cover provides access to this component.

The electrical disconnect switch (1) is a keyed switch with two • Component location
positions. The electrical system turns on when the electrical 1. Electrical disconnect
disconnect switch is moved clockwise. The switch must be in the switch
ON position before the engine will start. The entire machine
electrical system shuts off when the switch is moved
counterclockwise. This switch should not be used to shut off the
machine if the machine is running.

19
QESV1318

IMG_4502_1_3

SLIDE 16

• Rear of machine The machine is equipped with a single battery (2). The cover at the
rear of the machine provides access to the battery.

• Component location The battery (2) provides 12 volts to the machine electrical system.
2. Battery

20
 QESV1318

IMG_4429_1_3

SLIDE 17

An auxiliary start post (3) is provided on the left side of the • Left side of machine
machine. The engine compartment provides access to this
component.

The auxiliary start post (3) is connected to the positive terminal of • Component location
the battery, allowing the machine to be jump started without the 3. Auxiliary start post
need to remove the battery cover from the rear of the machine. A
ground stud is welded to the inside of the frame in the engine
compartment, below the auxiliary start post.

21
QESV1318
• Left side of machine
• Component location
4. Main circuit breaker
5. Alternator circuit
breaker
6. Glow plug circuit
breaker
7. Throttle circuit breaker
22
4 5 6
7
IMG_4412_1_3
SLIDE 18
Four circuit breakers are mounted to a bracket on the left side of the
engine compartment. The engine compartment cover provides access
to these components.
The circuit breakers in the engine compartment receive power when
the electrical disconnect switch is in the ON position. Each of these
circuit breakers is a manual-reset breaker. The main circuit breaker
(4) and the alternator circuit breaker (5) are rated at 80 amps. The
glow plug circuit breaker (6) is rated at 50 amps. The throttle circuit
breaker (7) is rated at 15 amps.
The main circuit breaker (4) distributes power to the following
places:
• the gate of the main power relay
• backup alarm fuse (D7)
• power port fuse (D9)
• ignition fuse (D5).
The alternator circuit breaker (5) transfers power from terminal
“B+” of the alternator to the main circuit breaker and to the battery.
The glow plug circuit breaker (6) transfers power to the gate of the
glow plug relay. The throttle circuit breaker (7) transfers power to
the gate of the start relay and to contact “1” of the throttle control
module.
 QESV1318

IMG_4479_1_3

SLIDE 19

The glow plug relay (8) and the start relay (9) mounted to the back • Left side of machine
of the circuit breaker bracket, on the left side of the engine
compartment. The engine compartment cover provides access to
these components.

The glow plug relay is energized when the engine start switch is held • Component location
in the START-AID position. When this relay is energized, power is 8. Glow plug relay
transferred to the four glow plugs. One glow plug is installed in each 9. Start relay
cylinder.

The start relay controls power distribution to the coil of the starter.
This relay must be energized for the engine to crank. On the
CB534D, the number-one neutral start relay controls the start relay.
On the CB564D, the engine start switch controls the start relay.

23
QESV1318

11

10

IMG_4452_1_3

SLIDE 20

• Right side of engine The cold-start temperature switch (10) is located on the front-left
side of the engine. The engine compartment cover provides access to
this component.

• Component location
10. Cold-start temperature
switch
11. Electrical connector
(for glow plugs)
This cold-start temperature switch (10) receives power from the
engine start switch when the engine start switch is in the ON
position. The cold-start temperature switch is closed when the block
temperature is less than 40 °C (104 °F). When the switch is closed,
power transfers to the cold-start timing advance solenoid.

A glow plug is installed in the top of each cylinder chamber. The

glow plugs heat the air in the cylinders when the glow plug relay is
energized. The electrical connector (11) for the glow plugs is located
on the front-left side of the engine.

24
 QESV1318

12

IMG_4455_1_3

SLIDE 21

The fuel solenoid (12) is located on the right side of the engine, on • Right side of engine
top of the fuel pump and governor. The engine compartment
provides access to this component.

The fuel solenoid (12) receives power when the engine start switch is • Component location
in the ON position and in the START position. The fuel solenoid 12. Fuel solenoid
must be energized for the engine to operate. When this solenoid is
de-energized, fuel cannot be delivered to the fuel injectors.

25
QESV1318

13

IMG_4464_1_3

SLIDE 22

• Right side of engine The cold-start timing advance solenoid (13) is installed in the fuel
pump and governor. These components are located on the front-
right side of the engine. The engine compartment cover provides
access to these components.

• Component location The cold-start timing advance solenoid (13) receives power when the
13. Cold-start timing coolant temperature switch (10) is closed. When energized, this
advance solenoid solenoid advances the fuel timing. Advanced fuel timing reduces
white smoke when the machine is started in cold weather.

26
 QESV1318

14

15

16
IMG_4469_1_3

SLIDE 23

The fuel lift pump (14) and throttle control components are located • Front of engine
on the front of the engine. The engine compartment cover provides
access to these components.

The fuel lift pump (14) is driven by an electric motor. The electric • Component location
motor receives power from the engine start switch when the switch 14. Fuel lift pump
is in the ON position and in the START position. The fuel lift pump 15. Throttle control
draws fuel from the fuel tank. The fuel is pumped through the fuel module
filter and delivered to the fuel pump and governor. 16. Throttle solenoid

The throttle control module (15) controls the throttle solenoid (16).
The throttle control module receives power from the throttle circuit
breaker (7).

When the throttle control switch is in the LOW-IDLE position, the

throttle control module (15) is not active. When the throttle control
switch is in the HIGH-IDLE position, the throttle control module
directs an output signal to the throttle solenoid (16). This signal
energizes the solenoid. The throttle control module continues this
signal for a period of time. After the set time has elapsed, the throttle
control module discontinues the first signal, and directs a second
output signal to the throttle solenoid. The second output signal
carries a lower amperage than the first. The throttle control module
maintains the lower amperage signal for as long as the throttle
control switch is in the HIGH-IDLE position.

27
QESV1318

17

IMG_4457_1_3

SLIDE 24

• Top of engine An arc suppressor (17) is located on the top of the engine. The
engine compartment cover provides access to this component.

• Component location The arc suppressor (17) provides a current path for the inductive
17. Arc suppressor energy in the coils of the following components:

• the main power relay

• the fuel solenoid (12)

• the electric motor that drives the fuel lift pump (14).

This current path prevents voltage spikes from forming when the
coils of the above components are de-energized.

28
 QESV1318

18

19

IMG_4498_1_3

SLIDE 25

The alternator (18) and the starter (19) are located on the rear of the • Rear of engine
engine. The engine compartment cover provides access to these
components.

When the engine is operating, the alternator (18) provides power to • Component location
the alternator circuit breaker (5). The alternator circuit breaker 18. Alternator
protects the machine electrical system. The alternator is rated at 80 19. Starter
amps. The engine block provides the ground for the alternator.

The start relay (9) controls the power supply circuit to the coil of the
starter (19). When the start relay is de-energized, the coil of the
starter is de-energized. When the coil of the start relay is energized,
the coil of the starter is energized, and the starter cranks the engine.

29
QESV1318
• Right console
• Component location
20. Engine start switch
21. Throttle control switch
30
21
20
IMG_4376C1_1_3
SLIDE 26
The engine start switch (20) and the throttle control switch (21) are
located on the right console.
The engine start switch (20) is a keyed, rotary-type switch with four
positions. From left to right, the switch positions are: START AID,
OFF, ON, and START. The switch is spring returned from the
START-AID position to the OFF position and from the START
position to the ON position.
The engine start switch (20) is equipped with a magnetic lockout.
This feature prevents the operator from moving the start switch
from the ON position to the START position more than once before
the switch is returned to the OFF position.
Contact “4” of the engine start switch (20) receives power from the
ignition fuse. When the engine start switch is in the START-AID
position, power transfers from contact “5” of the switch to the coil
of the glow plug relay (8). When the engine start switch is in the ON
position, power transfers from contact “1” of the switch to the
following places:
• the coil of the main power relay
• contact “I” of the alternator (18)
• the engine coolant temperature switch (10)
• the fuel solenoid (12)
 QESV1318

• the fuel lift pump (14).

When the engine start switch (20) is in the START position, power
remains available at contact “1” of the switch and becomes
available at contact “3” of the switch. On the CB534D, power
transfers from contact “3” of the engine start switch to contact “3”
of the number-one neutral start relay. On the CB564D, power
transfers from contact “3” of the engine start switch to the coil of
the start relay (9).

The throttle control switch (21) is a rocker switch with two • Throttle control switch
positions. This switch limits the engine to two speeds—low idle and (21)
high idle. The top position of the switch is the HIGH-IDLE position,
and the bottom position is the LOW-IDLE position. When this
switch is in the HIGH-IDLE position, voltage is transferred to
contact “5” of the throttle control module (15).

22

23 24

IMG_4386_1_3

SLIDE 27

The power port (22), the lights circuit breaker (23), and the parking • Rear face of right console
brake lights circuit breaker (24) are located in the rear face of the
right console.

The power port (22) receives power from the power port fuse. The • Component location
power port is a standard hot shoe which provides 12 volts of power 22. Power port
to run external electrical devices. 23. Lights circuit breaker
24. Parking brake lights
circuit breaker

31
QESV1318

When the main power relay is energized, power is available to the

lights circuit breaker (23) and the parking brake lights circuit
breaker (24). Both of these circuit breakers are manual-reset
breakers. The lights circuit breaker is rated at 20 amps. The parking
brake lights circuit breaker is rated at 15 amps.

25

26

IMG_4387_1_3

SLIDE 28

• Base of right console
The fuse bank (25) and number-one neutral start relay (26) are
located in a compartment at the base of the right console. The
compartment cover provides access to the fuses and this relay. A
decal on the inside of the compartment cover uses international
symbols to identify the function of each fuse.

• Component location
25. Fuse bank
26. Number-one neutral
start relay
The fuse bank (25) contains four rows of fuses arranged in four
columns. The fuses in each row, from rear to front, protect the
following circuits:
• water spray system, ECM, vibratory system, and left rear high
intensity lighting circuits

• gauges, rotary beacon, joint cutter, and right rear high intensity
lighting circuits

• recorder, drum offset, brake, and left front high intensity lighting
circuits.

• power port, backup alarm circuit, ignition, and right front high
intensity lighting circuits.

32
 QESV1318

The main circuit breaker (4) transfers power to the power port fuse, • Power distribution to
the backup alarm fuse, and the ignition fuse. The high intensity relay fuses
and the high intensity lights switch control the power supply to the
four high-intensity lighting fuses. The main power relay, when
energized, distributes power to the remaining fuses.

On the CB534D, the number-one neutral start relay (26) controls • Number-one neutral start
the transfer of power from contact “3” of the engine start switch relay (26)
(20) to the coil of the start relay (9). Terminal “35” of the ECM
energizes the coil of the number-one neutral start relay when the
propulsion lever is in the NEUTRAL position. The coil of this relay
must be energized for the circuit between the start contact of the
engine start switch and the coil of the start relay to be complete. The
CB564D does not contain a number-one neutral start relay.

NOTE: The output signal from terminal “35” also illuminates the
neutral indicator. For additional information about this feature,
refer to “Propulsion System.”

27

28

IMG_4393_1_3

SLIDE 29

The CAN port (27) and the can resistor (28) are located inside the • Inside right console
right console. The cover on the fuse compartment provides access to
the CAN port. The side cover of the right console must be removed
to access the CAN resistor.

33
QESV1318

• Component location The CAN port (27) allows the machine ECM to communicate with
27. CAN port an electronic service tool. This communication is over a CAN bus.
28. CAN resistor Differences in materials along the CAN bus can cause data pulses in
the bus to reflect back through the bus. This reflection, also known
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.

In order to prevent data loss in the communication lines, a

termination resistor is required at each end of the CAN bus. The
CAN resistor (28) acts as a termination resistor for the CAN lines in
the machine harness. The CAN resistor absorbs unwanted noise in
the communication system which can result in abnormal signals in
the CAN lines. The resistance through the CAN resistor is 120 ± 12
Ohms.

29

30

IMG_4399_1_3

SLIDE 30

• Inside right console The propulsion sensor (29) and the main power relay (30) are
located inside the right console. The side cover of the right console
provides access to these components.

34
 QESV1318

The propulsion sensor (29) sensor monitors the position of the • Component location
propulsion lever. The sensor converts the position of the propulsion 29. Propulsion sensor
lever to an electrical impulse. The impulse takes the form of a pulse- 30. Main power relay
width-modulated signal with a duty cycle between approximately 9
percent and 91 percent. The lowest duty cycle of the signal
corresponds to the full-reverse position of the propulsion lever, and
the highest duty cycle corresponds to the full-forward position of the
propulsion lever. When the propulsion lever is in the NEUTRAL
position, the duty cycle is approximately 50 percent.

Contact “1” of the propulsion lever sensor (29) receives power from
the ECM fuse. Contact “2” of the sensor is grounded. Contact “3”
of the propulsion lever sensor sends an input signal to terminal “24”
of the ECM. On the CB534D, the ECM prevents the machine from
starting when the propulsion lever is out of the NEUTRAL position.

The main power relay (30) is energized when the engine start switch • Main power relay (30)
is in the ON position or in the START position. When the coil is
energized, power is distributed to the following places:

• lights circuit breaker

• parking brake lights circuit breaker

• water spray system fuse

• ECM fuse

• vibratory system fuse

• gauge fuse

• rotary beacon fuse

• joint cutter fuse

• recorder fuse

• hitch offset fuse

• brake fuse.

35
QESV1318

31

DSCF3134_1_3

SLIDE 31

• Under seat The ECM (31) is located under the operator’s seat. The ECM cover
provides access to this component.

• Component location The ECM (31) monitors the input signal from the propulsion sensor
31. ECM (29). In the starting circuit on the CB534D, the ECM uses this input
in order to control the number-one neutral start relay (26).

NOTE: On the CB564D, the ECM has no impact on the starting of

the machine. However, the software for the CB564D does prevent
the machine from moving if the propulsion lever is out of the
NEUTRAL position when the engine is started. Refer to “Propulsion
Control System” in the publication for additional information about
this feature.

36
 QESV1318

CB534D ASPHALT COMPACTOR

ECM CONNECTOR POWER DISTRIBUTION AND MACHINE STARTING

TERMINALS OF ECM
TERMINAL FUNCTION TYPE*
1 BATTERY O
2 BATTERY + I
3 CAN + C
1 5 6 10
4 CAN C
11 15 16 20 5 CAN SHIELD C
21 25 26 30 19 CONFIGURATION 0" I

31 35 36 40 23 CONFIGURATION 1" I
24 HANDLE PWM I
41 45 46 50
35 NEUTRAL LIGHT O
47 BATTERY + I
48 BATTERY + I
49 BATTERY + I
50 BATTERY + I

*I = INPUT TERMINAL; O = OUTPUT TERMINAL; C = CAN TERMINAL

0501070709_2_3

SLIDE 32

The ECM (31) is equipped with a 50-pin connector. When the • ECM connector
engine start switch (20) is in the ON position or in the START
position, the ECM receives power from the ECM fuse at the
following terminals: “2,” “47,” “48,” “49,” “50.” The ECM is
grounded at terminal “1.”

The CAN lines provide high-speed communication between the • CAN lines
ECM (31) and the electronic service tool. The CAN requires a
positive line, a negative line, and a grounded. The three wires are
twisted. The positive line is connected to terminal “3” of the ECM.
The negative line is connected to terminal “4” of the ECM. The
grounded shield is connected to terminal “5” of the ECM.

The ECM (31) on the CB534D and the CB564D are physically the • ECM identification
same. In order to prevent incorrect software installation, the harness terminals
configuration on each machine provides one or two switch input
signals to the ECM. These input signals identify the machine on
which the ECM is installed. The harness on the CB534D ECM is
wired as follows:

37
QESV1318

• terminal “19”—power

• terminal “23”—ground.

• Input terminal The ECM (31) monitors the input signal from the propulsion sensor
(29) at terminal “24.” The input signal is pulse-width modulated.
The ECM maps the input signal to a desired speed.

• Output terminal When the duty cycle of the input signal at terminal “24” of the ECM
(31) indicates that the desired speed is zero (the propulsion lever is
in the NEUTRAL position), the ECM generates a digital output
signal from terminal “35.” This signal illuminates the neutral light
on the instrument panel and also energizes the coil of the number-
one neutral start relay.

38
 QESV1318

CB534D POWER DISTRIBUTION AND MACHINE STARTING CIRCUIT

200-BK
690-GN-14
BK-00 135-BU
RD-00 1 646-OR-16
2 631-GY
ELECTRICAL
POS NEG
DISCONNECT A9 10A A7 15A A5 10A A3 20A
SWITCH
110-GN 690-GN-14
112-PU 112-PU 103-YL
BATTERY HIGH-INTENSITY
632-WH-14
RD-00 RELAY
AUXILIARY 200-BK B9 15A B7 10A B5 10A B3 20A
START POST 306-GN-16 112-PU 144-GN 690-GN-14
308-YL-16 123-WH 175-PK 652-YL-14
START RELAY

330-YL
START SWITCH
1 306-GN-16
2
C9 15A C7 10A C5 15A C3 20A
200-BK 2 1

122-BU
5 176-YL 690-GN-14
R
1 308-YL-16 3 112-PU 155-PK
C 2 4
653-GN-14
START AID 3 307-OR-16
181-RD-12 304-WH-12 4 105-BR-16 D9 10A D7 15A D5 10A D3 20A
OFF 5 376-GN NUMBER-ONE
ON 6
ST
S NEUTRAL START 690-GN-14
B
RELAY 134-YL-16
105-BR-16 105-BR-16
308-YL-16 308-YL-16 121-YL-16
S G
117-RD
MAIN POWER

330-YL
1
RD-00
BAT MTR RELAY 112-PU 123-WH 2
1 15 3

114-GN-14
115-PK-16
101-RD-6 2 A982-BR
200-BK

135-BU

105-BR-16

200-BK
LIGHTS 4
MOTOR
101-RD-6 160-PU-8 BREAKER 5 6
50
7 THROTTLE
GLOW PLUG 112-PU 112-PU CONTROL
BREAKER 20
SWITCH
STARTER 117-RD
8

80 117-RD-6 LIGHTS BREAKER 614-PU

101-RD-6

117-RD
MAIN 330-YL 200-BK
135-BU
ALTERNATOR BREAKER 109-RD-12 15
181-RD-14
CAN A F711-GN FUNCTION LAMPS
PORT B F712-GY
1 C444-YL THROTTLE C A249-BK 123-WH 1 POWER
101-RD-6 80
ALT 2 308-YL-16 200-BK 2 GROUND

181-RD-12
3 403-GN BREAKER C405-GY 3 OIL PRESSURE
B+ ALTERNATOR CAN RESISTOR 444-YL 4 BATTERY
465-OR 5 LOW CHARGE PRESS
BREAKER A F711-GN E455-BR 6 HYDRAULIC FILTER
109-RD-6 B F712-GY 428-OR 7 HYDRAULIC TEMP
C A249-BK 8
181-RD-12 9
406-PK 10 COOLANT TEMP
308-YL-16 GLOW PLUG 11
JN C9/AH C4
12
COLD-START 308-YL-16 RELAY 135-BU
1 28
TIMING ADVANCE 2 29 200-BK PROPEL SENSOR
SOLENOID M905-WH 135-BU 1 + BATTERY
M904-OR 200-BK 2 GROUND
K708-BU 3 SIGNAL
308-YL-16

A982-BR

105-BR-16

200-BK
T 4
200-BK

384-BU-8 ELECTRONIC CONTROL

308-YL-16

FUEL MODULE (ECM)

SOLENOID
444-YL
403-GN

BATTERY 1 200-BK THROTTLE CONTROL MODULE

308-YL-16 135-BU
1 BATTERY + 2
CAN + 3 711-GN 181-RD-14 1 + POWER IN
200-BK

200-BK

CAN 4 712-GY 200-BK 2 GROUND IN

A919-BU 3 + OUT
308-YL-16

CAN SHIELD 5 A249-BK

1
2

ARC CONFIG 0" 19 M904-OR 4 OUT

5 + AUX IN

983-BU
SUPPRESSOR CONFIG 1" 23 M905-WH 6 OPEN
HANDLE PWM 24 K708-BU
200-BK

2 NEUTRAL LIGHT 35 330-YL

HOURMETER BATTERY + 47 135-BU A982-BR
1
M

BATTERY + 48 135-BU THROTTLE

1 GLOW PLUGS BATTERY + 49 135-BU
SOLENOID
2 BATTERY + 50 135-BU
3
A
FUEL LIFT PUMP 919-BU B
403-GN 983-BU C
181-RD-14
105-BR-16 105-BR-16 105-BR-16
444-YL 444-YL
200-BK 200-BK 200-BK 200-BK 200-BK

0503071617_2_3

SLIDE 33

SYSTEM OPERATION

NOTE: This machine is wired according to the Caterpillar • CB534D Electrical

corporate wiring system. In Caterpillar corporate wiring, each wire schematic
has a color and a number, and each color and number has a specific
meaning. For example, red wires are powered, black wires are
grounded, and orange wires are in starting circuits. In the
numbering system, 100 wires are power circuits, 200 wires are
ground, 300 wires are machine basic circuits, 400 wires are
monitoring circuits, 500 wires are accessory circuits, 600 wires are
lighting circuits, and 700-999 wires are control circuits.

When the electrical disconnect switch is ON, battery power is • Power distribution
available at the BAT terminal of the starter, the alternator circuit
breaker, the main circuit breaker, and the glow plug circuit breaker.
If the alternator circuit breaker is closed, power transfers through
109-RD wires to the throttle circuit breaker and the B+ terminal of
the alternator.

39
QESV1318

If the throttle circuit breaker is closed, power transfers to contact

“1” of the throttle control module and the gate of the start relay
through 181-RD wires.

If the main circuit breaker is closed, power is distributed to the main

power relay and to the following fuses through 117-RD wires: the
ignition fuse (D5), the backup alarm fuse (D7), and the power port
fuse (D9). If the glow plug circuit breaker is closed, power is
distributed to the gate of the glow plug relay through the 160-PU
wire. Power transfers through the ignition fuse to the hourmeter and
to contact “4” of the engine start switch.

• Engine start switch in When the engine start switch is in the START-AID position, contact
START AID “4” and contact “5” are closed, and power transfers into the 376-
GN wire. The 376-GN wire delivers power to the coil of the glow
plug relay, energizing the coil and closing the gate. Power transfers
across the gate of the glow plug relay and is delivered to the glow
plugs.

• Engine start switch ON When the engine start switch is in the ON position, contact “1” and
contact “4” of the switch close, and voltage becomes available in the
308-YL wire. The 308-YL wire distributes power to contact “I” of
the alternator, the fuel lift pump, the engine coolant temperature
switch, the fuel solenoid, and to the coil of the main power relay.

When the voltage at contact “I” of the alternator is greater than the
output voltage of the alternator, current is conducted through the
C444-YL wire, and the alternator indicator illuminates. When the
engine coolant temperature is less than the actuation temperature of
the engine coolant temperature switch, the switch is closed, and
power is transferred to the cold-start timing advance solenoid.

Power available at the coil of the main power relay energizes the
coil, closing the gate. When the gate is closed, power transfers from
the 109-RD wire into 112-PU wires. The 112-PU wires distribute
power to the two light circuit breakers, the gate of the high-intensity
relay and the following fuses: water spray fuse (A9), ECM fuse (A7),
vibratory fuse (A5), gauge fuse (B9), rotary beacon fuse (B7), joint
cutter fuse (B5), recorder fuse (C9), drum offset fuse (C7), and brake
fuse (C5).

When the coil of the high-intensity relay is energized, power is

distributed to the following fuses: rear high-intensity left fuse (A3),
rear high intensity right fuse (B3), front high-intensity left fuse (C3),
and front high-intensity right fuse (D3).

40
 QESV1318

When the engine start switch is in the START position, power • Engine start switch
remains available at contact “1” of the switch and becomes START
available at contact “3.” From contact “3,” power transfers into the
307-OR wire. This wire is connected to contact “3” of the number-
one neutral start relay. Contact “5” of this relay is connected to the
coil of the start relay.

When the coil of the number-one neutral start relay is de-energized,

contact “3” and contact “5” are open, and power is not available at
the coil of the start relay. When the coil of the start relay is de-
energized, power cannot transfer to the starter. Therefore, when the
coil of the number-one neutral start relay is de-energized, power
cannot reach the starter, and the engine cannot be started.

The ECM reads the input signal from the propulsion sensor and
determines the position of the propulsion lever. Terminal “24” of the
ECM monitors the output from contact “3” of the propulsion
sensor. The propulsion sensor sends a pulse-width modulated signal
with a duty cycle of between 9 and 91 percent to the ECM. The duty
cycle of the signal (time on versus time off) is proportional to the
position of the propulsion lever. The duty cycle of the signal is
approximately 50 percent when the propulsion lever is in the
NEUTRAL position.

When the propulsion lever is in the NEUTRAL position, the ECM

generates an output signal from terminal “35” to the coil of the
number-one neutral start relay. When the coil of the number-one
neutral start relay is energized, contact “3” and contact “5” are
closed. When this coil is energized and the engine start switch is in
the START position, power available at contact “3” of the relay
transfers into the 306-GN wire and is delivered to the coil of the
start relay. Under these conditions, the coil of the start relay is
energized, power is transferred to terminal “S” of the starter, and the
starter cranks the engine.

NOTE: The coil of the number-one neutral start relay must be

energized to complete the circuit between the start contact of the
engine start switch and the coil of the start relay. If the propulsion
lever is out of the NEUTRAL position when the engine start switch
is moved into the START position, the engine will not crank. At this
point, the engine start switch must be returned to the OFF position
and the propulsion lever must be returned to the NEUTRAL
position before the operator can attempt to start the engine again.

41
QESV1318

• Throttle control module When the engine is running, the throttle control switch and throttle
control module work in conjunction to determine the engine speed.
When the throttle control switch is in the LOW-IDLE position,
contact “1” and contact “2” of the switch are open, and power is
not available at the throttle control module. Given this condition, no
power is transferred to the throttle solenoid, and the engine operates
at low idle.

When the throttle control switch is in the HIGH-IDLE position,

contact “2” and contact “3’ of the switch are closed. When these
contacts are closed, power transfers through the A982-BR wire to
contact “5’ of the throttle control module. At this point, the throttle
control module directs an output signal to the coil of the throttle
control solenoid from contact “3”, and the solenoid energizes.

The throttle control module is equipped with a timer. The timer

starts the moment the signal reaches contact “5” of the throttle
control module from the throttle control switch. After the duration
of the timer setting has elapsed, the control module replaces the
original signal to the throttle control solenoid with a lower-amp
signal. The lower-amp signal continues until the engine start switch
is moved to OFF or the throttle control switch is moved out of the
HIGH-IDLE position.

The throttle control module is necessary in the circuit because the

power required to initially energize the throttle solenoid and pull the
fuel rack in the fuel pump to the high-idle position is greater than
the power required to hold the fuel rack in the high-idle position.

42
 QESV1318

CB564D POWER DISTRIBUTION AND MACHINE STARTING CIRCUIT

200-BK
690-GN-14
BK-00 135-BU
RD-00 1 680-GN-18
2 631-GY
ELECTRICAL
POS NEG
DISCONNECT A9 10A A7 15A A5 10A A3 20A
SWITCH
110-GN 690-GN-14
112-PU 112-PU 103-YL
BATTERY HIGH-INTENSITY
632-WH-14
RD-00 RELAY
AUXILIARY 200-BK B9 15A B7 10A B5 10A B3 20A
START POST 306-GN-16 112-PU 144-GN 690-GN-14
308-YL-16 123-WH 175-PK 652-YL-14
START RELAY
START SWITCH
1 306-GN-16
2
C9 15A C7 10A C5 15A C3 20A
200-BK

122-BU
176-YL 690-GN-14
R
1 308-YL-16 112-PU 155-PK
C 2 653-GN-14
START AID 3 306-GN-16
181-RD-12 304-WH-12 4 105-BR-16
OFF 5 376-GN D9 10A D7 15A D5 10A D3 20A
ON 6
S 690-GN-14
ST
B 134-YL-16
105-BR-16 105-BR-16
308-YL-16 308-YL-16 121-YL-16
S G
117-RD
MAIN POWER 1
RD-00
BAT MTR RELAY 112-PU 123-WH 2
1 15 3

114-GN-14
115-PK-16
101-RD-6 2 A982-BR
200-BK

135-BU

105-BR-16

200-BK
LIGHTS 4
MOTOR
101-RD-6 160-PU-8 BREAKER 5 6
50
7 THROTTLE
GLOW PLUG 112-PU 112-PU CONTROL
BREAKER 20
SWITCH
STARTER 117-RD
8
101-RD-6 117-RD-6 LIGHTS BREAKER
80 614-PU
117-RD
MAIN 200-BK
135-BU
ALTERNATOR BREAKER 109-RD-12 15
181-RD-14
C1/C2 FUNCTION LAMPS
376-GN 12 480-GN
E 1 C444-YL THROTTLE 123-WH 1 POWER
ALT I 2 308-YL-16 80 200-BK 2 GROUND

181-RD-12
R 3 403-GN BREAKER C405-GY 3 OIL PRESSURE
B+ ALTERNATOR 444-YL 4 BATTERY
465-OR 5 LOW CHARGE PRESS
BREAKER E455-BR 6 HYDRAULIC FILTER
109-RD-6 428-OR 7 HYDRAULIC TEMP
8
181-RD-12 9
406-PK 10 COOLANT TEMP
308-YL-16 GLOW PLUG 11
12
COLD-START 308-YL-16 RELAY
TIMING ADVANCE 1
2
SOLENOID
308-YL-16

A982-BR

105-BR-16

200-BK
T
200-BK

384-BU-8
308-YL-16

FUEL
SOLENOID
444-YL
403-GN

THROTTLE CONTROL MODULE

308-YL-16
1 181-RD-14 1 + POWER IN
200-BK

200-BK

ARC
308-YL-16

200-BK 2 GROUND IN
A919-BU 3 + OUT
SUPPRESSOR
1
2

4 OUT
5 + AUX IN

983-BU
2 6 OPEN
200-BK

1
HOURMETER A982-BR
M

ARC THROTTLE
1 SUPPRESSOR GLOW PLUGS SOLENOID
2
3 2 A
1 FUEL LIFT PUMP 919-BU B
403-GN 983-BU C
181-RD-14
105-BR-16 105-BR-16 105-BR-16
444-YL 444-YL
200-BK 200-BK 200-BK 200-BK 200-BK

0521071046_2_3

SLIDE 34

When the electrical disconnect switch is ON, battery power is • Power distribution
available at the BAT terminal of the starter, the alternator circuit
breaker, the main circuit breaker, and the glow plug circuit breaker.
If the alternator circuit breaker is closed, power transfers through
109-RD wires to the throttle circuit breaker and the B+ terminal of
the alternator.

If the throttle circuit breaker is closed, power transfers to contact

“1” of the throttle control module and the gate of the start relay
through 181-RD wires.

If the main circuit breaker is closed, power is distributed to the main

power relay and to the following fuses through 117-RD wires: the
ignition fuse (D5), the backup alarm fuse (D7), and the power port
fuse (D9). If the glow plug circuit breaker is closed, power is
distributed to the gate of the glow plug relay through the 160-PU
wire. Power transfers through the ignition fuse to the hourmeter and
to contact “4” of the engine start switch.

43
QESV1318

• Engine start switch in When the engine start switch is in the START-AID position, contact
START AID “4” and contact “5” are closed, and power transfers into the 376-
GN wire. The 376-GN wire changes to the 480-GN wire at
connector “C1/C2.” The 480-GN wire delivers power to the coil of
the glow plug relay, energizing the coil and closing the gate. Power
transfers across the gate of the glow plug relay and is delivered to
the glow plugs.

• Engine start switch ON When the engine start switch is in the ON position, contact “1” and
contact “4” of the switch close, and voltage becomes available in the
308-YL wire. The 308-YL wire distributes power to contact “I” of
the alternator, the fuel lift pump, the engine coolant temperature
switch, the fuel solenoid, and to the coil of the main power relay.

When the voltage at contact “I” of the alternator is greater than the
output voltage of the alternator, current is conducted through the
C444-YL wire, and the alternator indicator illuminates.

When the engine coolant temperature is less than the actuation

temperature of the engine coolant temperature switch, the switch is
closed, and power is transferred to the cold-start timing advance
solenoid.

Power available at the coil of the main power relay from the 308-YL
wire energizes the coil, closing the gate. When the gate is closed,
power transfers from the 109-RD wire into 112-PU wires. The 112-
PU wires distribute power to the two light circuit breakers, the gate
of the high-intensity relay and the following fuses: water spray fuse
(A9), ECM fuse (A7), vibratory fuse (A5), gauge fuse (B9), rotary
beacon fuse (B7), joint cutter fuse (B5), recorder fuse (C9), drum
offset fuse (C7), and brake fuse (C5).

When the coil of the high-intensity relay is energized, power is

distributed to the following fuses: rear high-intensity left fuse (A3),
rear high intensity right fuse (B3), front high-intensity left fuse (C3),
and front high-intensity right fuse (D3).

• Engine start switch When the engine start switch is in the START position, power
START remains available at contact “1” of the switch and becomes
available at contact “3.” From contact “3,” power transfers into the
306-GN wire. This wire is connected to the coil of the start relay.
Under these conditions, the coil of the start relay is energized, power
is transferred to terminal “S” of the starter, and the starter cranks
the engine.

44
 QESV1318

When the engine is running, the throttle control switch and throttle • Throttle control module
control module work in conjunction to determine the engine speed.
When the throttle control switch is in the LOW-IDLE position,
contact “1” and contact “2” of the switch are open, and power is
not available at the throttle control module. Given this condition, no
power is transferred to the throttle solenoid, and the engine operates
at low idle.

When the throttle control switch is in the HIGH-IDLE position,

contact “2” and contact “3’ of the switch are closed. When these
contacts are closed, power transfers through the A982-BR wire to
contact “5’ of the throttle control module. At this point, the throttle
control module directs an output signal to the coil of the throttle
control solenoid from contact “3”, and the solenoid energizes.

The throttle control module is equipped with a timer. The timer

starts the moment the signal reaches contact “5” of the throttle
control module from the throttle control switch. After the duration
of the timer setting has elapsed, the control module replaces the
original signal to the throttle control solenoid with a lower-amp
signal. The lower-amp signal continues until the engine start switch
is moved to OFF or the throttle control switch is moved out of the
HIGH-IDLE position.

The throttle control module is necessary in the circuit because the

power required to initially energize the throttle solenoid and pull the
fuel rack in the fuel pump to the high-idle position is greater than
the power required to hold the fuel rack in the high-idle position.

45
QESV1318

TIMG_4647

SLIDE 35

Machine Systems

INTRODUCTION

• Section description The steering hydraulic system shares a common hydraulic tank with
the propulsion and vibratory hydraulic systems but has a separate
pump. The steering hydraulic pump provides the flow to operate the
steering system and the cooling fan motor and also provides charge
oil to the propulsion and vibratory hydraulic systems. A priority
valve in the steering pump ensures that the steering control unit
receives priority flow. If the machine is equipped with the drum
offset option, the steering pump provides flow to the drum offset
manifold.

46
 QESV1318

IMG_4471_1_3

SLIDE 36

STEERING SYSTEM

Gear Pump (Steering)

The steering and charge pump (1) is a gear pump with a fixed • Front of engine
displacement. This pump is mounted to the auxiliary pad on the
front, right side of the engine. The engine compartment hood
provides access to this pump.

The steering and charge pump (1) draws oil from the hydraulic tank • Component location
through a suction screen. The suction port is on the bottom face of 1. Steering and charge
the pump. The steering and charge pump provides the flow to pump
operate the steering system and the cooling fan motor and also 2. Priority valve
provides charge oil to the propulsion hydraulic system and the 3. Main relief valve
vibratory hydraulic system. 4. Pressure tap

The steering and charge pump (1) contains an integral pressure • Priority valve
compensator priority valve (2). The priority valve ensures that the
steering control unit receives sufficient flow.

The main relief valve (3) in the steering and charge pump (1) limits • Main relief valve and
the pressure the pump can generate to a maximum of 21 000 ± 2000 pressure tap
kPa (3050 ± 290 psi). Outlet pressure from the steering and charge
pump can be measured at the pressure tap (4).

NOTE: The steering control unit also contains a relief valve. This
valve is set lower than the main relief valve.

47
QESV1318

1 2

3 4

IMG_4446_1_3

SLIDE 37

Hydraulic Oil Filter (Charge)

• Right side of engine The charge filter (5) is located on the right side of the engine
compartment compartment. The engine compartment cover provides access to the
filter.

• Component location The base of the charge filter (1) contains two taps: the charge
1. Pressure switch (in pressure tap (2) and the hydraulic oil S•O•S tap (3). The filter base
outlet line) also contains a bypass valve, and two pressure switches (1 and 2).
2. Pressure switch (in
filter base) The pressure switch (1) senses pressure in the outlet line from the
3. Pressure tap charge filter (5). This normally closed pressure switch operates the
4. S•O•S tap low charge pressure indicator on the instrument panel. Actuation
5. Charge filter pressure of the switch is 1400 kPa (200 psi). When the pressure
switch is closed, the indicator illuminates and an alarm sounds.
Under these conditions, the machine should be stopped at the
earliest convenient time, and the cause of the problem should be
repaired before the machine is returned to service.

48
 QESV1318

NOTE: On the CB564D, the ECM also monitors the circuit across
the pressure switch (1) in the outlet line from the charge filter (5)
and the circuit across the engine oil pressure switch. The ECM uses
this information to determine if the engine is operating. During
normal operation, the pressure switch in the outlet line from the
charge filter is open, and the engine oil pressure switch is closed. If
the input from at least one of these switches indicates that the engine
is operating, the ECM enables the propulsion system. The ECM
disables the propulsion system if the charge pressure is low and the
engine oil pressure is low.

The pressure switch (2) in the base of the charge filter (5) senses the
pressure differential across the filter. If the pressure differential is
greater than 276 kPa (40 psi), the pressure switch closes, causing the
hydraulic oil filter indicator on the instrument panel to illuminate
and an alarm to sound. When the oil is cold, the indicator may be
illuminated due to increased oil viscosity. If the indicator remains
illuminated after the hydraulic oil is warm, the machine should be
stopped at the earliest convenient time, and the hydraulic oil filter
should be changed. The switch deactuates when the pressure
differential is 208 kPa (30 psi).

The filter base also contains a bypass valve. If the pressure

differential across the oil filter reaches 350 kPa (51 psi), the bypass
valve opens, and charge oil is sent directly into the hydraulic tank.

49
QESV1318

IMG_4490_1_3

SLIDE 38

Metering pump (Steering)

• Under instrument panel The priority valve in the steering pump directs oil to the steering
control unit. The steering control unit is located in the steering
column. The cover on the steering column provides access to this
component.

• Component location The steering control unit consists of a control section (1) and a
1. Control section metering section (2). The control section contains the steering
2. Metering section control spool, an inlet check valve, an anticavitation check valve,
and line relief and makeup valves. The metering section contains a
gerotor pump.

• Steering control spool The steering control spool is a spring-centered, sleeve-type rotary
valve. The control spool governs the direction of the turn, while the
metering pump controls the rate of the turn.

• Main relief valve The main relief valve in the steering control unit limits the maximum
pressure available to the steering control unit to 18 000 ± 2000 kPa
(2610 ± 290 psi). The relief valve is set at the factory and is not
adjustable.

• Line relief and makeup The line relief valves limit the maximum pressure in the steering
valves cylinder. These relief valves are set at the factory and are not
adjustable. The anticavitation check valve and makeup valves allow
for limited manual steering when the engine is not operating. The
inlet check valve prevents the backflow of oil to the steering pump
during manual steering of the machine.

50
 QESV1318

The steering control unit contains five ports. The ports are labeled • Port identification
for identification. Oil from the priority valve enters the steering
control unit through port “P.” During machine steering, metered oil
flows to and from the steering cylinder through port “R” and port
“L.” Return oil is sent out port “T” to the charge filter. A load-
sensing signal is directed to the priority valve through port “LD.” If
the steering wheel is not being turned, supply oil is blocked at the
steering control spool.

IMG_4511_1_3

SLIDE 39

Cylinder (Steering)

The machine is equipped with a single steering cylinder (1). The • Right side of machine
steering cylinder is located in the articulation area on the right side
of the machine.

When oil is directed into the rod end of the steering cylinder, the • Component location
machine turns right. When oil is directed into the head end of the 1. Steering cylinder
steering cylinder, the machine turns left. The steering cylinder
provides a steering angle of ±40 degrees.

51
QESV1318

IMG_4448_1_3

SLIDE 40

Gear Motor (Fan)

• Engine compartment The fan motor (1) is a gear motor with a fixed displacement. This
motor is located behind the engine. The engine compartment cover
provides access to this motor.

• Component location The fan motor (1) is connected to the cooling fan. The priority valve
1. Fan motor in the steering and charge pump directs excess flow to the fan motor.
2. Relief valve The fan motor contains a relief valve (2) which limits the motor inlet
pressure to approximately 7000 kPa (1010 psi). The relief valve is
adjustable. Clockwise rotation of the relief valve increases pressure,
and therefore, increases fan speed. Counterclockwise rotation of the
valve decreases pressure and fan speed. When the system is adjusted
properly, fan speed should be 1550 ± 50 rpm.

Oil leaving the outlet side of the fan motor (1) is directed to the
charge filter. The fan motor case drain line sends oil from the motor
case directly into the hydraulic tank.

52
 QESV1318

CB534D AND CB564D STEERING HYDRAULIC SYSTEM

STRAIGHT TRAVEL
STEERING
LINE RELIEF VALVES CYLINDER FAN MOTOR
R L FAN RELIEF VALVE
STEERING AND CHARGE PUMP IN

230 BAR 230 BAR

PRIORITY VALVE

1.0mm
MAKEUP
VALVES 70 BAR

CONTROL SPOOL OUT

I CF

METERING PUMP CHARGE FILTER

EF

0.8mm LS

CP
210 BAR

LD 3.5 BAR

ANTICAVITATION FILTER BYPASS

CHECK VALVE VALVE
SOS

180 BAR
INLET CHECK VALVE
P T

SUCTION SCREEN

TO VIBRATORY AND PROPULSION

PRESSURE DIFFERENTIAL VALVE CHARGE CIRCUITS

0503070916_2_4

SLIDE 41

SYSTEM OPERATION (STEERING SYSTEM)

Steering and Fan (STRAIGHT TRAVEL)

Since the steering hydraulic pump is a positive-displacement pump • Oil flow

driven by the engine, the pump produces flow when the engine is
running. Pump supply oil flows to the priority valve.

Before the engine is started, the spring in the priority valve forces the • Priority valve
valve up, and the bottom envelope of the valve is active. As the
engine is started, the steering pump begins to produce flow. Pump
supply oil flows to the priority valve. At this time, the priority valve
directs all available pump flow to the steering control unit.

53
QESV1318

When the steering control unit is in the HOLD position, the steering
control spool blocks the supply oil from entering the steering
cylinder. Since the steering control unit is in the HOLD position,
pressure in the system quickly increases. Oil inside the steering
pump, downstream of the priority valve, flows through an orifice
and acts against the top of the priority valve, in opposition to the
spring and the load sensing signal which acts on the bottom of the
valve.

As the pressure against the top of the priority valve increases, the
priority valve shifts down, and excess oil from the steering pump
then flows to the fan motor. Since there is flow in the system, the
priority valve reaches an equilibrium position where the steering
control unit has oil pressure available for steering, but the majority
of the oil flow is directed to the fan motor.

• Fan motor The fan motor turns, and the outlet oil is directed to the charge filter.
The fan relief valve in the fan motor limits the maximum pressure at
the motor to 7000 kPa (1010 psi). From the charge filter, oil is
directed to the propulsion and vibratory charge circuits.

54
 QESV1318

CB534D AND CB564D STEERING HYDRAULIC SYSTEM

RIGHT TURN
STEERING
LINE RELIEF VALVES CYLINDER FAN MOTOR
R L FAN RELIEF VALVE
STEERING AND CHARGE PUMP IN

230 BAR 230 BAR

PRIORITY VALVE

1.0mm
MAKEUP
VALVES 70 BAR

CONTROL SPOOL OUT

I CF

METERING PUMP CHARGE FILTER

EF

0.8mm LS

CP
210 BAR

LD 3.5 BAR

ANTICAVITATION FILTER BYPASS

CHECK VALVE VALVE
SOS

180 BAR
INLET CHECK VALVE
P T

SUCTION SCREEN

TO VIBRATORY AND PROPULSION

PRESSURE DIFFERENTIAL VALVE CHARGE CIRCUITS

0503070916_3_4

SLIDE 42

Steering and Fan (TURN)

When the operator turns the steering wheel right, the steering • Oil flow
control valve is active. Pump supply oil entering the steering control
unit through port “P” flows across the steering control valve spool
to the metering section.

The metering pump rotates when the steering wheel is turned, and • Metering pump
directs flow through the steering control valve spool and to the rod
end of the steering cylinder. Oil flowing into the steering cylinder
causes the machine to turn right.

As the operator turns the steering wheel faster, the metering pump
increases the flow to the steering cylinder, and therefore, the
machine turns faster. The steering control spool directs return oil
from the head end of the steering cylinder into the charge line.

55
QESV1318
• Steering cylinder
• Load sensing signal
• Anticavitation check valve
• Line relief valves
56
The metering pump directs flow to the steering cylinder until the
operator stops turning the steering wheel. When the steering wheel
stops turning, the centering springs in the control spool return the
spool to the center position. Oil is blocked at the steering cylinder,
and the steering angle does not change until the operator moves the
steering wheel again.
The load-sensing line directs the steering system pressure
requirements to the priority valve in the steering pump. As the
requirements of the steering system increase, the priority valve shifts
up, and additional flow is directed to the steering control unit.
Operation of the cooling fan may slow down when machine steering
is performed.
The anticavitation check valve and the inlet check valve in the
steering control unit allow the operator to steer the machine when
the engine is dead. When the steering wheel is turned with a dead
engine, the metering section of the steering control unit acts as a
pump, exchanging oil between the head and rod end of the steering
cylinder.
If a shock load causes the pressure in a line to the steering cylinder
to increase to 23 000 kPa (3340 psi), the steering relief valve in that
line opens. The makeup valve allows displaced oil from the high-
pressure side of the steering cylinder to flow into the low-pressure
side of the cylinder to fill any void created by movement of the
cylinder.
 QESV1318

CB534D AND CB564D STEERING HYDRAULIC SYSTEM

RIGHT TURN, STEERING STALL
STEERING
LINE RELIEF VALVES CYLINDER FAN MOTOR
R L FAN RELIEF VALVE
STEERING AND CHARGE PUMP IN

230 BAR 230 BAR

PRIORITY VALVE

1.0mm
MAKEUP
VALVES 70 BAR

CONTROL SPOOL OUT

I CF

METERING PUMP CHARGE FILTER

EF

0.8mm LS

CP
210 BAR

LD 3.5 BAR

ANTICAVITATION FILTER BYPASS

CHECK VALVE VALVE
SOS

180 BAR
INLET CHECK VALVE
P T

SUCTION SCREEN

TO VIBRATORY AND PROPULSION

PRESSURE DIFFERENTIAL VALVE CHARGE CIRCUITS

0503070916_4_5

SLIDE 43

If the load-sensing signal reaches 18 000 ± 2000 kPa (2610 ± 290 • Stall condition
psi), the pressure differential valve in the steering control unit opens,
and oil is directed into the charge line. When the pressure
differential valve is open, the pressure which acts against the bottom
of the priority valve decreases, and the priority valve shifts down.
This action reduces (or completely shuts off) priority flow to the
steering system.

57
QESV1318

IMG_4376C2_1_3

SLIDE 44

DRUM OFFSET CONTROL

Operator Controls (Drum Offset)

• Right console The drum offset switch (1) is located on the propulsion control lever
(2), on the right console. This switch is a three-position, momentary
switch.

• Component location The center position of the drum offset switch (1) is the HOLD
1. Drum offset switch position, the right position is the OFFSET-RIGHT position, and the
2. Propulsion control left position is the OFFSET-LEFT position. The switch is spring
lever returned to the HOLD position.

The drum offset switch (1) is normally open. This switch provides
input signals to the ECM. The ECM monitors the signal from the
drum offset switch and the drum offset proximity switch to control
the drum offset solenoids. When the drum offset switch is moved
out of the HOLD position, the ECM directs an output signal to the
appropriate drum offset solenoid, and the offset cylinder extends or
retracts. The ECM continues the output signal until the operator
releases the drum offset switch or the proximity switch reaches the
center position.

58
 QESV1318

NOTE: When the proximity switch reaches the center position, the
ECM discontinues the output signal to the drum offset solenoid. If
the operator continues to hold the drum offset switch (1), the ECM
will resume the output signal to the drum offset solenoid after a
short pause.

1 2 3

IMG_4504_1_3

SLIDE 45

Cylinder (Drum Offset)

The drum offset cylinder (1) is located under the machine, on the left • Left side of machine
side. The drum offset system allows the front drum to be laterally
moved in order to provide a maximum offset between the front and
rear drums of ±170 mm (±6.65 in).

The operator initiates the offset action by pushing the offset switch • Component location
on the propulsion control lever to the right or left. In order to return 1. Drum offset cylinder
the machine to the center position, the operator presses and holds 2. Proximity switch
the offset switch in the centering direction. 3. Rod
4. Target
The drum offset proximity switch (2) is located near the drum offset
cylinder (1). Contact “2” of this switch receives power from the
drum offset fuse. Contact “1” of the drum offset switch provides an
input signal to the ECM when the drum is in the center position.

NOTE: The front edge of the target (4) is located 208 ± 2 mm (8.2
± 0.08 in) from the cylinder cap.

59
QESV1318
1
• Front of engine
compartment
• Component location
1. Drum offset manifold
2. Offset left solenoid
3. Offset right solenoid
4. Pressure tap
60
The proximity switch (2) is connected to a rod (3) which is
connected to the machine frame. When the target (4) which is
mounted to the drum offset cylinder (1) aligns with the proximity
switch, the switch sends a signal to the ECM. Under these
conditions, the ECM determines that the drum is in the center
position and stops the hydraulic flow to the offset cylinder. If the
operator continues to hold the drum offset switch, the ECM will
allow the hydraulic flow to the offset cylinder to resume after a short
pause.
3
4
IMG_4508_1_3
SLIDE 46
Control Valve (Drum Offset)
The drum offset manifold (1) is located at the front of the engine
compartment. This manifold contains two solenoids: the offset left
solenoid (2) and the offset right solenoid (3). The ECM controls
these solenoids. The manifold also contains a priority valve, a flow
control valve, two pilot-opened check valves, and a relief valve.
The steering and charge pump provides the flow to the drum offset
manifold (1). The flow control valve in the offset manifold is
adjustable and set to provide a flow rate of 10 L/min (2.6 U.S.
gal/min) to the drum offset cylinder. The pilot opened check valves
are located in the lines to the head and rod ends of the drum offset
cylinder. The relief valve limits the maximum pressure available to
the drum offset cylinder to 15 000 ± 1500 kPa (2180 ± 218 psi).
Drum offset pressure can be measured at the pressure tap (4) in the
X-port of the manifold.
 QESV1318

CB534D ASPHALT COMPACTOR

ECM CONNECTOR DRUM OFFSET SYSTEM

TERMINALS OF ECM
TERMINAL FUNCTION TYPE*
1 BATTERY O
2 BATTERY + I
3 CAN + C
1 5 6 10
4 CAN C
11 15 16 20 5 CAN SHIELD C
21 25 26 30 10 DRUM OFFSET LEFT I

31 35 36 40 11 DRUM OFFSET RIGHT I

19 CONFIGURATION 0" I
41 45 46 50
23 CONFIGURATION 1" I
30 OFF CENTER I
40 DRUM LEFT O
41 DRUM RIGHT O
47 BATTERY + I
48 BATTERY + I
49 BATTERY + I
50 BATTERY + I

*I = INPUT TERMINAL; O = OUTPUT TERMINAL; C = CAN TERMINAL

0501070709_2_7

SLIDE 47

Electronic Control Module (ECM) for CB534D

The ECM is equipped with a 50-pin connector. When the engine • ECM connector
start switch is in the ON position or in the START position, the
ECM receives power from the ECM fuse at the following terminals:
“2,” “47,” “48,” “49,” “50.” The ECM is grounded at terminal
“1.”

The CAN lines provide high-speed communication between the • CAN lines
ECM and the electronic service tool. The CAN requires a positive
line, a negative line, and a grounded shield. The positive line is
connected to terminal “3” of the ECM. The negative line is
connected to terminal “4” of the ECM. The grounded shield is
connected to terminal “5” of the ECM.

61
QESV1318

• ECM identification The ECMs on the CB534D and the CB564D are physically the
terminals same. In order to prevent incorrect software installation, the harness
configuration on each machine provides one or two switch input
signals to the ECM. These input signals identify the machine on
which the ECM is installed. The harness on the CB534D ECM is
wired as follows:

• terminal “19”—power

• terminal “23”—ground.

• Input terminals To control the drum offset function, the ECM gathers input signals
at terminal “10,” terminal “11,” and terminal “30.” The drum
offset switch on the propulsion lever provides the input signals to
terminal “10,” terminal “11,” and the proximity switch provides
the input signal to terminal”30.”

• Output terminals Software in the ECM analyzes the input and determines if an output
signal should be sent to the offset left solenoid (from terminal “40”)
or the offset right solenoid (from terminal “41”).

62
 QESV1318

CB564D ASPHALT COMPACTOR

ECM CONNECTOR DRUM OFFSET SYSTEM

TERMINALS OF ECM
TERMINAL FUNCTION TYPE*
1 BATTERY O
2 BATTERY + I
3 CAN + C
1 5 6 10
4 CAN C
11 15 16 20 5 CAN SHIELD C
21 25 26 30 10 DRUM OFFSET LEFT I

31 35 36 40 11 DRUM OFFSET RIGHT I

19 CONFIGURATION PIN I
41 45 46 50
30 OFF CENTER I
43 DRUM LEFT O
44 DRUM RIGHT O
47 BATTERY + I
48 BATTERY + I
49 BATTERY + I
50 BATTERY + I

*I = INPUT TERMINAL; O = OUTPUT TERMINAL; C = CAN TERMINAL

0501070709_2_9

SLIDE 48

Electronic Control Module (ECM) for CB564D

The ECM is equipped with a 50-pin connector. When the engine • ECM connector
start switch is in the ON position or in the START position, the
ECM receives power from the ECM fuse at the following terminals:
“2,” “47,” “48,” “49,” “50.” The ECM is grounded at terminal
“1.”

The CAN lines provide high-speed communication between the • CAN lines
ECM and the electronic service tool. The CAN requires a positive
line, a negative line, and a grounded shield. The positive line is
connected to terminal “3” of the ECM. The negative line is
connected to terminal “4” of the ECM. The grounded shield is
connected to terminal “5” of the ECM.

63
QESV1318

• ECM identification The ECMs on the CB534D and the CB564D are physically the
terminals same. In order to prevent incorrect software installation, the harness
configuration on each machine provides one or two switch input
signals to the ECM. These input signals identify the machine on
which the ECM is installed. The harness on the CB564D provides a
12-volt input signal to terminal “19” of the ECM.

• Input terminals To control the drum offset function, the ECM gathers input signals
at terminal “10,” terminal “11,” and terminal “30.” The drum
offset switch on the propulsion lever provides the input signals to
terminal “10,” terminal “11,” and the proximity switch provides
the input signal to terminal”30.”

• Output terminals Software in the ECM analyzes the input and determines if an output
signal should be sent to the offset left solenoid (from terminal “43”)
or the offset right solenoid (from terminal “44”).

64
 QESV1318

CB534D AND CB564D FAULT CODES

DRUM OFFSET SYSTEM

FAULT CODES FOR DRUM OFFSET SYSTEM

FLASH SEQUENCE DIAGNOSTIC SCREEN NAME FAULT DESCRIPTION FAULT LEVEL
2-2 CP_OFFSET_SWITCH_FLT OFFSET SWITCH CENTERING SWITCH INPUT 1
2-8 CP_CCW_OFFSET_FLT COUNTERCLOCKWISE OFFSET SOLENOID FAULT 1
2-9 CP_CW_OFFSET_FLT CLOCKWISE OFFSET SOLENOID FAULT 1

0711070717_3

SLIDE 49

Fault Codes (Drum Offset)

The ECM monitors circuits and components in the drum offset • Fault codes
system for faults. When a fault is detected, the ECM flashes a fault
code on the parking brake indicator (refer to Slide 74) and the light
in the parking brake switch. Service technicians can also use an
electronic service tool to retrieve fault information.

Each fault code consists of a series of long flashes followed by a

series of short flashes. Each long flash lasts for approximately one
second. Each short flash lasts for approximately one-half of a
second. The ECM creates a three-second pause between active fault
codes. After the ECM has flashed the code for each active fault, the
ECM begins the sequence again.

The system categorizes the faults in three levels: level one, level two, • Fault levels
and level three. All the faults in this system are level-one faults. A
level-one warning alerts the operator to a specific machine system
operating condition.

65
QESV1318

NOTE: A level-two warning alerts the operator to faults which

require possible operator intervention to correct. Prolonged
operation with a level-two warning can result in machine damage.
Level-three warnings indicate that an immediate, controlled machine
shutdown is required.

• Flash code 2-2 If the ECM detects that the offset dongle is not installed on a
machine that is equipped with the optional drum offset function, the
system flashes the “2-2” code. This code indicates a level-one fault.
Possible causes for this fault include: a short to battery or ground,
offset jumper harness is not installed properly.

• Flash code 2-8 If the ECM detects an open circuit, a short to battery, or a short to
ground in the circuit to the offset left solenoid, the ECM flashes the
“2-8” code. This code indicates a level-one fault. Possible causes for
this fault include: offset jumper harness installed on non-offset
machine, open circuit, short to battery or ground, faulty coil.

• Flash code 2-9 If the ECM detects an open circuit, a short to battery, or a short to
ground in the circuit to the offset right solenoid, the ECM flashes the
“2-9” code. This code indicates a level-one fault. Possible causes for
this fault include: offset jumper harness installed on non-offset
machine, open circuit, short to battery or ground, faulty coil.

66
 QESV1318

CB534D DRUM OFFSET

OPTIONAL
OFFSET RIGHT
CAN A F711-GN
SOLENOID
PORT B F712-GY
C A249-BK
C928-GY B+ FROM MAIN POWER RELAY 112-PU
200-BK
CAN RESISTOR
A F711-GN 135-BU 112-PU
B F712-GY OFFSET LEFT 15A
C A249-BK SOLENOID ECM FUSE
C929-WH
JN C9/AH C4 200-BK PROXIMITY
SWITCH 10A 112-PU
28 135-BU 135-BU
29 200-BK DRUM OFFSET
M905-WH 24 A429-YL 1 FUSE
M904-OR 2
JN C9/AH C4
122-BU
ELECTRONIC CONTROL
MODULE (ECM) PROPULSION LEVER
BATTERY 1 200-BK H751-OR 1 N/O LEFT DRUM OFFSET
BATTERY + 2 135-BU 2 N/C LEFT DRUM OFFSET
CAN + 3 711-GN H750-BR 3 N/O RIGHT DRUM OFFSET
CAN 4 712-GY 4 N/C RIGHT DRUM OFFSET
CAN SHIELD 5 A249-BK 5 + SWITCH COMMON
DRUM OFFSET LEFT 10 H751-OR A305-YL 6 N/O HORN
DRUM OFFSET RIGHT 11 H750-BR 7 N/C HORN
CONFIG 0" 19 M904-OR P979-YL 8 N/O WATER SPRAY
CONFIG 1" 23 M905-WH 9 N/C WATER SPRAY
OFF CENTER 30 A429-OR P978-GN 10 N/O VIBE
DRUM LEFT 40 C929-WH 11 N/C VIBE
DRUM RIGHT 41 C928-GY 12
BATTERY + 47 135-BU
BATTERY + 48 135-BU
BATTERY + 49 135-BU
BATTERY + 50 135-BU

0504070817_2_3

SLIDE 50

SYSTEM OPERATION (DRUM OFFSET)

Electrical Schematic (Drum Offset) for CB534D

When the main power relay is energized, power is available at the • Power distribution
ECM fuse and the drum offset fuse through 112-PU wires. Power
transfers from the ECM fuse to terminals “2,” “47,” “48,” “49,”
and “50” of the ECM through 135-BU wires. When the drum offset
fuse is closed, power is available at contact “2” of the proximity
switch through the 122-BU wire.

The 135-BU wire also transfers power to contact “28” of connector • ECM identification
“C9/C4.” From there, the M904-OR wire transfers power to terminals
terminal “19” of the ECM. The ECM monitors the circuit at
terminal “19” and the circuit at terminal “23” in order to determine
the machine on which the ECM is installed. The circuit at terminal
“23” is connected to a frame ground across contact “29” of
connector “C9/C4.” Under these conditions, the ECM determines
that the host machine is the CB534D.

67
QESV1318

• Offset control After the ECM receives power, it begins to monitor the circuits at
terminals “10,” “11,” and “30.” The drum offset switch on the
propulsion lever provides the input signals to terminals “10” and
“11,” and the proximity switch provides the input signal to terminal
“30.” When the drum offset switch is in the OFFSET LEFT
position, the circuit at terminal “10” of the ECM is complete, and
when the switch is in the OFFSET RIGHT position, the circuit at
terminal “11” is complete. When the drum is in the center position,
the circuit across the proximity switch is complete, and the ECM
reads an input signal at terminal “30.”

When the ECM reads a complete circuit at terminal “10,” an output

signal is generated from terminal “40.” This signal is sent through
the C929-WH wire to the offset left solenoid. The ECM continues
the signal to the offset left solenoid until the offset switch is released
or the drum reaches the center position (the circuit across the
proximity switch is complete).

When the ECM reads a complete circuit at terminal “11,” an output

signal is generated from terminal “41.” This signal is sent through
the C928-GY wire to the offset right solenoid. The ECM continues
this signal until either the drum reaches the center position or the
drum offset switch is released.

If the ECM discontinues the signal to the offset solenoid because the
drum has reached the center position, the drum offset switch must
be released and actuated before the ECM will generate another
signal to either offset solenoid.

68
 QESV1318

CB564D DRUM OFFSET

OPTIONAL
OFFSET RIGHT
CAN A F711-GN
SOLENOID
PORT B F712-GY
C A249-BK
C928-GY B+ FROM MAIN POWER RELAY 112-PU
200-BK
CAN RESISTOR
A F711-GN 135-BU 112-PU
B F712-GY OFFSET LEFT 15A
C A249-BK SOLENOID ECM FUSE
C929-WH
200-BK PROXIMITY
A A990-BU 112-PU
B 135-BU 135-BU SWITCH 10A
C 200-BK DRUM OFFSET
JC102/JC5 A429-YL 1 FUSE
A990-BU 2

122-BU
ELECTRONIC CONTROL
MODULE (ECM) PROPULSION LEVER
BATTERY 1 200-BK H751-OR 1 N/O LEFT DRUM OFFSET
BATTERY + 2 135-BU 2 N/C LEFT DRUM OFFSET
CAN + 3 711-GN H750-BR 3 N/O RIGHT DRUM OFFSET
CAN 4 712-GY 4 N/C RIGHT DRUM OFFSET
CAN SHIELD 5 A249-BK 135-BU 5 + SWITCH COMMON
DRUM OFFSET LEFT 10 H751-OR A320-OR 6 N/O HORN
DRUM OFFSET RIGHT 11 H750-BR 7 N/C HORN
CONFIG 0" 19 A990-BU P979-YL 8 N/O WATER SPRAY
ZERO DEGREE OFFSET 30 A429-YL 9 N/C WATER SPRAY
DRUM LEFT 43 C929-WH P978-GN 10 N/O VIBE
DRUM RIGHT 44 C928-GY 11 N/C VIBE
BATTERY + 47 135-BU 12
BATTERY + 48 135-BU
BATTERY + 49 135-BU
BATTERY + 50 135-BU

0604070820_2_3

SLIDE 51

Electrical Schematic (Drum Offset) for CB564D

When the main power relay is energized, power is available at the • Power distribution
ECM fuse and the drum offset fuse through 112-PU wires. Power
transfers from the ECM fuse to terminals “2,” “47,” “48,” “49,”
and “50” of the ECM through 135-BU wires. Power also transfers
through the 135-BU wire to contact “5” of the propulsion lever.
When the drum offset fuse is closed, power is available at contact
“2” of the proximity switch through the 122-BU wire.

The 135-BU wire also transfers power to contact “B” of connector • ECM identification
“C5.” On the CB564D, contact “A” and contact “B” of connector terminals
“C5” are connected by a jumper wire. From contact “A” of
connector “C5,” the A990-BU wire transfers power to terminal
“19” of the ECM. The ECM monitors the circuit at terminal “19”
in order to determine the machine on which the ECM is installed.
When power is available at terminal “19,” the ECM determines that
the host machine is the CB564D.

69
QESV1318

• Offset control After the ECM receives power, it begins to monitor the circuits at
terminals “10,” “11,” and “30.” The drum offset switch on the
propulsion lever provides the input signals to terminals “10” and
“11,” and the proximity switch provides the input signal to terminal
“30.” When the drum offset switch is in the OFFSET LEFT
position, the circuit at terminal “10” of the ECM is complete, and
when the switch is in the OFFSET RIGHT position, the circuit at
terminal “11” is complete. When the drum is in the center position,
the circuit across the proximity switch is complete, and the ECM
reads an input signal at terminal “30.”

When the ECM reads a complete circuit at terminal “10,” an output

signal is generated from terminal “43.” This signal is sent through
the C929-WH wire to the offset left solenoid. The ECM continues
the signal to the offset left solenoid until the offset switch is released
or the drum reaches the center position (the circuit across the
proximity switch is complete).

When the ECM reads a complete circuit at terminal “11,” an output

signal is generated from terminal “44.” This signal is sent through
the C928-GY wire to the offset right solenoid. The ECM continues
this signal until either the drum reaches the center position or the
drum offset switch is released.

If the ECM discontinues the signal to the offset solenoid because the
drum has reached the center position, the drum offset switch must
be released and actuated before the ECM will generate another
signal to either offset solenoid.

70
 QESV1318

CB534D AND CB564D DRUM OFFSET OPTION

HOLD OFFSET
CYLINDER
0.6mm AI
PRIORITY SPOOL
BI
P

PILOT-OPENED CHECK VALVES

C
1.0mm
10 LPM

X RELIEF VALVE

DRUM OFFSET VALVE

150 BAR
T

TO HYDRAULIC TANK
TO FAN MOTOR IN-PORT OR P-PORT OF EDGE CUTTER VALVE
FROM EF-PORT OF STEERING PUMP
0504070837_2_4

SLIDE 52

Hydraulic Schematic (Drum Offset)

Drum Offset (HOLD)

The steering pump provides the oil to the drum offset manifold. The • Drum offset manifold in
manifold contains a priority valve, a relief valve, a solenoid- HOLD
operated drum offset valve. and two pilot-opened check valves.
Before the engine is started, the spring in the priority valve forces the
valve down, and the top envelope of the valve is active. As the
engine is started, the steering pump begins to produce flow. Pump
supply oil flows to the priority valve. At this time, the priority valve
directs all available pump flow to the drum offset valve.

When the drum offset valve is in the HOLD position, the control
spool blocks the supply oil, and pressure quickly builds in the
system. Oil inside the manifold, downstream of the priority valve,
flows through an orifice and acts against the bottom of the priority
valve, in opposition to the spring which acts on the top of the valve.

71
QESV1318

As the pressure against the bottom of the priority valve increases,

the priority valve shifts up, and excess oil from the steering pump
then flows to the fan motor. Since there is flow in the system, the
priority valve reaches an equilibrium position where the drum offset
valve has oil pressure available for operation, but the majority of the
oil flow is directed to the fan motor.

The pilot-opened check valves block the outlet passages from the
offset cylinder, locking the cylinder in its current position.

CB534D AND CB564D DRUM OFFSET OPTION

OFFSET LEFT OFFSET
CYLINDER
0.6mm AI
PRIORITY SPOOL
BI
P

PILOT-OPENED CHECK VALVES

C
1.0mm
10 LPM

X RELIEF VALVE

DRUM OFFSET VALVE

150 BAR
T

TO HYDRAULIC TANK
TO FAN MOTOR IN-PORT OR P-PORT OF EDGE CUTTER VALVE
FROM EF-PORT OF STEERING PUMP
0504070837_3_4

SLIDE 53

Drum Offset (OFFSET)

• Drum offset manifold in When the drum offset switch is in the OFFSET LEFT position, the
OFFSET LEFT offset left solenoid is energized. The drum offset valve directs oil to
the pilot-opened check valves. Oil flows through the pilot-opened
check valve which is located in the line to the head end of the offset
cylinder, and opens the pilot-opened check valve which is located in
the line to the rod end of the cylinder. The cylinder extends, and the
displaced oil from the rod end of the cylinder returns to the
hydraulic tank.

72
 QESV1318

Just after the offset left solenoid is energized, the pressure which acts
on the bottom of the priority spool decreases and the pressure acting
on the top of the spool increases. This action causes the priority
spool to shift, directing additional oil to the drum offset valve.
Eventually, the priority valve reaches an equilibrium position where
the drum offset valve receives sufficient oil for operation of the offset
cylinder, and the remainder of the oil flow is directed to the fan
motor.

TIMG_4644

SLIDE 54

WATER SPRAY SYSTEM

Introduction

The water spray system distributes water to the drums to prevent • Water spray system
asphalt from sticking during operation. The electrical system allows general information
the water spray system to operate continuously or intermittently.

The water spray system contains an electrical portion and a

hydraulic portion. The electrical portion is made up of an ECM and
associated input and output devices, switches, relays, a timer, and
electric motors. The hydraulic portion consists of a water tank, two
pumps, and two spray bars.

73
QESV1318

IMG_4380_1_3

SLIDE 55

Operator Controls

• Instrument panel The intermittent spray control dial (1) and the water pump selector
switch (2) are located on the lower-left side of the instrument panel.

• Component location The intermittent spray control dial (1) is connected to a

1. Intermittent spray potentiometer. On the CB534D, this potentiometer works in
control dial conjunction with the water spray timer to set the time intervals of
2. Water pump selector the water spray system. On the CB564D, the potentiometer provides
switch an input signal to the ECM, and the ECM controls the time intervals
for the water spray system.

When the intermittent spray control dial (1) is in the center of its
travel range, the water system is cycled ON for 20 seconds and OFF
for 20 seconds. As the dial is rotated counterclockwise from center,
the time ON decreases and time OFF increases on a 40-second
interval. At the end of the dial’s counterclockwise rotation, the
water spray system does not operate. As the dial is rotated clockwise
from the center position, the time ON increases and the time OFF
decreases. At the end of the dial’s clockwise rotation, the water
spray system is continuously ON.

74
 QESV1318

The water pump selector switch (2) is a rocker switch with three • Water pump selector
positions. This switch allows the operator to choose which water switch (2)
pump to use. The right position operates the number-one water
pump and motor group, the center position is AUTOMATIC, and
the left position operates the number-two water pump and motor
group. When the water pump selector switch is in AUTOMATIC,
the number-one water pump and motor group operates while the
machine is traveling forward, and the number-two water pump and
motor group operates while the machine is traveling in reverse.
When the water spray system is operating, the system will
automatically stop when the propulsion lever is moved into the
NEUTRAL position, and restart when the propulsion lever is moved
out of the NEUTRAL position.

NOTE: A cluster of indicators is located on the left side of the

instrument panel (refer to Slide 13). This cluster contains eight
indicators, in three rows. The first indicator in the second row is the
water spray indicator. The ECM illuminates this indicator when the
water spray system is ON.

NOTE: The water level gauge (refer to Slide 13) is located on the
right of the instrument panel. This gauge works in conjunction with
a resistance-type sender which is located in the water tank.

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QESV1318

IMG_4376C3_1_3

SLIDE 56

• Right console The water spray master switch (3) is located on the propulsion lever
(4). When this normally open, push-button, momentary switch is
actuated, the ECM receives an input signal. The ECM tracks the
number of impulses from the water spray master switch to
determine the status of the water spray system—with an odd
number, the system is ON; with an even number, the system is OFF.

• Component location When the water spray system has been turned on, the ECM
3. Water spray master generates an output signal to provide power to the spray timer, to
switch the coil of the spray light relay, and to illuminate the water spray
4. Propulsion lever indicator on the instrument panel.

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 QESV1318

IMG_4402_1_3

SLIDE 57

Water Spray Electrical System

The right console contains several components which are in the • Right console
water spray system. The cover of the console must be removed to
access these components.

NOTE: On the CB534D (shown), water spray components located • Component location
in the right console include the propulsion lever sensor (refer to Slide 1. Water spray timer
30), the water spray timer (1), and the ECM (refer to Slide 31). The (CB534D only)
CB564D is equipped with a propulsion lever sensor and an ECM
but not a water spray timer. The CB564D is equipped with two
resistors in place of the water spray timer.

Propulsion Lever Sensor

The propulsion lever sensor monitors the position of the propulsion • Propulsion lever sensor
lever. The sensor converts the position of the propulsion lever to an
electrical impulse. The impulse takes the form of a pulse-width-
modulated signal. The lowest duty cycle of the signal corresponds to
the FULL-REVERSE position of the propulsion lever, and the
highest duty cycle corresponds to the FULL-FORWARD position of
the propulsion lever.

The propulsion lever sensor receives power from the ECM fuse and
sends the signal to the ECM. The ECM uses the input from this
sensor in conjunction with the input from the water spray master
switch to determine if an output signal should be sent to the water
spray timer (1) on the CB534D or to either of the water spray relays
on the CB564D.

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QESV1318

Water Spray Timer (CB534D Only)

• Water spray timer (1, The water spray timer (1) works in conjunction with the
CB534D only) intermittent spray control potentiometer to set the time intervals of
the water spray system. The time interval is determined by the
position of the potentiometer. When the timer is in the off cycle, the
water spray system is off. When the timer is in the on cycle, the
timer energizes the coil of the number-one water spray relay, and
power is available at the water pump selector switch.

NOTE: The ECM controls the on and off cycle of the water spray
system on the CB564D.

ECM
• ECM The ECM receives input signals from components around the
machine which monitor current machine operating conditions.
System software compares the gathered input to information stored
in the ECM’s memory. The software evaluates the current conditions
and generates an output signal to control the water spray system
within set parameters.

78
 QESV1318

CB534D ASPHALT COMPACTOR

ECM CONNECTOR WATER SPRAY SYSTEM

TERMINALS OF ECM
TERMINAL FUNCTION TYPE*
1 BATTERY O
2 BATTERY + I
3 CAN + C
1 5 6 10
4 CAN C
11 15 16 20 5 CAN SHIELD C
21 25 26 30 19 CONFIGURATION 0" I

31 35 36 40 22 WATER IN I
23 CONFIGURATION 1" I
41 45 46 50
24 HANDLE PWM I
35 NEUTRAL LIGHT O
45 WATER LEFT O
46 BACK UP O
47 BATTERY + I
48 BATTERY + I
49 BATTERY + I
50 BATTERY + I

*I = INPUT TERMINAL; O = OUTPUT TERMINAL; C = CAN TERMINAL

0501070709_2_6

SLIDE 58

The ECM (31) is equipped with a 50-pin connector. When the • ECM connector
engine start switch is in the ON position or in the START position,
the ECM receives power from the ECM fuse at the following
terminals: “2,” “47,” “48,” “49,” “50.” The ECM is grounded at
terminal “1.”

The CAN lines provide high-speed communication between the • CAN lines
ECM (3) and the electronic service tool. The CAN requires a
positive line, a negative line, and a grounded shield. The positive line
is connected to terminal “3” of the ECM. The negative line is
connected to terminal “4” of the ECM. The grounded shield is
connected to terminal “5” of the ECM.

The ECM (3) on the CB534D and the CB564D are physically the • ECM identification
same. In order to prevent incorrect software installation, the harness terminals
configuration on each machine provides one or two switch input
signals to the ECM. These input signals identify the machine on
which the ECM is installed. The harness on the CB534D ECM is
wired as follows:

79
QESV1318

• terminal “19”—power

• terminal “23”—ground.

• Input terminals To control the water spray system, the ECM gathers input at
terminal “22” from the water spray master switch and at terminal
“24” from the propulsion control lever.

• Output terminals The system software analyzes the input signals and determines if an
output signal should be sent to the water spray timer and water
spray indicator (terminal “45”) and to the coil of the number-two
water spray relay (terminal “46”). The ECM tracks the condition of
the circuit at terminal “22” to determine the status of the water
spray system—ON or OFF. After the ECM receives power, the first
time an electrical impulse is detected at terminal “22,” the ECM
engages the water spray system. A second impulse at terminal “22”
causes the ECM to disengage the system, and so on.

The ECM applies the following logic to control the water spray
system: when the ECM determines that the water spray system is
ON, a signal is sent to contact “2” of the water spray timer and the
water spray indicator on the instrument panel; the ECM sends a
signal to the coil of the number-two water spray relay when the
signal from the propulsion lever sensor is in the reverse range.

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 QESV1318

CB564D ASPHALT COMPACTOR

ECM CONNECTOR WATER SPRAY SYSTEM

TERMINALS OF ECM
TERMINAL FUNCTION TYPE*
1 BATTERY O
2 BATTERY + I
3 CAN + C
4 CAN C
5 CAN SHIELD C
1 5 6 10 8 5 V DC SENSOR + O

11 15 16 20 9 SENSOR POWER GROUND I

14 SWITCH WATER PUMP 1 I
21 25 26 30
15 SWITCH WATER PUMP 2 I
31 35 36 40
19 CONFIGURATION PIN ANALOG I
41 45 46 50 22 SWITCH WATER ON/OFF I
24 PROPEL HANDLE SPEED PWM I
28 WATER TIMER POTENTIOMETER I
31 DIGITAL OUT WATER PUMP 1 O
32 DIGITAL OUT WATER PUMP 2 O
33 LIGHT WATER SPRAY O
47 BATTERY + I
48 BATTERY + I
49 BATTERY + I
50 BATTERY + I

*I = INPUT TERMINAL; O = OUTPUT TERMINAL; C = CAN TERMINAL

0501070709_2_10

SLIDE 59

The ECM (31) is equipped with a 50-pin connector. When the • ECM connector
engine start switch is in the ON position or in the START position,
the ECM receives power from the ECM fuse at the following
terminals: “2,” “47,” “48,” “49,” “50.” The ECM is grounded at
terminal “1.”

The CAN lines provide high-speed communication between the • CAN lines
ECM (3) and the electronic service tool. The CAN requires a
positive line, a negative line, and a grounded shield. The positive line
is connected to terminal “3” of the ECM. The negative line is
connected to terminal “4” of the ECM. The grounded shield is
connected to terminal “5” of the ECM.

The ECMs on the CB534D and the CB564D are physically the • ECM identification
same. In order to prevent incorrect software installation, the harness terminals
configuration on each machine provides one or two switch input
signals to the ECM. These input signals identify the machine on
which the ECM is installed. The harness on the CB564D provides a
12-volt input signal to terminal “19” of the ECM.

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QESV1318

• Sensor power Terminal “8” of the ECM generates a 5-volt output signal. A
resistor in the circuit between terminal “8” of the ECM and contact
“A” of the intermittent spray potentiometer causes a voltage drop.
The reduced voltage is available to the potentiometer. Terminal “9”
of the ECM provides a common ground for contact “B” of the
intermittent spray potentiometer.

• Input terminals To control the water spray system, the ECM gathers input at the
following terminals:

• Terminal “14”—The ECM receives a voltage input signal at this

terminal when the water spray selector switch is in the
AUTOMATIC position and in the NUMBER-ONE PUMP
position.

• Terminal “15”—The ECM receives a voltage input signal at this

terminal when the water spray selector switch is in the
AUTOMATIC position and in the NUMBER-TWO PUMP
position.

• Terminal “22”—The ECM tracks the condition of the circuit at

terminal “22 to determine the status of the water spray system:
ON or OFF. After the ECM receives power, the first time an
electrical impulse is detected at terminal “22,” the ECM engages
the water spray system. A second impulse at terminal “22” causes
the ECM to disengage the system, and so on.

• Terminal “24”—The ECM monitors the input signal from the

propulsion lever sensor at this terminal. The ECM uses this signal
to determine when the propulsion lever is in the NEUTRAL
position.

• Terminal “28”—The ECM monitors the input signal from the

intermittent spray control potentiometer. The ECM uses this input
to control the on and off cycle during automatic operation.

• Output terminals The system software analyzes the input signals and determines if an
output signal should be sent to the number-one water spray relay
(terminal “31”), the number-two water spray relay (terminal “32”),
and/or the water spray lights (terminal “33”).

The ECM applies the following logic to control the water spray
system: when the ECM determines that the water spray system is
ON, a signal is sent to the water spray indicator on the instrument
panel. When the ECM determines that the water system is in the ON
cycle and the propulsion lever is in the FORWARD range, the ECM
sends a signal to the coil of the number-one water spray relay. When
the signal from the propulsion lever sensor is in the reverse range,
the ECM sends a signal to the number-two water spray relay.

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 QESV1318

CB564D FAULT CODES

WATER SPRAY SYSTEM

FAULT CODES FOR WATER SPRAY SYSTEM

FLASH SEQUENCE DIAGNOSTIC SCREEN NAME FAULT DESCRIPTION FAULT LEVEL
4-1 CP_H2O TIMER_FLT WATER TIMER INVALID WORKING RANGE 1
4-2 CP_H2O_TMR_CAL_FLT TIMER CALIBRATION FAULT 1
4-3 CP_H2O_MODE_FLT WATER MODE INVALID INPUT SIGNALS 1
4-4 CP_H2O_SWON_FLT WATER SWITCH ON POSITION INVALID INPUT 1

0711070717_4

SLIDE 60

On the CB564D, the ECM monitors circuits and components in the • Fault codes
water spray system for faults. When a fault is detected, the ECM
flashes a fault code on the parking brake indicator (refer to Slide
74). Service technicians can also use an electronic service tool to
retrieve fault information.

Each fault code consists of a series of long flashes followed by a

series of short flashes. Each long flash lasts for approximately one
second. Each short flash lasts for approximately one-half of a
second. The ECM creates a three-second pause between fault codes.
After the ECM has flashed the code for each active fault, the ECM
begins the sequence again.

The system categorizes the faults in three levels: level one, level two, • Fault levels
and level three. All the faults in this system are level-one faults. A
level-one warning alerts the operator to a specific machine system
operating condition.

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QESV1318

• Flash code 4-1 If the ECM detects a fault in the working range of the water timer,
the system flashes the “4-1” code. This code indicates a level-one
fault. Possible causes for this fault include: open circuit, short to
battery or ground, incorrect potentiometer, incorrect calibration.

• Flash code 4-2 If the ECM detects a fault during the calibration process for the
water spray timer, the ECM flashes the “4-2” code. This code
indicates a level-one fault. This fault occurs if the ECM does not
detect one of the following signals during the calibration procedure:
4.4 ± 0.5 volts for the maximum value, 0.6 ± 0.5 volts for the
minimum value. Possible causes for this fault include: open circuit,
short to battery or ground, faulty sensor.

• Flash code 4-3 If the ECM detects an invalid signal combination from the water
pump selector switch, the system flashes the “4-3” code. This code
indicates a level-one fault. The water pump selector switch fault can
occur when both signals from the switch are open. Possible causes
for this fault include: open circuit, faulty switch.

• Flash code 4-4 If the ECM detects an invalid signal water spray master switch, the
system flashes the “4-4” code. This code indicates a level-one fault.
The water spray master switch fault can occur when the input signal
from the switch is on for more than 15 seconds. Possible causes for
this fault include: short to battery, faulty switch.

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5 6
IMG_4389_1_3

SLIDE 61

Fuses
The fuse bank (2) is located in a compartment at the base of the • Base of right console
right console. The compartment cover provides access to the fuses.
A decal on the inside of the compartment cover uses international
symbols to identify the function of each fuse.

The fuse bank contains four rows of fuses arranged in four columns • Component location
(refer to Slide 14). The fuses which protect components in the water 2. Fuse bank
spray system include: 3. Number-one water
spray relay
• Water spray fuse—This fuse is located in the first row, first 4. Number-two water
column. The water spay fuse receives power from the main power spray relay
relay. On the CB534D, this fuse distributes power to contact “3” 5. Neutral stop relay
of the number-one water spray relay and to contact “3” of the (CB534D only)
drum spray lights relay. On the CB564D, the water spray fuse 6. Drum spray lights relay
distributes power to contact “3” of the number-one water spray (CB534D only)
relay and to contact “3” of the number-two water spray relay.

• ECM fuse—This fuse is located in the first row, second column.

The ECM fuse receives power from the main power relay and
distributes power to the propulsion lever sensor and the ECM. On
the CB564D, the ECM fuse also distributes power to the water
pump selector switch.

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QESV1318

Relays
• Relay banks The compartment at the base of the right console contains two relay
banks. The compartment cover provides access to the relays. A decal
on the inside of the compartment cover uses international symbols
to identify the function of each relay.

Each relay bank contains two rows of relays arranged in three

columns. The top relay bank does not contain any relays which are
part of the water spray system. The bottom relay bank contains the
following relays which are part of the water spray system:

• Number-one water spray relay (3)—This relay is located in the

first row, first column of the bottom relay bank.

• Number-two water spray relay (4)—This relay is located in the

first row, second column of the bottom relay bank.

• Neutral stop relay (5)—This relay is located in the second row,

second column of the bottom relay bank on the CB534D. The
CB564D is not equipped with this relay.

• Drum spray lights relay (6)—This relay is located in the second

row, third column of the bottom relay bank on the CB534D. The
CB564D is not equipped with this relay.

• Number-one water spray On the CB534D, the coil of the number-one water spray relay
relay on CB534D receives power from contact “1” of the water spray timer when the
timer is in the on cycle. When the coil of the number-one water
spray relay is energized, power is delivered to the water pump
selector switch.

• Number-one water spray On the CB564D, the ECM controls the power supply circuit to the
relay on CB564D coil of the number-one water spray relay. When the coil of this relay
is energized, power is distributed to the number-one water pump.

• Number-two water spray On the CB534D, the number-two water spray relay and the neutral
relay and neutral stop stop relay are controlled by the ECM. The number-two water spray
relay on CB534D relay is de-energized when the propulsion control lever is in the
FORWARD range and energized when the propulsion lever is in the
REVERSE range. The neutral stop relay is energized when the
propulsion lever is in the NEUTRAL position, and de-energized
when the propulsion lever is in the FORWARD range or in the
REVERSE range.

On the CB534D, the number-two water spray relay and the neutral
stop relay work in conjunction to control the water spray system
when the water spray mode switch is in AUTOMATIC. The
number-one water spray relay is used to control which water pump
is active, and the neutral stop relay prevents either water spray
motor from operating when the propulsion lever is in NEUTRAL.

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 QESV1318

On the CB564D, the ECM controls the number-two water spray • Number-two water spray
relay. When the coil of this relay is energized, power is distributed to relay on CB564D
the number-two water pump.

On the CB534D, the ECM controls the drum spray lights relay. • Drum spray lights relay
When the water spray system is operating, the ECM energizes the on CB534D
coil of the drum lights relay. When the coil of this relay is energized,
power is distributed to the drum spray lights.

IMG_4485_1_3

SLIDE 62

Water Tank

The machine is equipped with a single water tank. The fill port (1) is • Front of machine
located in front of the operator’s station. The water tank is located
under the operator platform. The water tank is made of black
polyethylene to reduce algae growth.

The fill port (1) of the water tank contains a mesh filter which • Component location
prevents large debris from entering the tank. The refill capacity of 1. Fill port (1)
the water tank is 1100 L (290 U.S. gal).

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QESV1318

IMG_4484_1_3

SLIDE 63

• Top right side of water The water level sender (2) is installed in the top of the water tank,
tank on the right side of the machine. The sender is located at the rear of
the tank.

• Component location
2. Water level sender
The water level sender (2) is a resistance-type sender. The water
spray sender drives the water level gauge on the instrument panel.
The resistance through the water level sender when the water tank is
empty is 240 Ohms. The resistance through the water level sender
when the water tank is full is 30 Ohms.

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 QESV1318

3 5 4
IMG_4483_1_3

SLIDE 64

Electric Motor (Water Spray)

The water spray motor and pump group is a single unit. The • Right side of machine,
machine is equipped with two motor and pump groups (3 and 4). articulation area
Both motor and pump groups are located in the articulation area, on
the right side of the machine.

The motor and pump groups (3 and 4) have an electric motor which • Component location
drives a diaphragm-type pump. Both motor and pump groups draw 1. Shutoff valve
water from the machine water tank through the water filter (2) and 2. Filter
supply water to the front and rear spray bars. Only one motor and 3. Motor and pump group
pump group operates at a time. The electrical system determines 4. Motor and pump group
which motor and pump group is operational. 5. Chain (for drain plug)

Each pump contains an internal pressure switch. If the pressure in • Pressure switches
the system exceeds 290 kPa (42 psi), the switch opens, and electrical
power to the motor is discontinued. When the pressure in the system
decreases to 200 kPa (29 psi), the switch closes, and electrical power
is delivered to the motor.

A shutoff valve (1) is located between the water tank and the filter, • Shutoff valve (1) and
and a drain plug is located in the water tank. A chain (5) is attached drain valves
to the drain plug. Two additional drain valves are located to the
right of the motor and pump group. These valves drain the pumps
and the distribution lines to the front and rear spray bars.

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IMG_4486_1_3

SLIDE 65

Water Spray Bars

• Front of machine A water spray bar (1) is located behind the access doors at the front
and the rear of the machine. The spray bars are made of
polyethylene material to prevent corrosion. Each spray bar contains
evenly spaced nozzles across the width of the drum. Each nozzle is
equipped with a corrosion-resistant strainer to protect the nozzle
from debris. Tools are not required to disassemble and clean the
nozzles.

• Component location NOTE: The nozzles provide a uniform flow rate across the drum. If
1. Water spray bar extra flow is desired, the standard nozzles can be replaced with high-
2. Spray bar lights flow nozzles. However, in this case, water consumption will be
higher.

The front an the rear of the machine are equipped with spray bar
lights (2). These lights illuminate the drums when the water spray
system is operating.

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 QESV1318

CB534D WATER SPRAY ELECTRICAL SYSTEM

200-BK 200-BK
C937-WH C937-WH
C923-OR
112-PU B+ FROM MAIN POWER RELAY C936-GY
C922-BR
2 1 2 1
5 5
NUMBER-ONE WATER
112-PU 10A 110-GN 110-GN C905-OR C923-OR SPRAY MOTOR
3 3
C922-BR
WATER SPRAY FUSE 4 4
1 C922-BR
NUMBER-TWO M 2 200-BK
NUMBER-ONE WATER SPRAY RELAY
WATER SPRAY RELAY

C922-BR
135-BU

200-BK
112-PU

C923-OR
C937-WH
15A C905-OR
C936-GY C904-GN NUMBER-TWO WATER
ECM FUSE SPRAY MOTOR
110-GN 110-GN

PROPULSION LEVER 1 C923-OR

M 2 200-BK
H751-OR 1 N/O DRUM OFFSET
CAN A F711-GN 2 N/C LEFT DRUM OFFSET
B F712-GY H750-BR 3 N/O RIGHT DRUM OFFSET C905-OR
PORT C A249-BK 4 N/C RIGHT DRUM OFFSET
5 + SWITCH COMMON C904-GN
A305-YL 6 N/O HORN 110-GN
CAN 7 N/C HORN WATER PUMP

C903-BU

C922-BR

200-BK
C905-OR

C923-OR
C937-WH
P979-YL 8 N/O WATER SPRAY 330-YL
RESISTOR SELECTOR SWITCH
9 N/C WATER SPRAY C935-PU
A F711-GN P978-GN 10 N/O VIBE 11
B F712-GY 11 N/C VIBE
C A249-BK 12 1 2 1 2 13
C903-BU
5 5 14
135-BU 1 + BATTERY C905-OR
3 3
JN C9/ 200-BK 2 GROUND 3
AH C4 K708-BU 3 SIGNAL 4 4
12
28 135-BU 4 C922-BR
29 200-BK DRUM SPRAY NEUTRAL 15
PROPULSION SENSOR LIGHTS RELAY STOP RELAY C905-OR
330-YL 16
C905-OR
M905-WH C935-PU 6
M904-OR WATER SPRAY INDICATOR C923-OR
ELECTRONIC CONTROL 200-BK 200-BK
9

MODULE (ECM) C935-PU 1 WATER SPRAY

200-BK 200-BK 2 GROUND 10
BATTERY 1 C932-YL 3 VIBRATOR A631-BU
BATTERY + 2 135-BU
200-BK 4 GROUND

614-PU
CAN + 3 F711-GN A249-BK C935-PU
CAN 4 F712-GY F712-GY
CAN SHIELD 5 A249-BK F711-GN INTERMITTENT SPRAY WATER SPRAY TIMER
CONFIG 0 19 M904-OR 135-BU FROM MASTER LIGHT SWITCH
WATER IN 22 P979-YL 135-BU
POTENTIOMETER
CONFIG 1 23 M905-WH 135-BU 4
HANDLE PWM 24 K708-BU 135-BU 1 C937-WH C937-WH
ON TIME
NEUTRAL LIGHT 35 330-YL 135-BU
WATER LEFT 45 C935-PU C936-GY BR A N930-BR N930-BR 5 TO FRONT SPRAY BAR LIGHTS
BACK UP 46 C936-GY P979-YL BK B N929-YL 2 C935-PU
BATTERY + 47 135-BU K708-BU RD C N928-OR
BATTERY + 48 135-BU 330-YL N929-YL 6
TO REAR SPRAY BAR LIGHTS
BATTERY + 49 135-BU C935-PU OFF TIME
BATTERY + 50 135-BU 200-BK 200-BK 200-BK 3 200-BK
N928-OR 7

200-BK

0503071256_2_3

SLIDE 66

Water Spray Electrical Schematic

When the main power relay is energized, power is available at the • Power distribution
ECM fuse and the water spray fuse through 112-PU wires. When
the ECM fuse is closed, power is available at contact “1” of the
propulsion sensor and terminals “2,” “47,” “48,” “49,” “50” of the
ECM through 135-BU wires. When the water spray fuse is closed,
power is available at contact “3” of the number-one water spray
relay and contact “3” of the drum spray lights relay through 110-
GN wires.

After the ECM receives power, it begins to monitor the circuit at • Water spray control logic
terminal “22.” The water spray master switch on the propulsion
lever provides the input signal to this terminal. When the water
spray master switch is depressed, the circuit at terminal “22” of the
ECM is complete. This prompts the ECM to initiate the water spray
control logic.

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QESV1318

Since the water spray master switch is a momentary-type switch, the

circuit at terminal “22” of the ECM is only complete while the
switch is held. When the switch is released, the circuit at terminal
“22” returns to its natural state. The ECM monitors the number of
times that the water spray master switch is closed to determine if the
water spray system is ON or OFF. The first time the water spray
master switch is closed (and on all subsequent odd-numbered times),
the ECM enables the water spray system. The second time the
switch is depressed (and on all subsequent even-numbered times),
the ECM disables the water spray system.

• Output signals When the ECM determines that the water spray system is ON, an
output signal is generated from terminal “45.” This signal is sent
through the C935-PU wire to contact “2” of the drum spray lights
relay, to contact “2” of the water spray timer, and to the water spray
indicator. During machine operation, the ECM monitors the signal
at terminal “24” from the propulsion sensor to determine the
position of the propulsion lever. Based on this input, the ECM
determines whether an output signal should be generated from
terminal “35” or terminal “46.” These signals are used in the
propulsion circuit and the water spray circuit.

When the ECM determines that the propulsion lever is in the

REVERSE range, an output signal is generated at terminal “46.”
This signal is sent through the C936-GY wire to the coil of the
number-two water spray relay. When the ECM determines that the
propulsion lever is in the NEUTRAL position, an output signal is
generated at terminal “35.” This signal is sent through the 330-YL
wire to the coil of the neutral stop relay.

• Number-two water spray The number-two water spray relay and the neutral stop relay work
relay and neutral stop in conjunction to control the water spray system when the water
relay pump selector switch is in the AUTOMATIC position. The number-
one water spray relay is used to control which water pump is active,
and the neutral stop relay prevents either water spray motor from
operating when the propulsion lever is in the NEUTRAL position.
These relays only impact the system’s operation when the system is
in AUTOMATIC.

• Water spray timer When power is available at contact “2” of the water spray timer, the
timer cycle is initiated. The ON and OFF cycle time intervals are
determined by the position of the intermittent spray potentiometer.
The N930-BR wire transfers power from contact “5” of the water
spray timer to the potentiometer. The potentiometer wiper provides
the ON signal to contact “4” of the timer, and the ground contact of
the potentiometer provides the OFF signal to contact “7” of the
timer.

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 QESV1318

When the potentiometer is at the lowest setting, the circuit across • Intermittent spray
contact “1” and contact “2” of the timer is open, and the water potentiometer
spray system does not operate. As the potentiometer signal is
increased, contact “1” and contact “2” of the timer close, and
power transfers into the C937-WH wire. This wire delivers power to
the coil of the number-one water spray relay. Contact “1” and
contact “2” of the water spray timer remain closed for the duration
of the ON cycle. After the ON cycle time has elapsed, contact “1”
and contact “2” of the timer open, interrupting the power supply to
the coil of the number-one water spray relay, and beginning the OFF
cycle of the timer. Contact “1” and contact “2” of the timer remain
open for the duration of the OFF cycle.

When the coil of the number-one water spray relay is energized, • Number-one water spray
contact “3” and contact “5” are closed, and power transfers from relay
the 110-GN wire into the C905-OR wire. The C905-OR wire
transfers power to contact “14,” contact “15,” and contact “16,” of
the water pump selector switch. When this switch is in position “1,”
power transfers from contact “15” to contact “12.” Two C922-BR
wires are connected to contact “12” of the water pump selector
switch. One of these wires is connected to contact “4” of the
number-two water spray relay. This wire has no impact on the
circuit when the water tank selector switch is in position “1.” The
other C922-BR wire is connected to the number-one water spray
motor. Power transfers through this wire to the number-one motor
and the motor operates.

When the coil of the number-one water spray relay is energized and
the water pump selector switch is in position “2,” power transfers
from contact “16” to contact “6.” Two C923-OR wires are
connected to contact “6” of the water pump selector switch. One of
these wires is connected to contact “5” of the number-two water
spray relay. This wire has no impact on the circuit when the water
tank selector switch is in position “2.” The other C923-OR wire is
connected to the number-two water spray motor. Power transfers
through this wire to the number-two motor and the motor operates.

When the coil of the number-one water spray relay is energized and
the water pump selector switch is in the AUTOMATIC position,
power transfers from contact “14” to contact “13” of the switch.
The C903-BU wire transfers power from contact “13” of the water
pump selector switch to contact “3” of the neutral stop relay. As
previously described, the ECM controls this relay—the coil of the
relay is energized when the propulsion lever is in NEUTRAL. In this
case, contact “3” and contact “4” of the neutral stop relay are open,
and power is not delivered to contact “3” of the number-two water
spray relay.

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QESV1318

• FORWARD operation When the propulsion lever is in the FORWARD range, the coils of
the neutral stop relay and the number-two water spray relay are de-
energized. Power transfers across the neutral stop relay to contact
“3” of the number-two water spray relay. When the coil of the
number-two water spray relay is de-energized, contact “3” and
contact “4” are closed. With the relay in this condition, power
transfers from the C904-GN wire to the C922-BR wire. The C922-
BR wire transfers power to the number-one water spray motor.

• REVERSE operation When the coil of the number-two water spray relay is energized (the
propulsion lever is in the REVERSE range), contact “3” and contact
“5” are closed, and power is transferred to the number-two water
spray motor through the C923-OR wire. Therefore, when the water
pump selector switch is in the AUTOMATIC position and the
machine is traveling forward, the number-one water spray motor
operates; when the machine is traveling in reverse, the number-two
water pump operates.

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CB564D WATER SPRAY ELECTRICAL SYSTEM

200-BK 200-BK
C937-WH C937-WH
C923-OR
112-PU B+ FROM MAIN POWER RELAY C935-PU
200-BK 2 1 2 1
5 5
NUMBER-ONE WATER
112-PU 10A 110-GN 110-GN C922-BR 110-GN C923-OR SPRAY MOTOR
3 3

WATER SPRAY FUSE 4 4

1 C922-BR
NUMBER-ONE NUMBER-TWO M 2 200-BK
WATER SPRAY RELAY WATER SPRAY RELAY
112-PU 15A 135-BU

ECM FUSE NUMBER-TWO WATER

SPRAY MOTOR
PROPULSION LEVER 1 C923-OR
135-BU + SWITCH COMMON
M 2 200-BK
ELECTRONIC CONTROL 5
P979-YL 8 N/O WATER SPRAY
MODULE (ECM)
BATTERY 1 200-BK
PROPEL SENSOR
BATTERY + 2 135-BU 135-BU 1 + BATTERY
CAN + 3 F711-GN 200-BK 2 GROUND
CAN 4 F712-GY K708-BU 3 SIGNAL WATER PUMP
CAN SHIELD 5 A249-BK SELECTOR SWITCH
5V DC SENSOR + 8 A926-YL
SENSOR POWER GROUND 9 A925-YL RESISTORS 11 135-BU
SWITCH WATER PUMP 1 14 C903-BU
SWITCH WATER PUMP 2 15 C905-OR 13
CONFIG PIN ANALOG 19 A990-BU A915-OR 1 C903-BU
SWITCH WATER ON/OFF 22 P979-YL 2 14
PROPEL HANDLE SPEED PWM 24 K708-BU A925-YL 3 135-BU
CAN A916-GN 4 3
WATER TIMER POTENTIOMETER 28 N929-YL
DIGITAL OUT WATER PUMP 1 31 C937-WH RESISTOR 5 12
DIGITAL OUT WATER PUMP 2 32 C935-PU F711-GN A926-YL 6
A
LIGHT WATER SPRAY 33 A631-BU F712-GY B 15
BATTERY + 47 135-BU 135-BU
A249-BK C 16
BATTERY + 48 135-BU C905-OR
BATTERY + 49 135-BU 6
BATTERY + 50 135-BU 135-BU
9
200-BK 200-BK
WATER SPRAY 10

614-PU
20 INDICATOR
A631-BU 1 WATER SPRAY FROM
200-BK 2 GROUND MASTER
LIGHT
SWITCH

INTERMITTENT SPRAY C937-WH

C905-OR
POTENTIOMETER
MODEL CONFIGURATION
A990-BL A
OR A A916-GN 22 135-BU B
BK B A915-OR 23 200-BK C
WH C N929-YL 24

1115071557_2_3

SLIDE 67

When the main power relay is energized, power is available at the • Power distribution
ECM fuse and the water spray fuse through 112-PU wires. When
the ECM fuse is closed, power is available at contact “5” of the
propulsion lever, contact “1” of the propulsion sensor and terminals
“2,” “47,” “48,” “49,” “50” of the ECM through 135-BU wires.
When the water spray fuse is closed, power is available at contact
“3” of the number-one water spray relay and contact “3” of the
drum spray lights relay through 110-GN wires.

When power is available to the ECM, the ECM generates a 5-volt

output signal from terminal “8.” The A926-YL wire transfers this
signal to contact “6” of the resistor assembly. The resistor causes a
voltage drop, and the reduced signal transfers to contact “A” of the
intermittent spray potentiometer. Contact “B” of the potentiometer
is grounded at terminal “9” of the ECM.

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• Input signals After the ECM receives power, it begins to monitor the circuit at
terminal “22.” The water spray master switch on the propulsion
lever provides the input signal to this terminal. When the water
spray master switch is depressed, the circuit at terminal “22” of the
ECM is complete. This prompts the ECM to initiate the water spray
control logic.

Since the water spray master switch is a momentary-type switch, the

circuit at terminal “22” of the ECM is only complete while the
switch is held. When the switch is released, the circuit at terminal
“22” returns to its natural state. The ECM monitors the number of
times that the water spray master switch is closed to determine if the
water spray system is ON or OFF. The first time the water spray
master switch is closed (and on all subsequent odd-numbered times),
the ECM enables the water spray system. The second time the
switch is depressed (and on all subsequent even-numbered times),
the ECM disables the water spray system.

When the water spray system is enabled, the ECM simultaneously

monitors the circuits at terminal “14” and at terminal “15” in order
to determine the position of the water pump selector switch. When
the circuit at terminal “14” and the circuit at terminal “15” are both
closed, the ECM determines that the water pump selector switch is
in the AUTOMATIC position. When the circuit at terminal “14” is
closed, and the circuit at terminal “15” is open, the ECM determines
that the water pump selector switch is in the NUMBER-ONE PUMP
position. When the circuit at terminal “14” is open, and the circuit
at terminal “15” is closed, the ECM determines that the water pump
selector switch is in the NUMBER-TWO PUMP position.

When the water spray system is enabled, the ECM also monitors the
circuit at terminal “24” and the circuit at terminal “28.” The K980-
BU wire transfers an input signal from the propulsion lever to
terminal “24” of the ECM. The ECM analyzes this signal to
determine the position of the propulsion lever. The N929-YL wire
transfers a signal from contact “C” of the intermittent spray
potentiometer to terminal “28” of the ECM. The ECM uses this
signal to operate a timer when the water pump selector switch is in
the AUTOMTIC position.

When the water pump selector switch is in the AUTOMATIC

position, the ECM uses the input from the intermittent spray
potentiometer to cycle the water spray system on and off. When the
potentiometer is in the MINIMUM position, the ECM will not
operate the water spray system. When the potentiometer is in the
MAXIMUM position, the ECM cycles the water spray system on for
15 seconds and off for 15 seconds while the machine is moving.
When the machine is stopped, the ECM does not operate the water
spray system.

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 QESV1318

When the ECM determines that the water spray system is ON, a • Output signals
signal is sent from terminal “33” to the water spray indicator on the
instrument panel.

When the ECM determines that the water pump selector switch is in
the NUMBER-ONE PUMP position, the ECM generates an output
signal from terminal “31.” The 937-WH wire transfers this signal to
the coil of the number-one water spray relay. In this case, power
transfers from contact “5” of the relay to the number-one water
spray motor. This signal will continue until the water spray master
switch is cycled off or the water pump selector switch is moved into
another position.

When the ECM determines that the water pump selector switch is in
the NUMBER-TWO PUMP position, the ECM generates an output
signal from terminal “32.” The C935-PU wire transfers this signal
to the coil of the number-two water spray relay. In this case, power
transfers from contact “5” of the relay to the number-two water
spray motor. This signal will continue until the water spray master
switch is cycled off or the water pump selector switch is moved into
another position

When the ECM determines that the water pump selector switch is in
the AUTOMATIC position, the ECM simultaneously monitors the
position of the propulsion lever and the position of the intermittent
spray potentiometer in order to determine which of the water spray
relays to energize.

When the ECM determines that the water system is in the on cycle
and the propulsion lever is in the FORWARD range, the ECM sends
a signal to the coil of the number-one water spray relay. When the
water system is in the OFF cycle, the signal to the number-one water
spray relay is discontinued.

When the water system is in the on cycle and the signal from the
propulsion lever sensor is in the REVERSE range, the ECM sends a
signal to the number-two water spray relay. When the water system
is in the OFF cycle, the signal to the number-two water spray relay is
discontinued.

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QESV1318

TIMG_4647

SLIDE 68

Propulsion System

INTRODUCTION

• Section description The propulsion control system contains an electrical portion, a

hydraulic portion, and a mechanical portion. The electrical portion
is made up of an electronic control module (ECM) and associated
input and output devices. The hydraulic portion consists of a closed-
circuit hydrostatic drive loop with a single pump and two motors,
and the mechanical portion is comprised of a planetary gear reducer
to drive each drum.

The propulsion hydraulic system shares a common hydraulic tank

with the steering and vibratory hydraulic systems. The steering
pump supplies charge oil to the propulsion system. On the CB534D,
the front propulsion motor is a single-speed motor, and the rear
propulsion motor is a two-speed motor. On the CB564D, the front
propulsion motor and the rear propulsion motor are two-speed
motors. Each gear reducer is equipped with spring-applied,
hydraulically released parking brake.

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 QESV1318

The propulsion system section of this presentation is divided into

segments. The first segments show the location of all hydraulic and
electrical components on the machine which are involved with
machine propulsion. A brief discussion of each component is
provided in these segments. Cross-sectional views of selected
components are also used in the some of these segments in order to
further explain the operation of components in the propulsion
system.

The last section explains the operation of the electrical and

hydraulic systems. Electrical and hydraulic schematics are used in
this segment to trace current through the electrical system and
hydraulic oil through the hydraulic system.

1 2 3 4

IMG_4376_1_3

SLIDE 69

OPERATOR CONTROLS

The propulsion lever (1), automatic speed control dial (2), shift • Right console
switch (3), and parking brake switch (4) are located on the right
console.

The propulsion lever (1) controls the machine’s speed and travel • Component location
direction. A sensor detects the position of the lever. The sensor sends 1. Propulsion lever
an input signal to the ECM, which, in turn, determines the chosen 2. Automatic speed
travel direction and speed. The sensor is located inside the right control dial
operator’s console (refer to Slide 30). 3. Shift switch
4. Parking brake switch

99
QESV1318

For forward travel, the propulsion lever (1) must be pushed toward
the front of the machine. For reverse travel, the lever must be pulled
toward the back of the machine. The travel speed increases the
farther the lever is moved away from the center position. The center
position of the lever represents the NEUTRAL position.

• Propulsion sensor The propulsion sensor monitors the position of the propulsion lever
(1). The sensor converts the position of the propulsion lever to an
electrical impulse. The impulse takes the form of a pulse-width-
modulated signal with a duty cycle between approximately 9 percent
and 91 percent. The lowest duty cycle of the signal corresponds to
the full-reverse position of the propulsion lever, and the highest duty
cycle corresponds to the full-forward position of the propulsion
lever. When the propulsion lever is in the NEUTRAL position, the
duty cycle is approximately 50 percent.

Contact “1” of the propulsion lever sensor receives power from the
ECM fuse (refer to Slide 28). Contact “2” of the sensor is grounded.
Contact “3” of the propulsion lever sensor sends an input signal to
terminal “24” of the ECM.

• Proximity switch A proximity switch is installed at the base of the propulsion lever
(1). This switch is located inside the right console. The proximity
switch is closed when the propulsion lever is in the NEUTRAL
position.

On the CB534D, contact “C” of the proximity switch receives

power from the ECM fuse (refer to Slide 28). Contact “A” of the
switch is grounded. Contact “B” of the switch is connected to
terminal “15” of the ECM. On the CB564D, contact “C” of the
proximity switch receives power from the joint cutter fuse (refer to
Slide 28). Contact “A” of the switch is grounded. Contact “B” of
the switch is connected to terminal “23” of the ECM.

The ECM evaluates the input from the proximity switch and the
input from the propulsion sensor. During normal operation, the
ECM will read a closed circuit across the proximity switch when the
propulsion lever (1) is in the NETURAL position, and an open
circuit across the switch when the propulsion lever is out of the
NETURAL position.

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 QESV1318

The automatic speed control dial (2) controls the sensitivity of the • Automatic speed control
propulsion lever by limiting the maximum speed at which the dial (2)
machine will travel when the propulsion lever is in the FULL-SPEED
(forward or reverse) position. This allows the operator to adjust the
impact spacing when using the vibratory system. Maximum travel
speed is proportional to the position of the automatic speed control
dial: the farther the dial is rotated counterclockwise, the slower the
maximum travel speed, and the farther the dial is rotated clockwise,
the faster the maximum travel speed. When the automatic speed
control dial is in the MINIMUM-SPEED position, the machine
remains in neutral.

The shift switch (3) is a rocker switch with two positions. The front • Shift switch (3)
position of the switch is the HIGH-SPEED position. The rear
position of the switch is the LOW-SPEED position.

On the CB534D, the brake fuse distributes power to contact “2” of • Shift switch on CB534D
the shift switch (3). Contact “3” of the switch is connected to the
shift solenoid and to terminal “12” of the ECM. The shift switch
directly controls the shift solenoid. The ECM uses the input from the
shift switch to determine the appropriate speed map to use in order
to control machine speed.

On the CB564D, the ECM fuse distributes power to contact “2” • Shift switch on CB564D
and contact “5” of the shift switch (3). Contact “1” of the switch is
connected to terminal “12” of the ECM. Contact “6” of the switch
is connected to terminal “13” of the ECM. When the shift switch is
in the LOW-SPEED position, the circuit at terminal “12” of the
ECM is complete. When the shift switch is in the HIGH-SPEED
position, the circuit at terminal “13” of the ECM is complete. The
ECM uses the input from the shift switch control the shift solenoid
and to determine the appropriate speed map to use in order to
control machine speed.

The parking brake switch (4) is a push-button switch with two • Parking brake switch (4)
positions. The parking brake switch is in the ON position when the
switch is pushed in. The switch is in the OFF position when the
switch is pulled out. The parking brake switch contains an integral
indicator. The indicator is illuminated when the switch is in the ON
position.

Contact “1” and contact “3” of the parking brake switch (4) receive
power from the brake fuse (refer to Slide 28). Contact “2” of the
switch is connected to terminal “7” of the ECM. Contact “4” of the
switch is connected to terminal “6” of the ECM. When the parking
brake switch is in the OFF position, contact “1” and contact “2” of
the switch are closed. When the parking brake switch is in the ON
position, contact “3” and contact “4” of the switch are closed.
When the ECM determines that the parking brake switch is in the
ON position, the ECM disengages the propulsion system.

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CB534D ASPHALT COMPACTOR

ECM CONNECTOR PROPULSION CONTROL
TERMINALS OF ECM
TERMINAL FUNCTION TYPE*
1 BATTERY O
2 BATTERY + I
3 CAN + C
4 CAN C
5 CAN SHIELD C
6 BRAKE NORMALLY OPEN I
7 BRAKE NORMALLY CLOSED I
8 5 VOLTS + O
1 5 6 10
9 5 VOLTS I
11 15 16 20
12 SHIFT SWITCH I
21 25 26 30 15 PROXIMITY SWITCH I
31 35 36 40 19 CONFIGURATION 0" I

41 45 46 50 23 CONFIGURATION 1" I
24 HANDLE PWM I
27 AUTOMATIC SPEED CONTROL I
34 BRAKE LIGHT O
35 NEUTRAL LIGHT O
37 INTERLOCK SOLENOID O
38 PROPEL FORWARD O
39 PROPEL REVERSE O
42 BRAKE SELECT O
46 BACK UP O
47 BATTERY + I
48 BATTERY + I
49 BATTERY + I
50 BATTERY + I
*I = INPUT TERMINAL; O = OUTPUT TERMINAL; C = CAN TERMINAL
0501070709_2_4

SLIDE 70

PROPULSION ELECTRICAL SYSTEM

Electronic Control Module (ECM) for CB534D

• ECM connector The ECM is equipped with a 50-pin connector. When the engine
start switch is in the ON position or in the START position, the
ECM receives power from the ECM fuse at the following terminals:
“2,” “47,” “48,” “49,” “50.” The ECM is grounded at terminal
“1.”

• Power supply terminal After the ECM has been activated, the ECM generates a 5-volt
power output signal from terminal “8.” Power transfers from this
terminal to the automatic speed control potentiometer.

• Common ground terminal Terminal “9” of the ECM provides a ground path for the automatic
speed control potentiometer.

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 QESV1318

The CAN lines provide high-speed communication between the • CAN lines
ECM and the electronic service tool. The CAN requires a positive
line, a negative line, and a grounded shield. The positive line is
connected to terminal “3” of the ECM. The negative line is
connected to terminal “4” of the ECM. The grounded shield is
connected to terminal “5” of the ECM.

The ECMs on the CB534D and the CB564D are physically the • ECM identification
same. In order to prevent incorrect software installation, the harness terminals
configuration on each machine provides one or two switch input
signals to the ECM. These input signals identify the machine on
which the ECM is installed. The harness on the CB534D ECM is
wired as follows:

• terminal “19”—power

• terminal “23”—ground.

To control machine propulsion, the ECM gathers input signals at the • Input terminals
following terminals:

• Terminal “6”—The parking brake switch provides a digital input

signal to this terminal when the switch is in the ON position.
When this input signal is present, the ECM disables the propulsion
system and generates an output signal from terminal “34.”

• Terminal “7”—The parking brake switch provides a digital input

signal to this terminal when the switch is in the OFF position. The
ECM uses the input signal at this terminal as one of the
parameters of the brake release logic.

• Terminal “12”—The shift switch provides a digital input signal to

this terminal when the switch is in the SECOND-SPEED position.
The ECM uses this input signal as one of the parameters to control
machine speed.

• Terminal “15”—The proximity switch provides a digital input

signal to this terminal when the switch is closed (the propulsion
lever is in the NEUTRAL position). The ECM simultaneously
monitors this terminal and the input signal at terminal “24.” The
ECM expects the circuit at terminal “15” to be open when the
input signal at terminal “24” indicates that the propulsion lever is
in the FORWARD range and in the REVERSE range. The ECM
expects to see a closed circuit at terminal “15” when the input
signal at terminal “24” indicates that the propulsion lever is in the
NEUTRAL position. If the input signals do not match the
parameters the ECM expects, the ECM disables the propulsion
system and generates a level-three fault.

• Terminal “24”—The propulsion sensor provides a pulse-width

modulated input signal to this terminal. The ECM uses this signal
as one of the parameters to control machine speed and direction.

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QESV1318

• Terminal “27”—The automatic speed control potentiometer

provides an analog input signal to this terminal. The ECM uses
this input signal as one of the parameters to control machine
speed.

• Output terminals Software in the ECM analyzes the input and determines if an output
signal should be sent from the following terminals:

• Terminal “34”—When the ECM determines that the parking

brake is engaged, the ECM generates a digital output signal from
this terminal. This signal is sent to the parking brake indicator.
The ECM also transmits fault information from this terminal.

• Terminal “35”—When the ECM determines that the propulsion

lever is in the NEUTRAL position, the ECM generates a digital
output signal from this terminal. This signal is sent to the
NETURAL indicator.

• Terminal “37”—The ECM directs a digital output signal from this

terminal when the ECM determines that the propulsion system
should be disabled. This signal is sent to the interlock solenoid.

• Terminal “38”—When the ECM determines that the machine

should be moving in forward, a pulse-width modulated signal is
generated from this terminal. The duty cycle of the signal is
proportional to the desired travel speed.

• Terminal “39”—When the ECM determines that the machine

should be moving in reverse, a pulse-width modulated signal is
generated from this terminal. The duty cycle of the signal is
proportional to the desired travel speed.

• Terminal “42”—The ECM directs a digital output signal from this

terminal in order to release the parking brake. This signal is sent
to the parking brake solenoid.

• Terminal “46”—When the ECM determines that the propulsion

lever is in the REVERSE range, the ECM generates a pulsed,
digital output signal from this terminal. These signal pulses are
sent to the backup alarm.

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 QESV1318

CB564D ASPHALT COMPACTOR

ECM CONNECTOR PROPULSION CONTROL
TERMINALS OF ECM
TERMINAL FUNCTION TYPE*
1 BATTERY O
2 BATTERY + I
3 CAN + C
4 CAN C
5 CAN SHIELD C
6 BRAKE SWITCH NORMALLY OPEN I
7 BRAKE SWITCH NORMALLY CLOSED I
8 5 VOLTS + O
9 5 VOLTS I
12 SHIFT SWITCH 1" I

1 5 6 10 13 SHIFT SWITCH 2" I

18 ENGINE OIL PRESSURE I
11 15 16 20
19 CONFIGURATION PIN I
21 25 26 30
23 NEUTRAL SWITCH I
31 35 36 40 24 PROPULSION HANDLE SPEED PWM I
41 45 46 50 25 HYDRAULIC CHARGE PRESSURE I
27 SPEED DIAL POTENTIOMETER I
34 PARKING BRAKE LIGHT O
35 NEUTRAL LIGHT O
37 SHIFT SOLENOID O
38 PROPULSION FORWARD SOLENOID O
39 PROPULSION REVERSE SOLENOID O
42 BRAKE SOLENOID O
45 INTERLOCK SOLENOID O
46 BACK UP ALARM O
47 BATTERY + I
48 BATTERY + I
49 BATTERY + I
50 BATTERY + I
*I = INPUT TERMINAL; O = OUTPUT TERMINAL; C = CAN TERMINAL 0501070709_2_11

SLIDE 71

Electronic Control Module (ECM) for CB564D

The ECM is equipped with a 50-pin connector. When the engine • ECM connector
start switch is in the ON position or in the START position, the
ECM receives power from the ECM fuse at the following terminals:
“2,” “47,” “48,” “49,” “50.” The ECM is grounded at terminal
“1.”

After the ECM has been activated, the ECM generates a 5-volt • Power supply terminal
power output signal from terminal “8.” Power transfers from this
terminal to the automatic speed control potentiometer.

Terminal “9” of the ECM provides a ground path for the automatic • Common ground terminal
speed control potentiometer.

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QESV1318

• CAN lines The CAN lines provide high-speed communication between the
ECM and the electronic service tool. The CAN requires a positive
line, a negative line, and a grounded shield. The positive line is
connected to terminal “3” of the ECM. The negative line is
connected to terminal “4” of the ECM. The grounded shield is
connected to terminal “5” of the ECM.

• ECM identification The ECMs on the CB534D and the CB564D are physically the
terminals same. In order to prevent incorrect software installation, the harness
configuration on each machine provides one or two switch input
signals to the ECM. These input signals identify the machine on
which the ECM is installed. The harness on the CB564D provides a
12-volt input signal to terminal “19” of the ECM.

• Input terminals To control machine propulsion, the ECM gathers input signals at the
following terminals:

• Terminal “6”—The parking brake switch provides a digital input

signal to this terminal when the switch is in the ON position.
When this input signal is present, the ECM disables the propulsion
system and generates an output signal from terminal “34.”

• Terminal “7”—The parking brake switch provides a digital input

signal to this terminal when the switch is in the OFF position. The
ECM uses the input signal at this terminal as one of the
parameters of the brake release logic.

• Terminal “12”—The shift switch provides a digital input signal to

this terminal when the switch is in the FIRST-SPEED position. The
ECM uses this input signal as one of the parameters to control
machine speed.

• Terminal “13”—The shift switch provides a digital input signal to

this terminal when the switch is in the SECOND-SPEED position.
The ECM uses this input signal as one of the parameters to control
machine speed and to control the shift solenoid.

• Terminal “18”—The engine oil pressure switch provides a digital

input signal to this terminal when the engine oil pressure is below
the actuation pressure of the engine oil pressure switch. When the
ECM reads an input signal at this terminal, the ECM disables the
propulsion system.

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 QESV1318

• Terminal “23”—The proximity switch provides a digital input

signal to this terminal when the switch is closed (the propulsion
lever is in the NEUTRAL position). The ECM simultaneously
monitors this terminal and the input signal at terminal “24.” The
ECM expects the circuit at terminal “23” to be open when the
input signal at terminal “24” indicates that the propulsion lever is
in the FORWARD range and in the REVERSE range. The ECM
expects to see a closed circuit at terminal “23” when the input
signal at terminal “24” indicates that the propulsion lever is in the
NEUTRAL position. If the input signals do not match the
parameters the ECM expects, the ECM disables the propulsion
system and generates a level-three fault.

• Terminal “24”—The propulsion sensor provides a pulse-width

modulated input signal to this terminal. The ECM uses this signal
as one of the parameters to control machine speed and direction.

• Terminal “18”—The charge pressure switch provides a digital

input signal to this terminal when the charge pressure is below the
actuation pressure of the charge pressure switch. When the ECM
reads an input signal at this terminal, the ECM disables the
propulsion system.

• Terminal “27”—The automatic speed control potentiometer

provides an analog input signal to this terminal. The ECM uses
this input signal as one of the parameters to control machine
speed.

Software in the ECM analyzes the input and determines if an output • Output terminals
signal should be sent from the following terminals:

• Terminal “34”—When the ECM determines that the parking

brake is engaged, the ECM generates a digital output signal from
this terminal. This signal is sent to the parking brake indicator.
The ECM also transmits fault information from this terminal.

• Terminal “35”—When the ECM determines that the propulsion

lever is in the NEUTRAL position, the ECM generates a digital
output signal from this terminal. This signal is sent to the
NETURAL indicator.

• Terminal “37”—The ECM directs a digital output signal from this

terminal when the ECM determines that the shift switch is in the
SECOND-SPEED position. This signal is sent to the shift solenoid.

• Terminal “38”—When the ECM determines that the machine

should be moving in forward, a pulse-width modulated signal is
generated from this terminal. The duty cycle of the signal is
proportional to the desired travel speed.

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QESV1318

• Terminal “39”—When the ECM determines that the machine

should be moving in reverse, a pulse-width modulated signal is
generated from this terminal. The duty cycle of the signal is
proportional to the desired travel speed.

• Terminal “42”—The ECM directs a digital output signal from this

terminal in order to release the parking brake. This signal is sent
to the parking brake solenoid.

• Terminal “45”—The ECM directs a digital output signal from this

terminal when the ECM determines that the propulsion system
should be disabled. This signal is sent to the interlock solenoid.

• Terminal “46”—When the ECM determines that the propulsion

lever is in the REVERSE range, the ECM generates a pulsed,
digital output signal from this terminal. These signal pulses are
sent to the backup alarm.

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CB534D AND CB564D FAULT CODES

PROPULSION SYSTEM

FAULT CODES FOR PROPULSION SYSTEM

FLASH SEQUENCE DIAGNOSTIC SCREEN NAME FAULT DESCRIPTION FAULT LEVEL
1-1 CP_BRAKE_SW_FLT BRAKE SWITCH INVALID SIGNAL COMBINATION 3
1-2 CP_PROP_HNDL_FLT PROPEL CONTROL HANDLE SIGNAL OUT OF RANGE 3
1-3 CP_SPDCTRL_FLT SPEED CONTROL SIGNAL OUT OF RANGE 1
1-4 CP_FWD_SOLENOID_FLT FORWARD EDC SOLENOID NOT DETECTED OR SHORT 3
1-5 CP_RVS_SOLENOID_FLT REVERSE EDC SOLENOID NOT DETECTED OR SHORT 3
1-6 CP_PROP_HNDL_CAL_FLT PROPEL CONTROL OUT OF CALIBRATION 1
1-7 CP_SPDCTRL_CAL_FLT SPEED CONTROL OUT OF CALIBRATION 1
1-8 CP_FWD_SOLENOID_CAL_FLT FORWARD EDC OUT OF CALIBRATION 1
1-9 CP_RWD_SOLENOID_CAL_FLT REVERSE EDC OUT OF CALIBRATION 1
3-1 CP_BRAKE_SOLENOID_FLT BRAKE SOLENOID NOT DETECTED OR SHORT 3
3-2 CP_SHUNT-FLT INTERLOCK SOLENOID NOT DETECTED OR SHORT 3
5-1 (1) CP_PROPEL_MODE_FLT PROPEL MODE INVALID SIGNAL 1
(2)
5-2 CP_NEUTRAL_FLT NEUTRAL FAULT PROPEL SENSOR AND PROXIMITY SWITCH 3
5-2 (1) CP_NEUTRAL_FLT SPEED VALVE OPEN OR SHORT 3
5-3 CP_SPEED_SOL_FLT MACHINE TYPE INVALID PIN COMBINATION 3
5-4 CP_BACKHP_ALM_FLT BACKUP ALARM ALARM OR RELAY NOT DETECTED 1
5-5 (1) CP_NEUTRAL_FLT NEUTRAL FAULT PROPEL SENSOR AND PROXIMITY SWITCH 3

NOTES: (1) CB564D ONLY

(2) CB534D ONLY

0711070717_2

SLIDE 72

Fault Codes (Propulsion System)

The ECM monitors circuits and components in the propulsion • Fault codes
system for faults. When a fault is detected, the ECM flashes a fault
code on the parking brake indicator (refer to Slide 74). Service
technicians can also use an electronic service tool to retrieve fault
information.

Each fault code consists of a series of long flashes followed by a

series of short flashes. Each long flash lasts for approximately one
second. Each short flash lasts for approximately one-half of a
second. The ECM creates a three-second pause between fault codes.
After the ECM has flashed the code for each active fault, the ECM
begins the sequence again.

The system categorizes the faults in three levels: level one, level two, • Fault levels
and level three. A level-one warning alerts the operator to a specific
machine system operating condition. Level-two warnings indicate
that an operator response is required. Level-three warnings indicate
that an immediate, controlled machine shutdown is required.

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QESV1318

• Flash code 1-1 If the ECM detects an invalid signal combination from the parking
brake switch, the system flashes the “1-1” code. This code indicates
a level-three fault. The brake switch fault can occur when both
signals from the parking brake switch are the same or when the
ECM detects an open circuit in one or both positions of the switch.
If this fault is present, the machine will not move. Possible causes for
this fault include: on open circuit, a short to battery or ground,
faulty switch contacts.

• Flash code 1-2 If the ECM detects that the input signal from the propulsion sensor
is out of range, the ECM flashes the “1-2” code. This code indicates
a level-three fault. The propulsion control handle fault can occur
when the input signal from the propulsion sensor is one-percent
above the maximum calibration value, one-percent below the
minimum calibration value, or the frequency of the signal is not 505
± 10 Hz. If this fault is present, the machine will not move. Possible
causes for this fault include: incorrect calibration, open circuit, short
to battery or ground.

• Flash code 1-3 If the ECM detects that the input signal from the automatic speed
control potentiometer is out of range, the ECM flashes the “1-3”
code. This code indicates a level-one fault. If this fault occurs during
operation, the ECM continues to operate the machine. In this case,
the ECM uses the last valid setting for the potentiometer as the
default. If the fault is detected when the machine is started, the ECM
applies the default setting for the potentiometer at 25-percent of the
range. Possible causes for this fault include: incorrect resistance
through the potentiometer, incorrect calibration, open circuit, short
to battery or ground.

• Flash code 1-4 If the ECM detects an open circuit, a short to battery, or a short to
ground in the circuit to the forward EDC, the ECM flashes the “1-
4” code. This code indicates a level-three fault. If this fault is
present, the machine will not move. Possible causes for this fault
include: open circuit, short to battery or ground, faulty coil.

• Flash code 1-5 If the ECM detects an open circuit, a short to battery, or a short to
ground in the circuit to the reverse EDC, the ECM flashes the “1-5”
code. This code indicates a level-three fault. If this fault is present,
the machine will not move. Possible causes for this fault include:
open circuit, short to battery or ground, faulty coil.

• Flash code 1-6 If the ECM detects a fault during the calibration process for the
propulsion sensor, the ECM flashes the “1-6” code. This code
indicates a level-one fault. This fault occurs if the ECM does not
detect one of the following signals during the calibration procedure:
90 ± 5 percent for the forward maximum value, 50 ± 5 percent for
the neutral value, 10 ± 5 percent for the reverse minimum value.
Possible causes for this fault include: open circuit, short to battery or
ground, faulty sensor, neutral detent position out of specification.

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If the ECM detects a fault during the calibration process for the • Flash code 1-7
automatic speed control potentiometer, the ECM flashes the “1-7”
code. This code indicates a level-one fault. This fault occurs if the
ECM does not detect one of the following signals during the
calibration procedure: 4.4 ± 0.5 volts for the maximum value, 0.6 ±
0.5 volts for the minimum value. Possible causes for this fault
include: open circuit, short to battery or ground, faulty sensor.

If the ECM detects a fault during the calibration process for the • Flash code 1-8
forward EDC, the ECM flashes the “1-8” code. This code indicates
a level-one fault. This fault occurs if the machine does not move
before the maximum allowed initial current was reached during the
calibration process. Possible causes for this fault include: automatic
speed control potentiometer faulty or in wrong position, excessive
rolling resistance, brake not released.

If the ECM detects a fault during the calibration process for the • Flash code 1-9
reverse EDC, the ECM flashes the “1-9” code. This code indicates a
level-one fault. This fault occurs if the machine does not move
before the maximum allowed initial current was reached during the
calibration process. Possible causes for this fault include: automatic
speed control potentiometer faulty or in wrong position, excessive
rolling resistance, brake not released.

If the ECM detects an open circuit, a short to battery, or a short to • Flash code 3-1
ground in the circuit to the parking brake solenoid, the ECM flashes
the “3-1” code. This code indicates a level-three fault. If this fault is
present, the machine will not move. Possible causes for this fault
include: open circuit, short to battery or ground, faulty coil.

If the ECM detects an open circuit, a short to battery, or a short to • Flash code 3-2
ground in the circuit to the interlock solenoid, the ECM flashes the
“3-2” code. This code indicates a level-three fault. If this fault is
present, the machine will not move. Possible causes for this fault
include: open circuit, short to battery or ground, faulty coil.

If the ECM detects an invalid signal combination of the propulsion • Flash code 5-1
mode input signals, the ECM flashes the “5-1” code. This code
indicates a level-one fault. This fault does not occur on the CB534D.

On the CB534D, if the ECM determines that the input signal from • Flash code 5-2
the propulsion sensor and the input signal from the proximity
switch do not match, the ECM flashes the “5-2” code. This code
indicates a level-three fault. If this fault is present, the machine will
not move. Possible causes for this fault include: faulty connection,
incorrectly adjusted proximity switch, faulty propulsion sensor,
faulty proximity sensor.

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On the CB564D, the “5-2” flash code indicates a speed valve fault.
This fault is a level-three fault. Possible causes for the fault include:
open circuit, short to battery or ground, faulty coil, poor
connection.

• Flash code 5-3 If the ECM determines that the input signals at the machine
configuration terminals are invalid, the ECM flashes the “5-3” code.
On the CB534D, this fault occurs if the ECM detects an open circuit
at terminal “19” or terminal “23.” On the CB564D, this fault
occurs if the ECM detects an open circuit at terminal “19.” This
code indicates a level-three fault. If this fault is present, the machine
will not move.

• Flash code 5-4 On the CB534D, the ECM flashes the “5-4” code if the ECM detects
a fault with the backup alarm relay, the edge cutter relay, and the
water spray relay. All three relays must be faulty to create this code.
On the CB564D, the ECM flashes the “5-4” code if the ECM detects
a fault with the backup alarm relay and the edge cutter relay. Both
relays must be faulty to create this code. On both machines, this
code indicates a level-one fault. Possible causes for this fault include:
open circuit, blown fuse.

• Flash code 5-5 If the ECM determines that the input signal from the propulsion
sensor and the input signal from the proximity switch do not match,
the ECM flashes the “5-5” code. This code indicates a level-three
fault. The fault can occur on the CB564D. If this fault is present, the
machine will not move. Possible causes for this fault include: faulty
connection, incorrectly adjusted proximity switch, faulty propulsion
sensor, faulty proximity sensor.

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2
1 3

IMG_4379_1_3

SLIDE 73

Instrument Panel

A cluster of indicators is located on the left side of the instrument • Instrument panel
panel. This cluster contains eight indicators. The low charge
pressure indicator (1), the hydraulic oil filter plugged indicator (4),
and the hydraulic oil temperature indicator (5) provide the operator
with information about the status of the propulsion charge system.
On the CB564D, the engine oil pressure indicator (2) is also
important in the propulsion system.

The low charge pressure indicator (1) is the top left indicator in the • Component location
group. A pressure switch in the outlet line of the charge filter 1. Low charge pressure
controls this indicator—the indicator illuminates when the charge indicator
pressure is low. On the CB564D, when this indicator is illuminated, 2. Engine oil pressure
the ECM disables the propulsion system. indicator
3. Speedometer
The engine oil pressure indicator (2) is illuminated when the engine 4. Hydraulic oil filter
oil pressure is low. On the CB564D, the ECM disables the plugged indicator
propulsion system when the engine oil pressure indicator is 5. Hydraulic oil
illuminated. temperature indicator

The speedometer (3) is located in the center of the instrument panel. • Speedometer (3)
The I-terminal of the speedometer receives power from the gauge
fuse and the S-terminal receives an input signal from the propulsion
speed sensor. The speedometer is grounded at the G-terminal.

The hydraulic oil filter plugged indicator (4) alerts the operator • Hydraulic oil filter
when the charge filter is plugged. The pressure switch in the base of plugged indicator (4)
the charge filter controls this indicator.

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• Hydraulic oil temperature The temperature switch in the hydraulic tank controls the hydraulic
indicator (5) oil temperature indicator (5). When the temperature of the hydraulic
oil is greater than the actuation temperature of the switch, the
indicator illuminates.

IMG_4382_1_3

SLIDE 74

• Right side of instrument The right side of the instrument panel contains the parking brake
panel indicator (6) and neutral indicator (7).

• Component location The EMC controls the parking brake indicator (6). The parking
6. Parking brake indicator brake indicator is illuminated when the ECM has engaged the brake.
7. Neutral indicator The ECM also uses the parking brake indicator to flash diagnostic
information to the operator.

The ECM controls the neutral indicator (7). The ECM directs an
output signal to the neutral indicator when the propulsion lever is in
the NEUTRAL position.

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IMG_4423_1_3

SLIDE 75

BYPASS VALVE (RETURN MANIFOLD)

Case drain lines from the propulsion pump, propulsion motors, • Right side of engine
vibratory pump, and vibratory motors are connected to the return compartment
manifold (1). Oil from these lines is combined and directed to the
thermal bypass valve inside the manifold.

The thermal bypass valve is a temperature transducer with a bypass • Component location
spool and a relief valve. The temperature transducer controls the 1. Thermal bypass valve
position of the bypass spool, which, in turn, controls the volume of
oil that flows through the oil cooler. The relief valve limits the
maximum pressure in the oil cooler to 350 kPa (51 psi).

When the hydraulic oil temperature is less than 54 °C (130 °F), the
bypass spool is fully open. Under this condition, all the hydraulic oil
is sent to the tank through the return line.

As the hydraulic oil temperature increases from 54 °C (130 °F) to 66

°C (150 °F), the bypass spool shifts. The amount of the shift, and
therefore the amount of oil which is sent to the oil cooler, depends
on the temperature of the oil. When the hydraulic oil temperature
reaches 71 °C (160°F), the bypass spool is fully closed and the valve
acts as the oil cooler bypass relief valve.

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IMG_4491_1_3

SLIDE 76

HYDRAULIC OIL COOLER

• Rear of machine The hydraulic oil cooler (1) is part of the cooling package. This
component is located at the rear of the machine. The engine
compartment cover provides access to the oil cooler.

• Component location Oil from the return manifold is sent through the hydraulic oil cooler
1. Hydraulic oil cooler (1). Oil from the outlet side of the cooler is directed into the
hydraulic tank.

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2 3
4

IMG_4425_1_3

SLIDE 77

HYDRAULIC PUMP (PROPULSION)

The propulsion pump (1) is the first in a series of two pumps which • Engine compartment
are driven by the engine flywheel—the propulsion pump is driven by
the engine, and the vibratory pump is splined to the propulsion
pump. The propulsion pump is electronically controlled, variable-
displacement, axial-piston pump. The ECM controls the pump by
directing output signals to the forward and/or reverse solenoids on
the pump.

NOTE: The forward solenoid and the reverse solenoid are located • Component location
on the rear face of the pump. The K726-BU wire is connected to the 1. Propulsion pump
forward solenoid on the propulsion pump, and the K725-GN wire is 2. Pressure tap (forward)
connected to the reverse solenoid. 3. Parking brake solenoid
4. Reverse combination
The strength and destination of the output signals are determined by valve
the signals the ECM receives from the input devices (for additional 5. Forward combination
information, refer to “Systems Operation”). The ECM provides a valve
variable signal to the propulsion pump solenoids. Signals from the
ECM with strengths between 400-and-1200 mA cause the solenoids
to react. Solenoid reactions move the displacement control spool in
the pump to control the flow of charge oil which acts against either
side of the servo cylinder. The position of the servo cylinder controls
the position of the swashplate in the pump.

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QESV1318

• POR valve The pump housing contains one pressure override relief (POR) valve
(not shown, on the bottom face of the pump) and two combination
valves. The reverse combination valve (4) is located on the rear face
of the pump, and the forward combination valve (5) is located on
the front face of the pump. The propulsion pump housing also
contains the parking brake solenoid (3).

The pressure override relief valve limits the maximum working

pressure in the forward circuit and the reverse circuit of the
propulsion system to 42 500 ± 2000 kPa (6170 ± 290 psi).

• Combination valves (4 The combination valves on the pump act as makeup and relief valves
and 5) and also act as towing valves. In the propulsion system, the relief
section of the valves limits pressure in the high-pressure circuit to
45 000 kPa (6530 psi). The makeup section of the pressure override
relief valves allows charge oil to flow into the low-pressure circuit in
order to replenish the oil lost to loop flushing and internal leakage.

NOTE: The high-pressure relief function of the combination valve

is fast acting. The purpose of the high-pressure relief valve is to
relieve peak pressure in the closed circuit. The high-pressure relief
valve bypasses all pump flow until the slower-acting pressure
override relief valve has time to respond.

• Pressure tap (2) Pressure in the forward circuit can be measured at the pressure tap
(2) in port “MB,” and pressure in the reverse circuit can be
measured in the tap in port “MA” (not shown).

• Charge pressure
Charge pressure in the vibratory and propulsion hydraulic systems is
controlled by a single charge relief valve located on the vibratory
pump. The charge relief valve limits the pressure in the charge circuit
to 3050 ± 200 kPa (443 ± 30 psi). Pressure in the charge system can
be measured at the charge pressure tap in the outlet line of the
charge filter.

• Parking brake solenoid (3)
The parking brake solenoid (3) on the propulsion pump controls the
parking brakes and controls the oil flow to the direction control
valve. When the solenoid is de-energized, the parking brakes are
engaged, and the direction control valve is open to the case drain.
When the solenoid is energized, the parking brakes are released, and
charge oil is also sent to the direction control valve.

Port “X1” and port “X2” on the pumps register the reverse and
forward (respectively) servo piston pressures. Port “X1” and port
“X2” are used when the mechanical-zero and hydraulic-zero
settings are performed on the pump.

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CB534D AND CB564D PROPULSION PUMP

FEEDBACK CONTROL DIRECTION

LEVER ORIFICE CONTROL
VALVE
SERVO
COMBINATION
PISTON
VALVE

SWASHPLATE ROTATING
GROUP

0625070959_A4VG_2

SLIDE 78

Engine rotation turns the pump input shaft. The input shaft is • Pump cross section
splined to the rotating group. The rotating group contains a piston
and barrel assembly. The pistons in the group rotate with the barrel
assembly. The piston slipper feet allow the pistons to follow the
angle of the swashplate. The rotating group only generates flow
when the swashplate is not at zero angle.

When the pump control is actuated, the ECM sends a signal to the • Pump control
appropriate pump control solenoid. The pump control solenoid
causes the direction control spool to move, and charge oil is metered
across the spool. This oil acts against one side of the servo piston,
and the other side of the servo piston is open to the pump case drain.

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QESV1318

The pressure differential between the two sides of the servo piston
causes the piston to move, tilting the swashplate and resulting in
piston displacement in the rotating group. As the swashplate moves,
the feedback linkage tends to move the direction control spool back
to neutral through an internal feedback spring. This action prevents
the servo piston from tilting the swashplate too far by blocking the
charge oil supply, once the tilt angle is proportional to the input
signal for the pump control solenoid.

• Rotating group The slipper pads in the rotating group follow the angle of the
swashplate, causing the pistons to move in and out of the barrel
assembly as the input shaft 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.

• Feedback linkage As the load on the propulsion system increases, increased pressure in
the system tends to move the swashplate towards the neutral
position. This movement causes the feedback linkage to reposition
the direction control spool in order to send additional charge oil
into the servo piston. The increased pressure in the servo piston
prevents the swashplate from moving back towards the neutral
position. The feedback linkage prevents the servo from tilting the
swashplate too far.

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CB534D AND CB564D PROPULSION PUMP

PROPORTIONAL OVERRIDE RELIEF AND COMBINATION VALVES
CHECK
VALVE
P.O.R. VALVE
SPRING

SPOOL

PISTON

SHUTTLE SPOOL RELIEF CARTRIDGES

SPINDLE

TOWING
VALVE
ADJUSTMENT

0625071000_A4VG_2

SLIDE 79

The pump is equipped with two combination valves and one • Pump cross section
pressure override relief valve. The combination valves act as high-
pressure relief valves, makeup valves, and towing valves. The
pressure override relief valve limits the maximum working pressure
in the system.

In the high-pressure circuit, oil acts against the seat of the high- • Combination valves
pressure relief section of the combination valve. If an external force
causes the pressure in the high-pressure circuit to increase above
45 000 kPa (6530 psi), the oil acting against the valve seat
compresses the large spring, and oil from the high-pressure circuit is
directed into the charge circuit.

In the low-pressure circuit, low-pressure oil acts against one side of

the makeup valve poppet in conjunction with the small spring, while
charge oil acts on the opposite side of the makeup valve poppet. If
the pressure in the low-pressure circuit falls below charge pressure,
charge oil acting on the lower poppet moves the entire cartridge up,
allowing charge oil to flow into the low-pressure circuit.

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QESV1318

Each combination valve is equipped with a towing bypass stud.

When the locknut is loosened and the stud is tightened two full turns
beyond first contact with the cartridge assembly, the cartridge
assembly is moved against the spindle. The large spring is
compressed, and the spindle moves off the poppet. When this action
is performed on both combination valves, oil is allowed to freely
exchange between the forward and reverse sides of the hydrostatic
loop. Manipulation of this stud has no affect on the relief setting of
the combination valves.

• Pressure override relief High-pressure oil acts on one end of the shuttle valve in the pressure
valve override relief valve, and low-pressure oil acts on the other end.
High-pressure oil shifts the shuttle valve, allowing high-pressure oil
to act on the piston. When the pressure in the high-pressure circuit is
greater than 42 500 ± 2000 kPa (6170 ± 290 psi), the pressure
unseats the piston and moves the valve spool until the passage from
the charge circuit is open to the case drain.

A 1.07 mm (0.042 in) orifice in the system causes the pressure in the
high-pressure servo piston cavity to decrease. The springs in the
servo then move the swashplate to a lesser angle, and the flow from
the pump decreases, causing a pressure drop in the high-pressure
circuit. Action of the pressure override relief valve maintains the
swashplate at an angle which allows the pump to replace any oil lost
through internal leakage.

The pressure override relief valve is set to a lower pressure than the
high-pressure relief valves in the combination valves. The lower
setting allows the machine to work at high pressures with less heat
generation. The pressure override relief valve also reduces the
horsepower draw on the engine when the machine is being
accelerated.

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IMG_4420_1_3

SLIDE 80

CONTROL VALVE (INTERLOCK)

The interlock manifold is mounted to the rear main frame at the • Left side of engine
front of the engine compartment, on the left side of the machine. compartment
The engine compartment hood provides access to this component.

The interlock solenoid (1) is controlled by the ECM. When the • Component location
interlock solenoid (1) is energized, charge oil is directed to the 1. Interlock solenoid
displacement control spool in the propulsion pump. The 2. Arc suppressor
displacement control spool controls the flow of charge oil which acts
against either side of the servo cylinder in the pump. The position of
the servo cylinder controls the position of the swashplate in the
pump. When the solenoid is de-energized, both sides of the servo
cylinder in the propulsion pump are open to the hydraulic tank.

The propulsion ECM controls the interlock solenoid (1) as follows:

• The interlock solenoid is energized when the parking brake is OFF.

• The interlock solenoid is de-energized when the parking brake is

ON.

• The interlock solenoid is de-energized a short time after the ECM

discontinues the output signal to either propulsion solenoid.

The interlock solenoid (1) has an associated arc suppressor (2). The • Arc suppressor (2)
arc suppressor provides a current path for the inductive energy in
the coil of the interlock solenoid. This path prevents an arc from
forming inside the ECM as the interlock solenoid de-energizes.

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IMG_4415_1_3

SLIDE 81

CONTROL VALVE (BRAKE)

• Left side of engine The brake manifold (1) is mounted to the rear main frame at the
compartment front of the engine compartment, on the left side of the machine.
The engine compartment hood provides access to this component.

• Component location The parking brakes can be manually released when the needle valve
1. Brake manifold (3) is closed, and the hand pump (2) is operated.
2. Hand pump
3. Needle valve

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IMG_4416C1_1_3

SLIDE 82

CONTROL VALVE (SHIFT)

The shift manifold (1) is mounted to the rear main frame at the front • Left side of engine
of the engine compartment, on the left side of the machine. The compartment
engine compartment hood provides access to this component.

The shift solenoid (2) is installed in the shift manifold (1). The shift • Component location
solenoid is an on/off device which controls the speed range of the 1. Shift manifold
rear propulsion motor on the CB534D and both propulsion motors 2. Shift solenoid
on the CB564D. The ECM controls the shift solenoid.

When the shift solenoid (2) is de-energized, the motor operates in

the low range. When the solenoid is energized, charge oil is directed
to the shift spool in the propulsion motor, and the motor operates in
the high range.

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IMG_4418_1_3

SLIDE 83

• Left side of engine The shift solenoid (1) has an associated arc suppressor (3). The arc
compartment suppressor is mounted to the rear main frame in the of the engine
compartment, on the left side of the machine. The engine
compartment hood provides access to this component.

• Component location The arc suppressor (3) provides a current path for the inductive
3. Arc suppressor energy in the coil of the shift solenoid (2). This path prevents an arc
from forming inside the ECM as the shift solenoid de-energizes.

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 QESV1318

1 2

7
3

4
5

IMG_4473_1_3

SLIDE 84

PISTON MOTORS (DRUM PROPULSION)

The rear drum motor (5) is located on the right side of the drum. • Right side of drum
The front drum motor is located on the left side of the drum. The
front drum motor and the rear drum motor on the CB534D are
different. Both drum motors on the CB564D are identical to the rear
drum motor on the CB534D, except that the front drum motor on
the CB564D is not equipped with a speed sensor (7).

The drum motors (5) on the CB564D and the rear drum motor on • Component location
the CB534D are piston motors with two speeds. The motors drive 1. Case drain line
the corresponding drum through a planetary gear reducer. The 2. Shift valve line
planetary gear reducer contains an integral parking brake. 3. Flushing relief valve
4. Flushing valve
The parking brake is spring applied and hydraulically released. The 5. Propulsion motor
brake inlet line (6) on the motor provides charge oil to release the 6. Brake release line
parking brake. 7. Speed sensor

The drum motors receive supply oil from and return low pressure oil
to the drum propulsion pump, through the forward and reverse
circuit lines.

When the machine is in the high-speed range, the shift solenoid is

energized. In this case, charge oil enters the propulsion motor
through the shift valve line (2). In the high-speed range, the
propulsion motor operates at the minimum angle.

127
QESV1318

The drum motor contains a flushing valve (4). The flushing valve
spool directs oil from the low-pressure side of the drum propulsion
loop to the flushing relief valve (3). When the pressure in the low-
pressure side of the propulsion loop is greater than 1800 kPa (260
psi), the flushing relief valve opens. The flushing relief valve directs 7
L/min (1.8 U.S. gal/min) of oil from the low-pressure side of the
drum propulsion loop into the drum motor case drain.

The drum motor case drain line (1) directs oil from the drum motor
(5) case to the return manifold.

The rear drum motor (5) on each machine is equipped with a speed
sensor (7). The speed sensor is a proximity sensor. Each time a gear
tooth passes by the tip of the sensor, an electrical impulse is sent to
the speedometer. The speedometer converts the frequency of the
impulses to the machine speed.

128
 QESV1318

CB534D (REAR) AND CB564D PROPULSION MOTOR

NEUTRAL
MINIMUM DISPLACEMENT LIMITER CONTROL SPOOL

BARREL ASSEMBLY

PISTON
SHIFT PORT

CHECK VALVE
FLUSHING RELIEF VALVE

CONTROL PLATE
ROD

MAXIMUM DISPLACEMENT LIMITER FLUSHING BLOCK

ACTUATOR PISTON
FLUSHING SPOOL

0626071600_A6VE55H23_2_4

SLIDE 85

The drum motor has a bent axis. The speed of this type of motor • Motor cross section
shifts when the bend angle of the motor is changed. The motor can
be operated against either the minimum displacement limiter or the
maximum displacement limiter. The minimum displacement limiter
or the maximum displacement limiter can be adjusted to control the
minimum and maximum motor speeds.

A pressure differential between the forward port and the reverse • Motor control
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.

When the motor is not operating, the springs of the flushing spool • Flushing spool
move the spool into the center position. Also, the flushing relief
valve is closed. In this condition, oil is trapped between the inner
lands of the shuttle spool and the relief valve, and no flushing flow
occurs.

129
QESV1318

CB534D (REAR) AND CB564D PROPULSION MOTOR

FORWARD, LOW SPEED
MINIMUM DISPLACEMENT LIMITER CONTROL SPOOL

BARREL ASSEMBLY

PISTON
SHIFT PORT

CHECK VALVE
FLUSHING RELIEF VALVE

CONTROL PLATE
ROD

MAXIMUM DISPLACEMENT LIMITER FLUSHING BLOCK

ACTUATOR PISTON
FLUSHING SPOOL

0626071600_A6VE55H23_3_4

SLIDE 86

• Hydraulic motor cross When the supply pump is generating flow, supply oil enters the
section motor. Supply oil is directed to the inlet port of the control plate.
The control plate directs oil into the piston chamber in the barrel
assembly. This pressure forces the pistons which are aligned with the
inlet port to move out of the cylinder block.

• Barrel assembly and As the pistons are forced out of the barrel assembly, the barrel
pistons assembly and pistons rotate. Since the pistons are connected to the
output shaft, the output shaft also rotates.

As the barrel assembly rotates, pistons align with the outlet port in
the control plate. The rotation of the barrel assembly forces oil out
of the piston chambers and into the low-pressure side of the
hydrostatic loop. The low-pressure oil then returns to the inlet side
of the hydraulic pump, which completes the hydrostatic circuit.

130
 QESV1318

With the hydraulic system is in the LOW-SPEED condition, the shift • Shift mechanism
port is connected to the tank. The springs of the control spool move
the spool. In this condition, the control spool directs oil from the
high-pressure circuit to the top of the actuator piston. This action
shifts the actuator piston and control plate down. The bottom of the
actuator piston is vented to the motor case.

NOTE: In order to shift the motor to the HIGH-SPEED condition,

charge oil is routed to the shift port. Charge oil then shifts the
control spool against the spring force. With the control spool shift,
the top of the actuator piston will be open to the motor case, and oil
from the high-pressure circuit will be directed to the bottom of the
actuator piston. The piston and control plate will shift up.

When the supply pump produces flow, oil flushes through the • Loop flushing
circuit. Oil in the high-pressure circuit causes the flushing spool to
shift. Oil in the low-pressure circuit now flows to the relief valve.

The flushing relief valve opens at 1800 kPa (260 psi). This pressure
is lower than the setting of the charge relief valve in the supply
pump. Therefore, the flushing relief valve opens when the supply
pumps are producing flow. This results in oil being flushed through
the hydrostatic circuit.

IMG_4408_1_3

SLIDE 87

The front propulsion motor (8) on the CB534D is a bent axis motor • Left side of front drum on
with a fixed displacement. The motor is located on the left side of CB534D
the front drum.

131
QESV1318

• Component location The front propulsion motor (8) drives the front drum through a
8. front propulsion motor planetary gear reducer. The planetary gear reducer contains an
integral parking brake.

CB534D PROPULSION ELECTRICAL SYSTEM

U735-GY
U734-GN
K726-BU
419-YL
K725-GN
112-PU 15A 155-PK PARKING BRAKE
SWITCH
BRAKE FUSE 1 2 REVERSE FORWARD
155-PK U735-GY SOLENOID SOLENOID
155-PK 3 4
112-PU 135-BU U734-GN
15A SHIFT SWITCH X1
419-YL
ECM FUSE 200-BK
1
X2 K725-GN 1
2 200-BK 2
117-RD 15A 121-YL 155-PK 3
751-GN K726-BU 1
BACKUP ALARM FUSE 4
200-BK 200-BK 2
B+ FROM MAIN POWER RELAY

B+ FROM MAIN CIRCUIT BREAKER

5 6 321-BR
BACKUP ALARM 777-PU
ARC SUPPRESSOR 7
200-BK
321-BR
1 A925-YL
2 A915-OR 200-BK
614-PU 8
3 A926-YL
4 A916-GN 777-PU 1
200-BK 2

A F711-GN C926-GY 200-BK PARKING BRAKE

CAN B F712-GY 2 1 SOLENOID
PORT C A249-BK 5
121-YL 321-BR 751-GN

CAN
3
SHIFT
AUTOMATIC SPEED 4 SOLENOID
RESISTOR CONTROL
A F711-GN POTENTIOMETER BACKUP
B F712-GY ALARM RELAY
C A249-BK 751-GN 1
A916-GN 200-BK 2
A OR
A915-OR B BK
ELECTRONIC CONTROL A914-OR C WH
MODULE (ECM)
BATTERY 1 200-BK 135-BU 751-GN 1
BATTERY + 2 135-BU 135-BU 200-BK 2
CAN + 3 711-GN 135-BU JN C9/
CAN 4 712-GY 135-BU AH C4 135-BU 1 + BATTERY ARC SUPPRESSOR
CAN SHIELD 5 A249-BK 135-BU 200-BK 2 GROUND
BRAKE NO 6 U734-GN C936-GY 17 K708-BU 3 SIGNAL C729-BU
BRAKE NC 7 U735-GY A914-BU 16 4
+5 VOLTS 8 A926-YL M904-OR 28 135-BU
5 VOLTS 9 A925-YL M905-WH 29 200-BK INTERLOCK
SHIFT SWITCH 12 751-GN 200-BK
PROPULSION SENSOR SOLENOID
PROX SWITCH 15 F877-WH K708-BU
CONFIG 0" 19 M904-OR F877-WH
CONFIG 1" 23 M905-WH U735-GY PROXIMITY SWITCH
HANDLE PWM 24 K708-BU U734-GN
AUTO SPEED CTRL 27 A914-BU K725-GN 200-BK A C729-BU 1
BRAKE LIGHT 34 419-YL K726-BU F877-WH B 200-BK 2
NEUTRAL LIGHT 35 330-YL 777-PU 135-BU C
INTERLOCK SOL 37 C729-BU 751-GN
PROPEL FORWARD 38 K726-BU C729-BU
PROPEL REVERSE 39 K725-GN 330-YL
BRAKE SELECT 42 777-PU 419-YL C729-BU 1
BACK UP 46 C936-GY A926-YL 200-BK 2
BATTERY + 47 135-BU A925-YL BRAKE AND NEUTRAL
BATTERY + 48 135-BU 711-GN INDICATOR ARC SUPPRESSOR
BATTERY + 49 135-BU 712-GY
BATTERY + 50 135-BU A249-BK 419-YL 1 PARKING BRAKE
200-BK 2 GROUND
330-YL 3 NEUTRAL
200-BK 4 GROUND
0501071249_2_3

SLIDE 88

ELECTRICAL SCHEMATIC

• Power distribution When the electrical disconnect switch is closed, power is available at
the backup alarm fuse through the 117-RD wire. When the backup
alarm fuse is closed, power is available at contact “3” of the backup
alarm relay through the 121-YL wire.

When the main power relay is energized, power is available at the

ECM fuse and the brake fuse through 112-PU wires. When the
ECM fuse is closed, power is available at the following places:

• contact “1” of the propulsion sensor

• contact “C” of the proximity switch

• contact “28” of connector “C4”

132
 QESV1318

• terminal “2” and terminal “47” through terminal “50” of the

ECM.

When the brake fuse is closed, power is available at contact “1” and
contact “3” of the parking brake switch and contact 2 of the shift
switch through 155-PK wires.

When the parking brake switch is in the ON position, contact “1” • Brake operation
and contact “2” are open and contact “3” and contact “4” are
closed. Power in the 155-PK wire transfers across the closed
contacts of the switch and into the U734-GN wire. The U734-GN
wire transfers power to terminal “6” of the ECM.

When the ECM reads an input signal at terminal “6,” the ECM
generates an output signal from terminal ‘34.” The 419-YL wire
transfers this signal to the parking brake indicator on the instrument
panel and to the indicator in the parking brake switch.

When an input signal is present at terminal “6,” the ECM will not
energize the parking brake solenoid, nor will the ECM generate an
output signal to either propulsion control solenoid, regardless of the
input it receives from the propulsion lever sensor. When the brake
solenoid is de-energized, the parking brakes are engaged. Therefore,
when the parking brake switch is in the ON position, the parking
brakes are engaged, and the propulsion system is disabled.

When the operator moves the brake switch to the OFF position,
contact “3” and contact “4” open, and contact “1” and contact “2”
close. An open circuit across contact “3” and contact “4” of the
parking brake switch opens the current path to terminal “6” of the
ECM.

A closed circuit at contact “1” and contact “2” of the parking brake
switch allows power to transfer through the U735-GY wire to the
terminal “7” of the ECM. During normal operation, when the ECM
receives an input signal at terminal “7” the ECM generates an
output signal from terminal “42.” The output signal from terminal
“42” transfers through the 777-PU wire to the parking brake
solenoid. The parking brake solenoid controls the flow of charge oil
to the parking brakes. When the coil of the solenoid is energized,
charge oil releases the parking brakes.

Normally, when the parking brake switch is moved to the OFF

position, the parking brake releases. However, if the ECM
determines that the propulsion lever is out of the NEUTRAL
position at the time the brake switch is moved from the ON position
to the OFF position, the ECM will not release the parking brakes.

133
QESV1318

• Propulsion lever in When the parking brake is released while the propulsion lever is in
NETURAL NEUTRAL, the ECM monitors input signals from the propulsion
lever sensor, the proximity switch, and the automatic speed control
potentiometer. These input signals are evaluated using logic
programmed into the system software. The software stores
operating maps which define speed characteristics given various
operating parameters. The ECM uses these maps to determine the
appropriate output signal to send to the pump solenoids based on
the given input signals.

Terminal “24” of the ECM monitors the input signal from the
propulsion lever sensor. The sensor generates a pulse-width-
modulated signal with a duty cycle between 9 and 91 percent. The
duty cycle (time on versus time off) of the signal depends on the
position of the propulsion lever. The lowest duty cycle corresponds
to the FULL-REVERSE position, and the highest duty cycle
corresponds to the FULL-FORWARD position. The duty cycle of the
signal which corresponds to the NEUTRAL position is roughly in
the center of the range. The ECM is calibrated to recognize the
maximum and minimum signals and the signal which corresponds
to the NEUTRAL position.

Terminal “15” of the ECM monitors the input signal from the
proximity switch. The proximity switch is open when the
propulsion lever is out of the NEUTRAL position and closed when
the lever is in the NETURAL position. If input from the proximity
switch and the input from the propulsion lever sensor do not agree,
the ECM disables the propulsion system and generates a fault code.

When the input from the propulsion lever sensor corresponds to the
calibrated neutral value, the ECM does not generate an output
signal to either propulsion control solenoid. Under this condition,
the propulsion system should be in a hydraulic lock, and the
machine should not move. However, since the ECM controls the
propulsion system with open-loop logic, the ECM will not confirm
that the machine is stopped when the propulsion lever sensor
indicates that the propulsion lever is in the NEUTRAL position.

The system is equipped with an interlock solenoid to ensure that the

propulsion pump cannot generate flow when the propulsion lever is
in the NETURAL position. The ECM controls the interlock
solenoid. The interlock solenoid must be energized for the
propulsion pump to generate flow. When the propulsion lever is in
the NEUTRAL position, the ECM will not energize the interlock
solenoid.

134
 QESV1318

If the input signals indicate that the machine should be moving, the • Propulsion control
ECM generates an output signal from terminal “37.” The C729-BU
wire transfers this signal to the interlock solenoid, and the interlock
solenoid energizes. In this case, the propulsion pump can generate
flow.

When the operator moves the propulsion lever back into the
NEUTRAL position, the ECM de-energizes the interlock solenoid,
after a short delay.

The ECM controls the operating speed and the direction of the
machine by generating a pulse-width-modulated output signal from
terminal “38” (or terminal “39”) to the forward (or reverse)
solenoid. The ECM analyzes input from the automatic speed control
potentiometer and the propulsion lever sensor to determine the
magnitude of the output signal to send to the solenoid in order to
establish the desired machine speed. However, the open-loop logic
does not allow the ECM to confirm that the actual machine speed
matches the desired machine speed.

When the propulsion ECM determines that the propulsion lever is in • Backup alarm control
the REVERSE range, an output signal is generated from terminal
“46.” This signal energizes the coil of the backup alarm relay. When
the backup alarm relay is energized, contact “3” and contact “5”
are closed, and current is conducted from the 121-YL wire to the
321-BR wire. Current in the 321-BR wire flows to the backup
alarm, and the alarm sounds.

The shift switch controls the shift solenoid and provides an input • Shift control
signal to the ECM. When the shift switch is in the LOW-SPEED
position, the shift solenoid is de-energized and the circuit at terminal
“12” of the ECM is open. When the shift switch is in the HIGH-
SPEED position, 751-GN wires transfer power to the shift solenoid
and to terminal “12” of the ECM. When the shift solenoid is
energized, the propulsion motor operates with the swashplate
against the minimum displacement stop. The ECM uses the input
from the shift switch to determine the appropriate speed map to use
in order to control machine speed.

135
QESV1318

CB564D PROPULSION ELECTRICAL SYSTEM

U735-GY
U734-GN
112-PU 15A 155-PK 419-YL
K726-BU
BRAKE FUSE SHIFT SWITCH PARKING
K725-GN
BRAKE SWITCH
112-PU 15A 175-PK
1
2
K708-BU
JOINT CUTTER FUSE 135-BU 3
155-PK
1 2
U735-GY
3 4
112-PU 135-BU
4 155-PK U734-GN REVERSE FORWARD
15A 135-BU
5 6
K709-BU
X1
SOLENOID SOLENOID
ECM FUSE
X2 K725-GN 1

419-YL
7

200-BK
200-BK 200-BK 2
117-RD 15A 121-YL K726-BU 3
200-BK 4
BACKUP ALARM FUSE 614-PU
B+ FROM MAIN POWER RELAY

B+ FROM MAIN CIRCUIT BREAKER

8
777-PU
RESISTORS 200-BK
321-BR
BACKUP ALARM
1 A915-OR
2 CHARGE PRESSURE
3 A925-YL 321-BR
4
SWITCH
A916-GN 200-BK
5 200-BK A
6 A926-YL B 777-PU 1
465-OR C 200-BK 2

A F711-GN
PARKING BRAKE
CAN B F712-GY SOLENOID
PORT C A249-BK
AUTOMATIC SPEED 751-GN
ENGINE OIL CONTROL
CAN PRESSURE SWITCH SHIFT
POTENTIOMETER SOLENOID
RESISTOR ARC SUPPRESSOR
405-GY 200-BK
A F711-GN
B F712-GY 751-GN 1
C A249-BK 751-GN 200-BK 2
1
A916-GN 200-BK 2
A OR
A915-OR B BK
ELECTRONIC CONTROL A914-OR C WH
MODULE (ECM) K709-BU C729-BU
K708-BU
BATTERY 1 200-BK 135-BU INTERLOCK
BATTERY + 2 135-BU 135-BU 200-BK ARC SUPPRESSOR
CAN + 3 F711-GN 135-BU SOLENOID
CAN 4 135-BU 135-BU 1 + BATTERY C729-BU 1
F712-GY
CAN SHIELD 5 A249-BK 135-BU 200-BK 2 GROUND 200-BK 2
BRAKE NO 6 U734-GN C936-GY 710-GN 3 SIGNAL
BRAKE NC 7 U735-GY A914-OR 4
C729-BU 1
+5 VOLTS 8 A926-YL A990-BU 200-BK
5 VOLTS 9 A925-YL 2
SHIFT SWITCH 1 12 K708-BU 200-BK
PROPULSION SENSOR
SHIFT SWITCH 2 13 K709-BU 710-GN
ENGINE OIL PRESS 18 405-GY F877-WH PROXIMITY SWITCH
CONFIG PIN 19 A990-BU 330-YL C936-GY

200-BK
NEUTRAL SWITCH 23 F877-WH 465-OR 200-BK A
PROPEL HANDLE PWM 24 710-GN 405-GY F877-WH B BACKUP
CHARGE PRESSURE SWITCH 25 465-OR 175-PK C
SPEED DIAL POTENTIOMETER 27 A914-OR 419-YL ALARM RELAY
2 1
PARKING BRAKE LIGHT 34 419-YL U735-GY
NEUTRAL LIGHT 35 330-YL U734-GN 5
SHIFT SOL 37 751-GN K725-GN 121-YL 321-BR
3
PROPEL FORWARD SOL 38 K726-BU K726-BU
PROPEL REVERSE SOL 39 K725-GN 777-PU 4
BRAKE SOL 42 777-PU 751-GN BRAKE AND NEUTRAL
INTERLOCK SOL 45 C729-BU C729-BU INDICATOR
BACK UP ALARM 46 C936-GY
BATTERY + 47 135-BU A926-YL 419-YL MODEL CONFIGURATION
135-BU A925-YL 1 PARKING BRAKE
BATTERY + 48 200-BK 2 GROUND
BATTERY + 49 135-BU F711-GN A990-BL A
330-YL 3 NEUTRAL B
BATTERY + 50 135-BU F712-GY 200-BK 135-BU
A249-BK 4 GROUND C
200-BK

0627070813_2_3

SLIDE 89

• Power distribution When the electrical disconnect switch is closed, power is available at
the backup alarm fuse through the 117-RD wire. When the backup
alarm fuse is closed, power is available at contact “3” of the backup
alarm relay through the 121-YL wire.

When the main power relay is energized, power is available at the

ECM fuse, the joint cutter fuse, and the brake fuse through 112-PU
wires. When the ECM fuse is closed, power is available at the
following places:

• contact “1” of the propulsion sensor

• contact “2” and contact “5” of the shift switch

• contact “B” of the model configuration connector

• terminal “2” and terminal “47” through terminal “50” of the

ECM.

136
 QESV1318

When the joint cutter fuse is closed, the 175-PK wire distributes
power to contact “C” of the proximity switch. When the brake fuse
is closed, power is available at contact “1” and contact “3” of the
parking brake switch.

The ECM monitors the circuit across the engine oil pressure switch • Engine oil pressure and
at terminal “18” and the circuit across the charge pressure switch at charge oil pressure
terminal “25.” If the ECM determines that the engine oil pressure or monitoring
the charge oil pressure is low, the ECM disables the propulsion
system.

When the parking brake switch is in the ON position, contact “1” • Brake operation
and contact “2” are open and contact “3” and contact “4” are
closed. Power in the 155-PK wire transfers across the closed
contacts of the switch and into the U734-GN wire. The U734-GN
wire transfers power to terminal “6” of the ECM.

When the ECM reads an input signal at terminal “6,” the ECM
generates an output signal from terminal “34.” The 419-YL wire
transfers this signal to the parking brake indicator on the instrument
panel and to the indicator in the parking brake switch.

When an input signal is present at terminal “6,” the ECM will not
energize the parking brake solenoid, nor will the ECM generate an
output signal to either propulsion control solenoid, regardless of the
input it receives from the propulsion lever sensor. When the brake
solenoid is de-energized, the parking brakes are engaged. Therefore,
when the parking brake switch is in the ON position, the parking
brakes are engaged, and the propulsion system is disabled.

When the operator moves the brake switch to the OFF position,
contact “3” and contact “4” open, and contact “1” and contact “2”
close. An open circuit across contact “3” and contact “4” of the
parking brake switch opens the current path to terminal “6” of the
ECM.

A closed circuit at contact “1” and contact “2” of the parking brake
switch allows power to transfer through the U735-GY wire to the
terminal “7” of the ECM. During normal operation, when the ECM
receives an input signal at terminal “7” the ECM generates an
output signal from terminal “42.” The output signal from terminal
“42” transfers through the 777-PU wire to the parking brake
solenoid. The parking brake solenoid controls the flow of charge oil
to the parking brakes. When the coil of the solenoid is energized,
charge oil releases the parking brakes.

137
QESV1318

Normally, when the parking brake switch is moved to the OFF

position, the parking brake releases. However, if the ECM
determines that the propulsion lever is out of the NEUTRAL
position at the time the brake switch is moved from the ON position
to the OFF position, the ECM will not release the parking brakes.

• Propulsion lever in When the parking brake is released while the propulsion lever is in
NETURAL NEUTRAL, the ECM monitors input signals from the propulsion
lever sensor, the proximity switch, and the automatic speed control
potentiometer. These input signals are evaluated using logic
programmed into the system software. The software stores
operating maps which define speed characteristics given various
operating parameters. The ECM uses these maps to determine the
appropriate output signal to send to the pump solenoids based on
the given input signals.

Terminal “24” of the ECM monitors the input signal from the
propulsion lever sensor. The sensor generates a pulse-width-
modulated signal with a duty cycle between 9 and 91 percent. The
duty cycle (time on versus time off) of the signal depends on the
position of the propulsion lever. The lowest duty cycle corresponds
to the FULL-REVERSE position, and the highest duty cycle
corresponds to the FULL-FORWARD position. The duty cycle of the
signal which corresponds to the NEUTRAL position is roughly in
the center of the range. The ECM is calibrated to recognize the
maximum and minimum signals and the signal which corresponds
to the NEUTRAL position.

Terminal “23” of the ECM monitors the input signal from the
proximity switch. The proximity switch is open when the
propulsion lever is out of the NEUTRAL position and closed when
the lever is in the NETURAL position. If input from the proximity
switch and the input from the propulsion lever sensor do not agree,
the ECM disables the propulsion system and generates a fault code.

When the input from the propulsion lever sensor corresponds to the
calibrated neutral value, the ECM does not generate an output
signal to either propulsion control solenoid. Under this condition,
the propulsion system should be in a hydraulic lock, and the
machine should not move. However, since the ECM controls the
propulsion system with open-loop logic, the ECM will not confirm
that the machine is stopped when the propulsion lever sensor
indicates that the propulsion lever is in the NEUTRAL position.

138
 QESV1318

The system is equipped with an interlock solenoid to ensure that the

propulsion pump cannot generate flow when the propulsion lever is
in the NETURAL position. The ECM controls the interlock
solenoid. The interlock solenoid must be energized for the
propulsion pump to generate flow. When the propulsion lever is in
the NEUTRAL position, the ECM will not energize the interlock
solenoid.

If the input signals indicate that the machine should be moving, the • Propulsion control
ECM generates an output signal from terminal “45.” The C729-BU
wire transfers this signal to the interlock solenoid, and the interlock
solenoid energizes. In this case, the propulsion pump can generate
flow.

When the operator moves the propulsion lever back into the
NEUTRAL position, the ECM de-energizes the interlock solenoid,
after a short delay.

The ECM controls the operating speed and the direction of the
machine by generating a pulse-width-modulated output signal from
terminal “38” (or terminal “39”) to the forward (or reverse)
solenoid. The ECM analyzes input from the automatic speed control
potentiometer and the propulsion lever sensor to determine the
magnitude of the output signal to send to the solenoid in order to
establish the desired machine speed. However, the open-loop logic
does not allow the ECM to confirm that the actual machine speed
matches the desired machine speed.

When the propulsion ECM determines that the propulsion lever is in • Backup alarm control
the REVERSE range, an output signal is generated from terminal
“46.” This signal energizes the coil of the backup alarm relay. When
the backup alarm relay is energized, contact “3” and contact “5”
are closed, and current is conducted from the 121-YL wire to the
321-BR wire. Current in the 321-BR wire flows to the backup
alarm, and the alarm sounds.

The shift switch provides input signals to the ECM. The ECM uses • Shift control
the input from the shift switch to control the shift solenoid and to
determine the appropriate speed map to use in order to control
machine speed.

When the shift switch is in the LOW-SPEED position, terminal “12”

of the ECM receives an input signal. When the shift switch is in the
HIGH-SPEED position, terminal “13” of the ECM receives an input
signal. When the ECM reads an input signal at terminal “13,” the
ECM generates an output signal from terminal “37.” The 751-GN
wire transfers the output signal to the shift solenoid. When the shift
solenoid is energized, the propulsion motor operates with the
swashplate against the minimum displacement stop.

139
QESV1318

CB534D PROPULSION HYDRAULIC SYSTEM

NEUTRAL
REAR
PARKING
BRAKE FLUSHING RELIEF VALVE
U B X
INTERLOCK
VALVE
SERVO PISTON
FROM VIBRATORY PUMP

FROM VIBRATORY
1.4
MOTORS
SHIFT
SPOOL 18 BAR

0.8
FROM CHARGE FILTER
(STEERING SYSTEM)
3.5 BAR
REAR
PROPEL FLUSHING SPOOL
MOTOR
A T G T
THERMAL BYPASS VALVE

FORWARD COMBINATION VALVE

FRONT BRAKE VALVE
PARKING
BRAKE
DIRECTIONAL
A a b CONTROL
VALVE PS P G Fa Fc MB
T2 R T1 T2 B
1.07mm
SERVO PISTON
B

T1

450 BAR
FRONT
PROPEL
B SHIFT
MOTOR
VALVE 2

425 BAR
450 BAR
1.2mm

1 3 POR
VALVE
B T

A
MANUAL BRAKE
RELEASE PUMP X1 X2 MH S MA A
AUX PROPEL PUMP REVERSE COMBINATION VALVE

0627070946_2_5

SLIDE 90

HYDRAULIC SCHEMATIC

System in NEUTRAL

• CB534D hydraulic This slide shows the propulsion system hydraulic schematic with the
schematic propulsion lever in NEUTRAL, and the parking brake switch ON.

• Pump The propulsion circuit consists of a closed-loop hydrostatic-drive

circuit with one pump and two motors. The direction control spool
in the pump is controlled by two solenoids—one for forward and
one for reverse. The ECM controls the solenoids. When the ECM
determines that the propulsion should be disabled, neither solenoid
is energized, the direction control spool is in the center position, and
the swashplate in the pump is at zero angle. Under these conditions,
the pump does not produce flow.

140
 QESV1318

The steering hydraulic system provides charge oil to the propulsion • Charge oil distribution
system when the engine is running. Filtered charge oil flows to the
propulsion pump and the shift valve. Inside the pump, charge oil
flows to the brake valve.

When the parking brake switch is in the ON position, the parking • Parking brake
brake solenoid is de-energized. Under these conditions, charge oil is
blocked at the solenoid, and the brake piston cavities are open to the
tank. This allows the springs which are acting against the brake
pistons to press the disks and plates together to engage the parking
brakes.

Inside the propulsion pump, charge oil is available at the makeup • Combination valves
valves in the combination valves. If the pressure in either the
forward or reverse loops falls below charge pressure, the makeup
valve opens and charge oil flows into the loop.

NOTE: Since the machine is not moving, the flushing spool remains
in the center position.

141
QESV1318

CB564D PROPULSION HYDRAULIC SYSTEM

NEUTRAL
REAR
PARKING
BRAKE FLUSHING RELIEF VALVE
U B X
FROM VIBRATORY PUMP
INTERLOCK
VALVE
SERVO PISTON FROM VIBRATORY
MOTORS

1.4 0.8
SHIFT
SPOOL 18 BAR
3.5 BAR

REAR THERMAL BYPASS VALVE

PROPEL FLUSHING
MOTOR SPOOL FROM CHARGE FILTER
A T G T (STEERING SYSTEM)

SHIFT FORWARD COMBINATION VALVE

VALVE BRAKE VALVE
MANUAL BRAKE 2
RELEASE PUMP

DIRECTIONAL
a b CONTROL
VALVE PS P G Fa Fc MB
R T1 T2 B

T
1 3 SERVO PISTON
B B
1.07mm

450 BAR
AUX

FRONT
PARKING
BRAKE FLUSHING RELIEF VALVE
U B X

425 BAR
450 BAR
1.2mm

SERVO PISTON
POR
VALVE

1.4 A
SHIFT
SPOOL 18 BAR
X1 X2 MH S MA A
REVERSE COMBINATION VALVE

FRONT FLUSHING PROPEL PUMP

PROPEL SPOOL
MOTOR
A T G T

0711071523_2_3_6

SLIDE 91

• CB564D hydraulic The propulsion hydraulic system on the CB564D is similar to the
schematic propulsion hydraulic system on the CB534D. The front propulsion
motor used on the two machines is different.

On the CB564D, the front propulsion motor is a two-speed motor.

On the CB534D, the front propulsion motor is a single-speed motor.
The front propulsion motor and the rear propulsion motor on the
CB564D are identical to the rear propulsion motor on the CB534D.

NOTE: Since the hydraulic systems are similar, the next series of
slides shows only the system for the CB534D. The principles of
operation also apply to the CB564D.

142
 QESV1318

CB534D PROPULSION HYDRAULIC SYSTEM

FORWARD, LOW SPEED
REAR
PARKING
BRAKE FLUSHING RELIEF VALVE
U B X
INTERLOCK
VALVE
SERVO PISTON
FROM VIBRATORY PUMP

FROM VIBRATORY
1.4
MOTORS
SHIFT
SPOOL 18 BAR

0.8
FROM CHARGE FILTER
(STEERING SYSTEM)
3.5 BAR
REAR
PROPEL FLUSHING SPOOL
MOTOR
A T G T
THERMAL BYPASS VALVE

FORWARD COMBINATION VALVE

FRONT BRAKE VALVE
PARKING
BRAKE
DIRECTIONAL
A a b CONTROL
VALVE PS P G Fa Fc MB
T2 R T1 T2 B
1.07mm
SERVO PISTON
B

T1

450 BAR
FRONT
PROPEL
B SHIFT
MOTOR
VALVE 2

425 BAR
450 BAR
1.2mm

1 3 POR
VALVE
B T

A
MANUAL BRAKE
RELEASE PUMP X1 X2 MH S MA A
AUX PROPEL PUMP REVERSE COMBINATION VALVE

0627070946_3_5

SLIDE 92

FORWARD Travel

Filtered charge oil flows to shift valve and the propulsion pump. • Hydraulic schematic
With the shift switch in the LOW position, the shift solenoid is de- FORWARD
energized. In this case, charge oil cannot act against the shift spool
in the rear propulsion motor. The spring moves that acts against the
shift spool moves the spool in order to open a passage for oil in the
high-pressure side of the propulsion circuit to flow into low-speed
servo piston chamber. The shift spool opens the high-speed servo
piston chamber to the return line. The high-pressure oil causes the
servo piston to move, and the rotating group moves against the
maximum displacement stop.

When the parking brake solenoid is energized, the brake solenoid • Parking brake release
directs charge oil into the piston cavities of the front and rear
parking brakes and to the 1.07 mm (0.0421 in) orifice. The charge
pressure in the piston cavities overcomes the spring force, and the
parking brakes release.

143
QESV1318

• Interlock solenoid Downstream from the orifice, charge oil flows to the direction
control valve and to the interlock valve. When the interlock solenoid
is energized, the spool closes the passage to the hydraulic tank. In
this case, charge pressure is available at the direction control valve.

• Direction control valve When the propulsion lever is moved into the FORWARD range, the
ECM sends an output signal to the forward solenoid. The forward
solenoid causes the direction control spool to shift, allowing charge
oil to enter the forward pump servo cavity.

• Pump control The charge pressure in the pump servo cavity overcomes the force of
the springs, and the servo piston moves. Movement of the servo
piston causes the angle of the swashplate to change, and the pump
begins to produce flow. The farther the propulsion lever is moved,
the greater the signal to the forward solenoid. As the signal
increases, the direction control spool shifts closer to the maximum
position, increasing the angle of the swashplate, and therefore,
increasing the oil flow from the propulsion pump.

• Forward circuit flow Supply oil flows to the forward combination valve, the pressure
override relief valve, the flushing spool, and the forward side of the
propulsion motors. The pressure differential between the forward
and reverse sides of the propulsion motors causes the motors to
turn. After turning the propulsion motors, oil at a reduced pressure
flows back to the reverse side of the pump and the propulsion
cooling valve to complete the drive circuit.

• High-pressure relief The relief section of the pressure override relief valve is set at 42 500
± 2000 kPa (6170 ± 290 psi), and the main relief valve is set at
45 000 kPa (6530 psi). As the pressure increases in the system, the
pressure reaches the pressure override relief setting first.

When the relief section of the pressure override relief valve is open,
charge oil flows across the valve and into the pump case. The 1.07
mm (0.0421 in) orifice causes a pressure drop. As oil flows across
the pressure override relief valve, the pressure acting in the forward
pump servo cavity in the propulsion pump decreases. The springs in
the servo then move the swashplate to a lesser angle, and the flow
from the pump decreases. As pump flow decreases, pressure in the
forward circuit decreases. This action requires a finite amount of
time.

If the pressure in the system reaches 45 000 kPa (6530 psi) before
the pump destrokes, the main relief valve opens. The main relief
valve is a fast-acting valve. When the main relief valve is open, oil
from the high-pressure circuit is directed into the low-pressure
circuit through the makeup valve in the low-pressure circuit. The
main relief valve quickly limits the pressure while the pressure
override relief valve has time to destroke the pump.

144
 QESV1318

Action of the pressure override relief valve maintains the swashplate

at an angle that will maintain 42 500 ± 2000 kPa (6170 ± 290 psi)
in the high pressure side of the loop. If the motors are not rotating,
the pump swashplate angle will be near zero. In this case, little heat
is being generated.

If pressure in the reverse circuit falls below charge pressure, the • Makeup valve
makeup valve in the circuit opens, causing charge oil to flow into the
reverse circuit. If the pressure in the reverse circuit rises above
charge pressure, the makeup valve closes.

Loop flushing occurs through the flushing valve in the motor. At the • Flushing valve
flushing spool, forward circuit oil acts against one side of the spool,
and reverse circuit oil acts against the other side. Forward circuit oil
causes the flushing spool to shift, allowing reverse circuit oil to flow
across the spool and to the flushing relief valve. When the pressure
in the reverse circuit is greater than 1800 kPa (260 psi), the flushing
relief valve opens, and 7 L/min (1.8 U.S. gal/min) of oil is removed
from the low-pressure loop in order to cool and clean the propulsion
circuit.

Additional loop flushing occurs through a 1.2 mm (0.042 in) orifice

in the pump. This orifice allows 3.29 L/min (0.866 U.S. gal/min) of
oil to flow from the charge circuit into the pump case.

145
QESV1318

CB534D PROPULSION HYDRAULIC SYSTEM

REVERSE, HIGH SPEED
REAR
PARKING
BRAKE FLUSHING RELIEF VALVE
U B X
INTERLOCK
VALVE
SERVO PISTON
FROM VIBRATORY PUMP

FROM VIBRATORY
1.4
MOTORS
SHIFT
SPOOL 18 BAR

0.8
FROM CHARGE FILTER
(STEERING SYSTEM)
3.5 BAR
REAR
PROPEL FLUSHING SPOOL
MOTOR
A T G T
THERMAL BYPASS VALVE

FORWARD COMBINATION VALVE

FRONT BRAKE VALVE
PARKING
BRAKE
DIRECTIONAL
A a b CONTROL
VALVE PS P G Fa Fc MB
T2 R T1 T2 B
1.07mm
SERVO PISTON
B

T1

450 BAR
FRONT
PROPEL
B SHIFT
MOTOR
VALVE 2

425 BAR
450 BAR
1.2mm

1 3 POR
VALVE
B T

A
MANUAL BRAKE
RELEASE PUMP X1 X2 MH S MA A
AUX PROPEL PUMP REVERSE COMBINATION VALVE

0627070946_4_5

SLIDE 93

REVERSE Travel

• Hydraulic schematic Filtered charge oil flows to the shift valve and the propulsion pump.
REVERSE With the shift switch in the HIGH-SPEED position, the shift
solenoid is energized. In this case, charge oil acts against the shift
spool in the rear propulsion motor. The shift spool moves, and a
passage is opened for oil in the high-pressure side of the propulsion
circuit to flow into high-speed servo piston chamber. The shift spool
opens the low-speed servo piston chamber to the return line. The
high-pressure oil causes the servo piston to move, and the rotating
group in the rear propulsion motor moves against the minimum
displacement stop.

• Parking brake release When the parking brake solenoid is energized, the brake solenoid
directs charge oil into the piston cavities of the front and rear
parking brakes and to the 1.07 mm (0.0421 in) orifice. The charge
pressure in the piston cavities overcomes the spring force, and the
parking brakes release.

146
 QESV1318

Downstream from the orifice, charge oil flows to the direction • Interlock solenoid
control valve and to the interlock valve. When the interlock solenoid
is energized, the spool closes the passage to the hydraulic tank. In
this case, charge pressure is available at the direction control valve.

When the propulsion lever is moved into the REVERSE range, the
ECM sends an output signal to the reverse solenoid. The reverse
solenoid causes the direction control spool to shift, allowing charge
oil to enter the reverse pump servo cavity.

The charge pressure in the pump servo cavity overcomes the force of
the springs, and the servo piston moves. Movement of the servo
piston causes the angle of the swashplate to change, and the pump
begins to produce flow. The farther the propulsion lever is moved,
the greater the signal to the forward solenoid. As the signal
increases, the direction control spool shifts closer to the maximum
position, increasing the angle of the swashplate, and therefore,
increasing the oil flow from the propulsion pump.

Supply oil flows to the reverse combination valve, the pressure • Reverse circuit flow
override relief valve, the flushing spool, and the reverse side of the
propulsion motors. The pressure differential between the forward
and reverse sides of the propulsion motors causes the motors to
turn. After turning the propulsion motors, oil at a reduced pressure
flows back to the forward side of the pump and the propulsion
cooling valve to complete the drive circuit.

The relief section of the pressure override relief valve is set at 42 500 • High-pressure relief
± 2000 kPa (6170 ± 290 psi), and the main relief valve is set at
45 000 kPa (6530 psi). As the pressure increases in the system, the
pressure reaches the pressure override relief setting first.

When the relief section of the pressure override relief valve is open,
charge oil flows across the valve and into the pump case. The 1.07
mm (0.0421 in) orifice causes a pressure drop. As oil flows across
the pressure override relief valve, the pressure acting in the reverse
pump servo cavity in the propulsion pump decreases. The springs in
the servo then move the swashplate to a lesser angle, and the flow
from the pump decreases. As pump flow decreases, pressure in the
reverse circuit decreases. This action requires a finite amount of
time.

If the pressure in the system reaches 45 000 kPa (6530 psi) before
the pump destrokes, the main relief valve opens. The main relief
valve is a fast-acting valve. When the main relief valve is open, oil
from the high-pressure circuit is directed into the low-pressure
circuit through the makeup valve in the low-pressure circuit. The
main relief valve quickly limits the pressure while the pressure
override relief valve has time to destroke the pump.

147
QESV1318

Action of the pressure override relief valve maintains the swashplate

at an angle that will maintain 42 500 ± 2000 kPa (6170 ± 290 psi)
in the high pressure side of the loop. If the motors are not rotating,
the pump swashplate angle will be near zero. In this case, little heat
is being generated.

• Makeup valve If pressure in the forward circuit falls below charge pressure, the
makeup valve in the circuit opens, causing charge oil to flow into the
forward circuit. If the pressure in the reverse circuit rises above
charge pressure, the makeup valve closes.

Loop flushing occurs through the flushing valve in the motor. At the
flushing spool, reverse circuit oil acts against one side of the spool,
and forward circuit oil acts against the other side. Reveres circuit oil
causes the flushing spool to shift, allowing forward circuit oil to
flow across the spool and to the flushing relief valve. When the
pressure in the forward circuit is greater than 1800 kPa (260 psi),
the flushing relief valve opens, and oil is removed at a rate of 7
L/min (1.8 U.S. gal/min) from the low-pressure loop in order to cool
and clean the propulsion circuit.

148
 QESV1318

TIMG_4647

SLIDE 94

Vibratory System

INTRODUCTION

The vibratory control system contains an electrical portion, a • Section description

hydraulic portion, and a mechanical portion. The electrical portion
is made up of an ECM and associated input and output devices. The
hydraulic portion consists of a closed-circuit hydrostatic drive loop
with a single pump and two motors. The mechanical portion is
comprised of four eccentric weights—two of which rotate inside
each drum.

Machines can be equipped with a two-amplitude vibratory system, a

five-amplitude vibratory system, or a Versa VibeTM system. The five-
amplitude system is standard.

The vibratory hydraulic system shares a common hydraulic tank

with the steering and propulsion hydraulic systems. The steering
pump supplies charge oil to the vibratory system. On machines with
the standard vibratory system, the vibratory electrical and hydraulic
systems provide automatically reversing weights and allow the front
and rear vibratory weights to be rotated independently or
simultaneously. The mechanical portion of the system provides five
vibratory amplitude settings on the standard machine.

149
QESV1318
• Left side of instrument
panel
• Component location
1. Vibratory mode control
switch
2. Drum selector switch
3. Amplitude selector
switch
• Drum selector switch (2)
150
IMG_4507_1_3
SLIDE 95
OPERATOR CONTROLS
The vibratory mode control switch (1), drum selector switch (2),
and amplitude selection switch (3, if equipped) are located on the
left side of the instrument panel.
The vibratory mode control switch (1) is a rocker switch with two
positions. This switch allows the operator to choose between
manual and automatic operation of the vibratory system. The left
position of the switch is the MANUAL position, and the right
position is the AUTOMATIC position. When the switch is in the
MANUAL position and the vibratory system is ON, the vibratory
motors operate when the propulsion lever is out of the NEUTRAL
position. When the switch is in the AUTOMATIC position, the
vibratory motors only operate when the machine is moving above a
set speed. The vibratory system will not activate when the
propulsion lever is in the NEUTRAL position.
Power transfers from the vibratory fuse (refer to Slide 28) to contact
“2” of the vibratory mode control switch (1). Contact “3” of the
switch provides an input signal to terminal “16” of the ECM when
the switch is in the AUTOMATIC position.
The second switch in the bank is the drum selector switch (2). This
rocker switch with three-positions allows the front and rear
vibratory motors to be independently or simultaneously operated.
The left position is the REAR position. The center position is the
DUAL DRUM position. The right position is the FRONT position.
 QESV1318

Power transfers from the vibratory fuse to contact “2” of the drum
selector switch (2). Contact “1” of the switch is connected to the
front motor selector solenoid. Contact “3” of the switch is
connected to the rear motor selector solenoid.

The drum selector switch also controls which of the vibratory speed
sensors provides the input signal to the vibratory tachometer. The
rear vibratory speed sensor is connected to contact “5” of the drum
selector switch, and the front vibratory speed sensor is connected to
contact “4.” When the drum selector switch is in the REAR position
and the DUAL DRUM position, the rear speed sensor directs the
input signal to the vibratory tachometer. When the switch is in the
FRONT position, the front speed sensor provides the input signal to
the tachometer.

If the machine is equipped with the two-amplitude system, the • Amplitude selector switch
amplitude selector switch (3) is located in the space below the drum (3)
selector switch. The amplitude selector switch is a rocker switch
with two-positions. The left position is the HIGH-AMPLITUDE,
LOW-FREQUENCY position. The right position is the LOW-
AMPLITUDE, HIGH-FREQUENCY position. The switch has two
poles.

Contact “1,” contact “2,” and contact “3” of the amplitude selector
switch (3) make up one of the poles. On the CB534D, these contacts
route the output signals from the ECM to the appropriate vibratory
solenoid. The output signal from terminal “43” and from terminal
“44” of the ECM are both sent to contact “2” of the switch.
Contact “1” of the switch is connected to the reverse solenoid on the
vibratory pump. Contact “3” of the switch is connected to the
forward solenoid on the vibratory pump. This pole is not used on
the CB564D.

Contact “4,” contact “5,” and contact “6” of the amplitude selector
switch (3) make up the second pole. Contact “5’ of the switch
receives power from the vibratory fuse. Contact “6” provides an
input signal to terminal “17” of the ECM when the switch is in the
HIGH-AMPLITUDE, LOW-FREQUENCY position.

NOTE: The vibratory mode control switch, drum selector switch,

and amplitude selector switch are equipped with integral lights.
These lights illuminate when the master light switch on the
instrument panel is ON. Illuminated lights do not indicate the status
of these switches.

A cluster of indicators (4) is located on the left side of the instrument • Vibratory indicator (in
panel. This cluster contains eight indicators, in three rows. The cluster [4])
vibratory indicator (not visible) is the only indicator in the third
row. The ECM illuminates this indicator when the vibratory system
is operating.

151
QESV1318

IMG_4382C1_1_3

SLIDE 96

• Right side of instrument The vibratory tachometer (5) is located on the right side of the
panel instrument panel. Terminal “I” of the tachometer receives power
from the gauge fuse, and terminal “S” receives an input signal from
the vibratory speed sensors. The vibratory tachometer is grounded
at terminal “G.”

• Component location The drum selector switch (2) controls which of the vibratory speed
5. Vibratory tachometer sensors provides the input signal to the vibratory tachometer.

152
 QESV1318

IMG_4376C3_1_5

SLIDE 97

The vibratory master switch (6) is a trigger-type switch located on • Right console
the propulsion control lever. The vibratory master switch is a
momentary switch.

The vibratory master switch (6) is normally open. When the trigger • Component location
is actuated, the ECM receives an input signal. The ECM tracks the 6. Vibratory master
number of impulses it receives from the vibratory master switch to switch
determine the status of the vibratory system—with an odd number,
the system is ON; with an even number, the system is OFF.

153
QESV1318

IMG_4411_1_3

SLIDE 98

• Opposite side of drum Each drum contains two eccentric weights. The weights are located
from vibratory motor in a sealed housing inside the drum and are connected to the
vibratory motor output shaft. When the vibratory system is
operating, the output shaft from the vibratory motor rotates the two
weights. Since the center of gravity of the eccentric weights is not at
the center of the output shaft, rotation of the eccentric weights
causes the drum to vibrate.

• Component location On machines with the five-amplitude system, the two eccentric
7. Amplitude selection weights are mechanically interlocked and held in place by a spring
wheel and coupling. The orientation of the weights, relative to each other,
8. Sight glass determines the vibratory amplitude. Five amplitudes are possible:
low, medium low, medium, medium high, and high.

The amplitude selection wheel (7) is connected to the inner weight.

This wheel is located on the opposite side of the drum from the
vibratory motor (on the same side as the propulsion motor). When
the amplitude selection wheel is pulled out, the coupling between the
two weights is released. This action allows the amplitude selection
wheel to be rotated and the orientation of the inside weight (with
respect to the outside weight) to be changed. When the wheel is
returned to the locked position, the coupling is engaged and the
weight is locked in position.

154
 QESV1318

When the two eccentric weights are aligned on the same side of the
output shaft, rotation of the weights creates the highest amplitude.
A 180-degree offset creates the lowest amplitude. Offset angles
between zero and 180 degrees create medium amplitude settings—
the greater the offset angle, the lower the amplitude.

NOTE: The front and rear amplitude selection wheels must be set
on the same amplitude during machine operation.

Rotation of the eccentric weights places the shaft bearings under a

high load, creating the need for constant lubrication. The bearings
are splash lubricated with oil inside the eccentric weight housing.
The housing contains a sight gauge (8) to indicate the oil level. This
gauge is located on the same side of the drum as the amplitude
selection wheel (7). To check the oil level, the drum must be rotated
until the indicator is in the lowest position. At this point, oil should
be visible across the midpoint of the sight gauge.

155
QESV1318

CB534D ASPHALT COMPACTOR

ECM CONNECTOR VIBRATORY CONTROL

TERMINALS OF ECM
TERMINAL FUNCTION TYPE*
1 BATTERY O
2 BATTERY + I
3 CAN + C
4 CAN C
1 5 6 10 5 CAN SHIELD C
16 VIBRATOR AUTOMATIC I
11 15 16 20
17 VIBRATOR HIGH I
21 25 26 30
19 CONFIGURATION 0" I
31 35 36 40 23 CONFIGURATION 1" I
41 45 46 50 24 HANDLE PWM I
29 VIBRATOR ON I
36 VIBRATOR LIGHT O
43 VIBRATOR FORWARD O
44 VIBRATOR REVERSE O
47 BATTERY + I
48 BATTERY + I
49 BATTERY + I
50 BATTERY + I

*I = INPUT TERMINAL; O = OUTPUT TERMINAL; C = CAN TERMINAL

0501070709_2_5

SLIDE 99

VIBRATORY ELECTRICAL SYSTEM

Electronic Control Module (ECM) for CB534D

• ECM connector
The ECM is equipped with a 50-pin connector. When the engine
start switch is in the ON position or in the START position, the
ECM receives power from the ECM fuse at the following terminals:
“2,” “47,” “48,” “49,” “50.” The ECM is grounded at terminal
“1.”

• CAN lines The CAN lines provide high-speed communication between the
ECM and the electronic service tool. The CAN requires a positive
line, a negative line, and a grounded shield. The positive line is
connected to terminal “3” of the ECM. The negative line is
connected to terminal “4” of the ECM. The grounded shield is
connected to terminal “5” of the ECM.

156
 QESV1318

The ECMs on the CB534D and the CB564D are physically the • ECM identification
same. In order to prevent incorrect software installation, the harness terminals
configuration on each machine provides one or two switch input
signals to the ECM. These input signals identify the machine on
which the ECM is installed. The harness on the CB534D ECM is
wired as follows:

• terminal “19”—power

• terminal “23”—ground.

To control the vibratory system, the ECM gathers input signals at • Input terminals
the following terminals:

• Terminal “16”—The vibratory mode control switch provides a

digital input signal to this terminal when the switch is in the
AUTOMATIC position. The ECM determines that the switch is in
the MANUAL position when the circuit at terminal “16” is
floating. When the vibratory system is on, the ECM uses the
information gathered from the vibratory mode control switch and
the information gathered from the propulsion sensor (refer to
terminal “24”) to control the output signals to the vibratory
control solenoids (refer to terminal “43” and terminal “44”).

• Terminal “17”—The amplitude selector switch provides a digital

input signal to this terminal when the switch is in the HIGH-
AMPLITUDE, LOW-FREQUENCY position. The ECM
determines that the switch is in the LOW-AMPLITUDE, LOW-
FREQUENCY position when the circuit at terminal “17” is
floating. This input signal is only active on machines with the two-
amplitude vibratory system or the Versa Vibe system.

• Terminal “24”—The propulsion sensor provides a pulse-width

modulated input signal to this terminal. The ECM uses this signal
with the signal from the vibratory mode control switch (refer to
terminal “16”) to operate the vibratory control solenoids (refer to
terminal “43” and terminal “44”).

• Terminal “29”—The vibratory master switch provides a digital

input signal to this terminal. The ECM tracks the number of
impulses it receives at terminal “29.” With zero impulses or an
even number of impulses at this terminal, the vibratory system is
off. With an odd number of impulses at terminal “29,” the
vibratory system is on.

Software in the ECM analyzes the input and determines if an output • Output terminals
signal should be sent from the following terminals:

• Terminal “36”—When the vibratory system is enabled, the ECM

generates a digital output signal from this terminal. This signal is
sent to the vibratory indicator.

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QESV1318

• Terminal “43”—On machines with the five-amplitude vibratory

system, the ECM provides a digital output signal from terminal
“43” under two conditions. The first condition that will generate
an output is as follows: the vibratory mode control switch is in the
MANUAL position, and the input signal from the propulsion
sensor is in the forward range, outside the neutral deadband. The
second condition that will generate an output is as follows: the
vibratory mode control switch is in the AUTOMATIC position,
and the input signal from the propulsion sensor is in the forward
range, beyond a set parameter.

On machines with the two-amplitude vibratory system, the ECM

also analyzes the circuit at terminal “17” to determine when to
generates a digital output signal from terminal “43.” When the
circuit at terminal “17” indicates that the amplitude selector
switch is in the HIGH-AMPLITUDE, LOW FREQUENCY
position, the ECM will generate a digital output signal from
terminal “43” under two conditions. The first condition that will
generate an output is as follows: the vibratory mode control
switch is in the MANUAL position, and the input signal from the
propulsion sensor is outside the neutral deadband. The second
condition that will generate an output is as follows: the vibratory
mode control switch is in the AUTOMATIC position, and the
input signal from the propulsion sensor is in the forward range or
the reverse range, beyond a set parameter.

• Terminal “44”—On machines with the five-amplitude vibratory

system, the ECM provides a digital output signal from terminal
“44” under two conditions. The first condition that will generate
an output is as follows: the vibratory mode control switch is in the
MANUAL position, and the input signal from the propulsion
sensor is in the reverse range, outside the neutral deadband. The
second condition that will generate an output is as follows: the
vibratory mode control switch is in the AUTOMATIC position,
and the input signal from the propulsion sensor is in the reverse
range, beyond a set parameter.

On machines with the two-amplitude vibratory system, the ECM

also analyzes the circuit at terminal “17” to determine when to
generates a digital output signal from terminal “44.” When the
circuit at terminal “17” indicates that the amplitude selector
switch is in the LOW-AMPLITUDE, LOW FREQUENCY
position, the ECM will generate a digital output signal from
terminal “44” under two conditions. The first condition that will
generate an output is as follows: the vibratory mode control
switch is in the MANUAL position, and the input signal from the
propulsion sensor is outside the neutral deadband. The second
condition that will generate an output is as follows: the vibratory
mode control switch is in the AUTOMATIC position, and the
input signal from the propulsion sensor is in the forward range or
the reverse range, beyond a set parameter.

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 QESV1318

CB564D ASPHALT COMPACTOR

ECM CONNECTOR VIBRATORY CONTROL

TERMINALS OF ECM
TERMINAL FUNCTION TYPE*
1 BATTERY O
2 BATTERY + I
3 CAN + C
4 CAN C
1 5 6 10 5 CAN SHIELD C
16 VIBRATOR AUTOMATIC I
11 15 16 20
17 VIBRATOR HIGH I
21 25 26 30
19 CONFIGURATION PIN I
31 35 36 40 24 HANDLE PWM I
41 45 46 50 26 VIBRATORY SYSTEM CONFIGURE I
29 VIBRATOR ON I
36 VIBRATOR LIGHT O
40 VIBRATOR FORWARD O
41 VIBRATOR REVERSE O
47 BATTERY + I
48 BATTERY + I
49 BATTERY + I
50 BATTERY + I

*I = INPUT TERMINAL; O = OUTPUT TERMINAL; C = CAN TERMINAL

0501070709_2_12

SLIDE 100

Electronic Control Module (ECM) for CB564D

The ECM is equipped with a 50-pin connector. When the engine • ECM connector
start switch is in the ON position or in the START position, the
ECM receives power from the ECM fuse at the following terminals:
“2,” “47,” “48,” “49,” “50.” The ECM is grounded at terminal
“1.”

The CAN lines provide high-speed communication between the • CAN lines
ECM and the electronic service tool. The CAN requires a positive
line, a negative line, and a grounded shield. The positive line is
connected to terminal “3” of the ECM. The negative line is
connected to terminal “4” of the ECM. The grounded shield is
connected to terminal “5” of the ECM.

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QESV1318

• ECM identification The ECMs on the CB534D and the CB564D are physically the
terminals same. In order to prevent incorrect software installation, the harness
configuration on each machine provides one or two switch input
signals to the ECM. These input signals identify the machine on
which the ECM is installed. The harness on the CB564D provides a
12-volt input signal to terminal “19” of the ECM.

• Input terminals To control the vibratory system, the ECM gathers input signals at
the following terminals:

• Terminal “16”—The vibratory mode control switch provides a

digital input signal to this terminal when the switch is in the
AUTOMATIC position. The ECM determines that the switch is in
the MANUAL position when the circuit at terminal “16” is
floating. When the vibratory system is on, the ECM uses the
information gathered from the vibratory mode control switch
along with the information gathered from the amplitude selector
switch (refer to terminal “17”) and from the propulsion sensor
(refer to terminal “24”) to control the output signals to the
vibratory control solenoids (refer to terminal “40” and terminal
“41”).

• Terminal “17”—The amplitude selector switch provides a digital

input signal to this terminal when the switch is in the HIGH-
AMPLITUDE, LOW-FREQUENCY position. The ECM
determines that the switch is in the LOW-AMPLITUDE, LOW-
FREQUENCY position when the circuit at terminal “17” is
floating. This input signal is only active on machines with the two-
amplitude vibratory system or the Versa Vibe system. When the
vibratory system is on, the ECM uses the information gathered
from the amplitude selector switch along with the information
gathered from the vibratory mode control switch (refer to terminal
“16”) and from the propulsion sensor (refer to terminal “24”) to
control the output signals to the vibratory control solenoids (refer
to terminal “40” and terminal “41”).

• Terminal “24”—The propulsion sensor provides a pulse-width

modulated input signal to this terminal. The ECM uses this signal
with the signal from the vibratory mode control switch (refer to
terminal “16”) and the signal from the amplitude selector switch
(refer to terminal “17”) to operate the vibratory control solenoids
(refer to terminal “40” and terminal “41”).

• Terminal “26”—The ECM evaluates the circuit at this terminal to

determine which type of vibratory system the machine has. When
24 volts is present at terminal “26,” the ECM determines that the
machine is equipped with a five-amplitude vibratory system. When
the terminal “26” is grounded, the ECM determines that the
machine is equipped with a two-amplitude vibratory system or the
Versa Vibe system.

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 QESV1318

• Terminal “29”—The vibratory master switch provides a digital

input signal to this terminal. The ECM tracks the number of
impulses it receives at terminal “29.” With zero impulses or an
even number of impulses at this terminal, the vibratory system is
off. With an odd number of impulses at terminal “29,” the
vibratory system is on.

Software in the ECM analyzes the input and determines if an output • Output terminals
signal should be sent from the following terminals:

• Terminal “36”—When the vibratory system is enabled, the ECM

generates a digital output signal from this terminal. This signal is
sent to the vibratory indicator.

• Terminal “40”—On machines with the five-amplitude vibratory

system, the ECM provides a digital output signal from terminal
“40” under two conditions. The first condition that will generate
an output is as follows: the vibratory mode control switch is in the
MANUAL position, and the input signal from the propulsion
sensor is in the forward range, outside the neutral deadband. The
second condition that will generate an output is as follows: the
vibratory mode control switch is in the AUTOMATIC position,
and the input signal from the propulsion sensor is in the forward
range, beyond a set parameter.

On machines with the two-amplitude vibratory system, the ECM

also analyzes the circuit at terminal “17” to determine when to
generates a digital output signal from terminal “40.” When the
circuit at terminal “17” indicates that the amplitude selector
switch is in the HIGH-AMPLITUDE, LOW FREQUENCY
position, the ECM will generate a digital output signal from
terminal “40” under two conditions. The first condition that will
generate an output is as follows: the vibratory mode control
switch is in the MANUAL position, and the input signal from the
propulsion sensor is outside the neutral deadband. The second
condition that will generate an output is as follows: the vibratory
mode control switch is in the AUTOMATIC position, and the
input signal from the propulsion sensor is in the forward range or
the reverse range, beyond a set parameter.

• Terminal “41”—On machines with the five-amplitude vibratory

system, the ECM provides a digital output signal from terminal
“41” under two conditions. The first condition that will generate
an output is as follows: the vibratory mode control switch is in the
MANUAL position, and the input signal from the propulsion
sensor is in the reverse range, outside the neutral deadband. The
second condition that will generate an output is as follows: the
vibratory mode control switch is in the AUTOMATIC position,
and the input signal from the propulsion sensor is in the reverse
range, beyond a set parameter.

On machines with the two-amplitude vibratory system, the ECM

also analyzes the circuit at terminal “17” to determine when to

161
QESV1318

generates a digital output signal from terminal “41.” When the

circuit at terminal “17” indicates that the amplitude selector
switch is in the LOW-AMPLITUDE, LOW FREQUENCY
position, the ECM will generate a digital output signal from
terminal “41” under two conditions. The first condition that will
generate an output is as follows: the vibratory mode control
switch is in the MANUAL position, and the input signal from the
propulsion sensor is outside the neutral deadband. The second
condition that will generate an output is as follows: the vibratory
mode control switch is in the AUTOMATIC position, and the
input signal from the propulsion sensor is in the forward range or
the reverse range, beyond a set parameter.

CB534D AND CB564D FAULT CODES

VIBRATORY SYSTEM

FAULT CODES FOR VIBRATORY SYSTEM

FLASH SEQUENCE DIAGNOSTIC SCREEN NAME FAULT DESCRIPTION FAULT LEVEL
(1)
6-1 CP_VIBECONFIG_FLT VIBRATORY CONFIGURATION NOT CORRECT 1
6-2 CP_VIBEFWD_FLT VIBRATORY FORWARD SOLENOID FAULT 1
6-3 CP_VIBEREV_FLT VIBRATORY REVERSE SOLENOID FAULT 1
(1)
6-4 CP_VIBEHILOW_FLT VIBRATORY AMPLITUDE SIGNAL INVALID INPUT 1
NOTES: (1) CB564D ONLY

0711070717_5

SLIDE 101

Fault Codes (Vibratory System)

• Fault codes The ECM monitors circuits and components in the vibratory system
for faults. When a fault is detected, the ECM flashes a fault code on
the parking brake indicator (refer to Slide 74). Service technicians
can also use an electronic service tool to retrieve fault information.

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 QESV1318

Each fault code consists of a series of long flashes followed by a

series of short flashes. Each long flash lasts for approximately one
second. Each short flash lasts for approximately one-half of a
second. The ECM creates a three-second pause between fault codes.
After the ECM has flashed the code for each active fault, the ECM
begins the sequence again.

The system categorizes the faults in three levels: level one, level two, • Fault levels
and level three. All the faults in this system are level-one faults. A
level-one warning alerts the operator to a specific machine system
operating condition.

If the ECM detects an invalid input signal at the vibratory • Flash code 6-1
configuration terminal, the ECM flashes the “6-1” code. This code
indicates a level-one fault. This fault does not occur on the CB534D.

If the ECM detects an open circuit, a short to battery, or a short to • Flash code 6-2
ground in the circuit to the forward vibratory solenoid, the ECM
flashes the “6-2” code. This code indicates a level-one fault. Possible
causes for this fault include: open circuit, short to ground, faulty
coil.

If the ECM detects an open circuit, a short to battery, or a short to • Flash code 6-3
ground in the circuit to the reverse vibratory solenoid, the ECM
flashes the “6-3” code. This code indicates a level-one fault. Possible
causes for this fault include: open circuit, short to ground, faulty
coil.

If the ECM detects an invalid input signal from the amplitude • Flash code 6-4
selector switch, the ECM flashes the “6-4” code. This code indicates
a level-one fault. This fault does not occur on the CB534D.

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QESV1318

IMG_4424_1_3

SLIDE 102

HYDRAULIC PUMP (VIBRATORY)

• Engine compartment The vibratory pump (1) is the second in a series of two pumps which
are driven by the engine flywheel—the propulsion pump is driven by
the engine, and the vibratory pump is splined to the propulsion
pump. The vibratory pump is electronically controlled, variable-
displacement, axial-piston pump.

• Component location NOTE: The standard vibratory pump on the CB534D and the
1. Vibratory pump standard vibratory pump on the CB564D are similar but not
2. Vibratory manifold identical. Both machine models are equipped with the same pump
on machines with the Versa Vibe system. The standard pumps and
the Versa Vibe pump are similar. These vibratory pumps are also
similar to the propulsion pump on these machines. For a cross-
sectional view of this type of pump, refer to “Propulsion Control
System, Piston Pump (Propulsion),” in this publication.

The ECM controls the vibratory pump by directing a fixed signal to

the vibratory pump solenoids. Solenoid reactions move the
displacement control spool in the pump to control the flow of
charge oil which acts against either side of the servo cylinder. The
position of the servo cylinder controls the position of the swashplate
in the pump.

NOTE: The forward solenoid and the reverse solenoid are located
on the front face of the pump. The K919-YL wire is connected to the
forward solenoid on the vibratory pump, and the K918-GN wire is
connected to the reverse solenoid.

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 QESV1318

The pump housing contains one pressure override relief (POR) valve • POR valve
and two combination valves. The reverse combination valve is
located on the rear face of the pump, and the forward combination
valve is located on the front face of the pump.

The pressure override relief valve limits the maximum working

pressure in the forward circuit and the reverse circuit. The setting of
the pressure override relief valve in the vibratory circuit depends on
the machine configuration. On CB534D machines equipped with a
two-amplitude system or a five-amplitude system, the pressure
override relief valve is set to 33 000 ± 2000 kPa (4790 ± 290 psi).
On CB534D machines equipped with the Versa-vibe system, the
valve is set to 38 000 ± 2000 kPa (5515 ± 290 psi). On CB564D
machines equipped with a two-amplitude system or a five-amplitude
system, the pressure override relief valve is set to 38 000 ± 2000 kPa
(5515 ± 290 psi). On CB564D machines equipped with the Versa-
vibe system, the valve is set to 38 000 ± 2000 kPa (5515 ± 290 psi).

The combination valves on the pump act as makeup and relief • Combination valves
valves. The relief setting of the valves in the vibratory system
depends on the machine configuration. On CB534D machines
equipped with a two-amplitude system or a five-amplitude system,
the main relief valve is set to 35 500 ± 2000 kPa (5150 ± 290 psi).
On CB534D machines equipped with the Versa-vibe system, the
valve is set to 40 000 ± 2000 kPa (5800 ± 290 psi). On CB564D
machines equipped with a two-amplitude system or a five-amplitude
system, the pressure override relief valve is set to 40 000 ± 2000 kPa
(5800 ± 290 psi). On CB564D machines equipped with the Versa-
vibe system, the valve is set to 40 000 ± 2000 kPa (5800 ± 290 psi).

The makeup section of the pressure override relief valves allows

charge oil to flow into the low-pressure circuit in order to replenish
the oil lost to loop flushing and internal leakage.

Pressure in the reverse circuit can be measured at the pressure tap in • Pressure tap
port “MA”, and pressure in the forward circuit can be measured in
the tap in port “MB.”

NOTE: The high-pressure relief function of the combination valve

cannot divert full pump flow into the low-pressure side of the
circuit. However, this valve reduces pressure in the circuit faster than
the relief section of the pressure override relief valve does. The high-
pressure relief section of the combination valve removes pressure
spikes in the system, while the relief section of the pressure override
relief valve serves as the main relief for the circuit.

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QESV1318

• Charge pressure Charge pressure in the vibratory and propulsion hydraulic systems is
controlled by a single charge relief valve located on the vibratory
pump. The charge relief valve limits the pressure in the charge circuit
to 3050 ± 200 kPa (443 ± 30 psi). Pressure in the charge system can
be measured at the charge pressure tap in the outlet line of the
charge filter.

Port “X1” and port “X2” on the pumps register the low-amplitude
and high-amplitude (respectively) servo piston pressures. Port “X1”
and port “X2” are used when the mechanical-zero and hydraulic-
zero settings are performed on the pump.

• Vibratory manifold (2) The vibratory manifold (2) is mounted to the top face of the
vibratory pump. Each port on the manifold is identified by an
alphabetic designation which is stamped next to the port. This
manifold contains the intercircuit relief valve, the front drum select
solenoid (C926-BU wire), the rear drum select solenoid (C927-PU),
and the flushing valve.

The intercircuit relief valve contains an anticavitation check valve.

The intercircuit relief valve prevents pressure spikes and the
anticavitation check valve prevents motor cavitation in the circuit
during travel direction changes (when the vibratory system is
operated in AUTOMATIC) and when the motor selection is changed
from front to rear.

The pressure in the circuit between the vibratory motors can be

measured at the pressure tap in port “MP” of the vibratory
manifold.

The front and rear drum select solenoids are controlled by the drum
selector switch on the instrument panel. When the drum selector
switch is in the FRONT position, the front drum select solenoid is
energized, and when the drum selector switch is in the REAR
position, the rear drum select solenoid is energized. When the drum
selector switch is in the DUAL DRUM position, neither drum select
solenoid is energized. When a drum select solenoid is energized,
equal pressure is present at the inlet and outlet ports of the opposite
motor, and the motor does not operate.

The flushing valve contains the flushing spool and the flushing relief
valve. When the vibratory system is operating, and the pressure in
the low-pressure side of the loop is greater than 1800 kPa (260 psi),
the flushing relief valve opens, directing flow from the low-pressure
side of the loop into the case drain to cool and clean the vibratory
loop.

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IMG_4431_1_3

SLIDE 103

PISTON MOTORS (VIBRATORY)

The rear vibratory motor (1) is located on the left side of the rear • Left side of rear drum
drum. The standard motor is a piston-type motor with a fixed
displacement. The motor used on machines with a Versa Vibe
system is a fixed-displacement, piston-type motor with a bent axis.
The vibratory motor directly drives the vibratory weight shaft.

The front vibratory motor is identical to the rear motor. The front • Component location
motor is located on the right side of the front drum. 1. Rear vibratory motor
2. Vibratory speed
A vibratory speed sensor (2) is located at the front and rear sensor
vibratory motors. The vibratory speed sensors provide the input
signals to operate the vibratory tachometer. The drum selector
switch controls which of the sensors provides the input the
tachometer.

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QESV1318

CB534D VIBRATORY ELECTRICAL SYSTEM

C926-BU
C927-PU
AMPLITUDE
103-YL SELECTOR
112-PU B+ FROM MAIN POWER RELAY
DRUM SELECTOR SWITCH SWITCH
VIBRATORY MODE (OPTIONAL)
1
C926-BU
CONTROL SWITCH
2
112-PU 10A 103-YL
3 1 1
C927-PU 2 2
VIBRATORY FUSE 4
B439-RD 103-YL C906-PU
3 3
5 6 4 4
112-PU 15A 123-WH 103-YL

C933-GN
7

C926-BU
C927-PU
5 6 5 6

GAUGE FUSE FROM LIGHT MASTER SWITCH 614-PU

7 7
8 200-BK
112-PU 135-BU 614-PU 614-PU 8 8
15A 200-BK 200-BK
B440-WH 440-WH 200-BK
ECM FUSE 123-WH

C925-GN
C926-BU

C906-PU
C927-PU

X982-PU
C924-YL
C933-GN C933-GN

200-BK
614-PU
B440-WH
B439-RD
PROPULSION LEVER 614-PU
S
H751-OR 1 N/O DRUM OFFSET 123-WH I G 200-BK
CAN A F711-GN 2 N/C LEFT DRUM OFFSET
B F712-GY H750-BR 3 N/O RIGHT DRUM OFFSET VIBRATORY
PORT C A249-BK 4 N/C RIGHT DRUM OFFSET
5 + SWITCH COMMON TACHOMETER
A305-YL 6 N/O HORN 614-PU
CAN 7 N/C HORN FRONT MOTOR
RESISTOR P979-YL 8 N/O WATER SPRAY

C926-BU
C927-PU
SPEED SENSOR

200-BK
9 N/C WATER SPRAY
A F711-GN P978-GN 10 N/O VIBE
B F712-GY 11 N/C VIBE B439-RD 1
C A249-BK 12 200-BK 2

C925-GN

C906-PU
C906-PU

X982-PU
C924-YL
135-BU 1 + BATTERY 200-BK
JN C9/ 200-BK 2 GROUND
AH C4 K708-BU 3 SIGNAL B440-WH 1
4

C926-BU
C927-PU
28 135-BU 200-BK 2

200-BK
29 C21 C18

1
2

1
2
PROPULSION SENSOR
REAR MOTOR
M905-WH TWO AMPLITUDE OR
M904-OR VIBRATORY INDICATOR SPEED SENSOR VERSA VIBE MACHINES:
ELECTRONIC CONTROL CONNECT C18 TO C20 AND
MODULE (ECM) C935-PU 1 WATER SPRAY 200-BK
CONNECT C19 TO C21

BATTERY 1 200-BK 200-BK 2 GROUND FIVE AMPLITUDE MACHINE:

C932-YL 3 VIBRATOR

C926-BU
135-BU

C927-PU
BATTERY + 2 CONNECT C18 TO C21 AND
200-BK 4 GROUND

200-BK
CAN + 3 711-GN A249-BK FRONT MOTOR REAR MOTOR CONNECT C19 TO C20
CAN 4 712-GY 712-GY
A249-BK SELECTOR SOLENOID SELECTOR SOLENOID

1
2

1
2
CAN SHIELD 5 711-GN
VIBRATOR AUTO 16 C933-GN 200-BK REVERSE FORWARD C19 C20
VIBRATOR HIGH 17 X982-PU 135-BU SOLENOID SOLENOID

K918-GN
K919-YL

T825-YL
A990-BU

X982-PU
CONFIG 0" 19 M904-OR 135-BU
CONFIG 1" 23 M905-WH 135-BU
HANDLE PWM 24 K708-BU 135-BU
VIBRATOR ON 29 P978-GN 135-BU
C932-YL C933-GN K918-GN 1 C926-BU 1 C927-PU 1
VIBRATOR LIGHT 36
VIBRATOR FWD 43 A990-BU P978-GN 200-BK 2 200-BK 2 200-BK 2
VIBRATOR REV 44 T825-YL K708-BU K919-YL 3
BATTERY + 47 135-BU C932-YL 200-BK 4
C927-PU
BATTERY + 48 135-BU T825-YL
BATTERY + 49 135-BU A990-BU C926-BU C926-BU
BATTERY + 50 135-BU X982-PU 200-BK 200-BK 200-BK
K919-YL
K918-GN
T825-YL
A990-BU
X982-PU 0502071317_2_3

SLIDE 104

SYSTEM OPERATION

Vibratory Electrical System (CB534D)

• Electrical schematic for When the main power relay is energized, power is available at the
CB534D vibratory system ECM fuse, the vibratory fuse, and the gauge fuse through 112-PU
wires. When the ECM fuse is closed, power is available at the
following places:

• contact “1” of the propulsion sensor

• contact “28” of connector “C4”

• terminal “2” and terminal “47” through terminal “50” of the

ECM.

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When the vibratory fuse is closed, 103-YL wires distribute power to

contact “2” of the drum selector switch, contact “2” of the
vibratory mode control switch, and contact “5” of the amplitude
selector switch (if equipped). When the gauge fuse is closed, power is
available at contact “I” of the vibratory tachometer.

After the ECM receives power, it begins to monitor the circuit at • Vibratory master switch
terminal “29.” The vibratory master switch on the propulsion lever
provides the input signal to this terminal. When the vibratory master
switch is depressed, the circuit at terminal “29” of the ECM is
complete. This prompts the ECM to initiate the vibratory control
logic.

Since the vibratory master switch is a momentary-type switch, the

circuit at terminal “29” of the ECM is only complete while the
switch is held. When the switch is released, the circuit at terminal
“29” returns to its natural state. The ECM monitors the number of
times that the vibratory master switch is closed to determine if the
vibratory system is ON or OFF. The first time the vibratory master
switch is closed (and on all subsequent odd-numbered times), the
ECM enables the vibratory system. The second time the switch is
depressed (and on all subsequent even-numbered times), the ECM
disables the vibratory system.

When the ECM determines that the vibratory system is ON, the • Vibratory mode control
ECM monitors the circuit at terminal “16” to determine the switch MANUAL
position of the vibratory mode control switch and the circuit at
terminal “24” to determine the position of the propulsion lever.
When the vibratory mode control switch is in the MANUAL
position, contact “2” and contact “3” of the switch are open, and
the circuit at terminal “16” of the ECM is open.

Terminal “24” of the ECM monitors the input signal from the
propulsion lever sensor. The sensor generates a pulse-width-
modulated signal with a duty cycle of between 9 and 91 percent.
The duty cycle (time on versus time off) of the signal depends on the
position of the propulsion lever. The lowest duty cycle corresponds
to the FULL-REVERSE position, and the highest duty cycle
corresponds to the FULL-FORWARD position. The duty cycle of the
signal that corresponds to the NEUTRAL position is roughly in the
center of the range. The ECM is calibrated to recognize the
maximum and minimum signals and the signal which corresponds
to NEUTRAL. The ECM is programmed to create a narrow
deadband around the NEUTRAL signal.

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QESV1318

When the ECM determines that the propulsion lever is in the

NEUTRAL position, no output signal is generated in the vibratory
system. When the ECM determines that the propulsion lever is
outside the NEUTRAL deadband, an output is generated at terminal
“43.” The A990-BU wire transfers this signal to contact “2” of
connector “C20.”

NOTE: The duty cycle of the NEUTRAL deadband range is 37-to-

63 percent.

On machines with the five-amplitude system, connector “C19” and

connector “C20” are connected. In this case, power transfers into
the K919-YL wire. This wire transmits the signal from the ECM to
the forward EDC on the vibratory pump. The EDC becomes fully
energized, and the vibratory pump generates maximum flow in the
forward hydraulic circuit.

On machines with the two-amplitude system or the Versa Vibe

system, connector “C18” and connector “C20” are connected. In
this case, the signal from the ECM transfers to contact “2” of the
amplitude selector switch through the C906-PU wire. When the
switch is in the LOW-AMPLITUDE position, the signal from the
ECM transfers to the reverse EDC on the vibratory pump through
the C925-GN wire and the K918-GN wire. When the amplitude
selector switch is in the HIGH-AMPLITUDE position, the signal
from the ECM transfers to the forward EDC on the vibratory pump
through the C924-YL wire and the K919-YL wire.

• Vibratory mode control When the vibratory mode control switch is in the AUTOMATIC
switch AUTOMATIC position, contact “2” and contact “3” of the switch are closed, and
the circuit at terminal “16” of the ECM is closed. Under these
conditions, the ECM uses input at terminal “24” to determine the
position of the propulsion lever before an output signal is generated
in the vibratory system.

On machines with the five-amplitude system, when the ECM

determines that the propulsion lever is in the NEUTRAL position,
no output signal is generated in the vibratory system. When the
ECM determines that the propulsion lever is in the FORWARD
range, beyond the set speed parameter, an output is generated at
terminal “43.” This signal is sent through the A990-BU wire and the
K919-YL wire to the forward EDC on the vibratory pump, and the
EDC becomes fully energized. When the ECM determines that the
propulsion lever is in the REVERSE range, beyond the set speed
parameter, an output signal is generated at terminal “44.” This
signal is sent through the T825-YL wire and the K918-GN wire to
the reverse EDC on the vibratory pump, and the EDC becomes fully
energized.

170
 QESV1318

NOTE: On machines with the two-amplitude system or the Versa

Vibe System, the amplitude selector switch is also in the circuit. On
these machines, the forward and the reverse signals from the ECM
are both sent to contact “2” of the amplitude selector switch.

The drum selection switch controls the front motor selector solenoid • Drum selection switch
and the rear motor selector solenoid. When this switch is in the
FRONT position, contact “1” and contact “2” of the switch are
closed. In this case, the C926-BU wire transfers power to the front
motor selector solenoid. When this solenoid is energized, hydraulic
oil will not flow through the rear vibratory motor.

When the drum selection switch is in the REAR position, contact

“2” and contact “3’ of the switch are closed. In this case, the C927-
PU wire transfers power to the rear motor selector solenoid. When
the rear motor selector solenoid is energized, hydraulic oil cannot
flow through the front vibratory motor.

When the drum selector switch is in the DUAL DRUM position, the
circuit across the switch is open, and neither motor selector solenoid
is energized. In this case, hydraulic oil can flow through both
vibratory motors.

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QESV1318

CB564D VIBRATORY ELECTRICAL SYSTEM

C926-BU
C927-PU
103-YL
112-PU B+ FROM MAIN POWER RELAY AMPLITUDE
DRUM SELECTOR SWITCH VIBRATORY MODE SELECTOR
1
C926-BU
CONTROL SWITCH SWITCH
2
112-PU 10A 103-YL
3 1 1
C927-PU 2 2 C925-GN
VIBRATORY FUSE 4
B439-RD 103-YL C906-PU
3 3
C924-YL
5 6 4 4
112-PU 15A 123-WH 103-YL

C933-GN
7

C926-BU
C927-PU
5 6 5 6
614-PU X982-PU
GAUGE FUSE FROM LIGHT MASTER SWITCH
7 7
8 200-BK
112-PU 135-BU 614-PU 614-PU 8 614-PU 8
15A 200-BK 200-BK
B440-WH 200-BK
ECM FUSE 123-WH 123-WH
C933-GN C933-GN VIBRATORY
TACHOMETER

B439-RD
CAN A F711-GN PROPULSION LEVER 614-PU
B F712-GY LIGHT
PORT C A249-BK H751-OR 1 N/O DRUM OFFSET
A 200-BK
B 123-WH 614-PU 1
2 N/C LEFT DRUM OFFSET C B440-WH
H750-BR 3 N/O RIGHT DRUM OFFSET 200-BK 2
CAN 4 N/C RIGHT DRUM OFFSET
RESISTOR 135-BU 5 + SWITCH COMMON VIBRATORY
320-OR 6 N/O HORN TACHOMETER
A F711-GN 7 N/C HORN
B F712-GY P979-YL 8 N/O WATER SPRAY
C A249-BK 9 N/C WATER SPRAY FRONT MOTOR
P978-GN 10 N/O VIBE
SPEED SENSOR

C926-BU
C927-PU

X982-PU
11 N/C VIBE

200-BK
MODEL 12
B439-RD 1
CONFIGURATION 200-BK 2
PIN PROPULSION SENSOR
A A A990-BU 200-BK
B B 135-BU 135-BU 1 + BATTERY B440-WH
C C 200-BK 200-BK 2 GROUND
J-C102 J-C5 710-GN 3 SIGNAL 1
4 B440-WH TWO AMPLITUDE OR VERSA
200-BK 2
VIBE TM MACHINES:
CONNECT J-C4 TO J-C101
ELECTRONIC CONTROL VIBRATORY INDICATOR REAR MOTOR FIVE AMPLITUDE MACHINE:
MODULE (ECM) A631-BU 1 WATER SPRAY SPEED SENSOR CONNECT J-C4 TO J-C100
J-C2 A-C20 200-BK 2 GROUND
BATTERY 1 200-BK A990-BU 200-BK
BATTERY + 2 135-BU 5 C932-YL 3 VIBRATOR
200-BK 4 GROUND
CAN + 3 F711-GN A249-BK FRONT MOTOR REAR MOTOR
CAN 4 F712-GY F712-GY
CAN SHIELD 5 A249-BK F711-GN SELECTOR SOLENOID SELECTOR SOLENOID
VIBRATORY
VIBRATOR AUTO 16 C933-GN 200-BK
VIBRATOR HIGH 17 X982-PU 135-BU CONTROL
CONFIG PIN 19 A990-BU 135-BU SOLENOID
HANDLE PWM 24 710-GN 135-BU

C
K918-GN

A
B

A
B
VIBRATOR SYS CONFIG 26 T825-YL 135-BU 1
VIBRATOR ON 29 P978-GN 135-BU 200-BK 2
VIBRATOR LIGHT 36 C932-YL C933-GN C926-BU 1 C927-PU 1 J-C100 J-C101
VIBRATOR FWD 40 K918-GN P978-GN 200-BK 2 200-BK 2

C
A
B
VIBRATOR REV 41 K919-YL 710-GN
K919-YL 3 J-C4
BATTERY + 47 135-BU C932-YL 4 C927-PU
BATTERY + 48 135-BU T825-YL 200-BK
C926-BU C926-BU

T825-YL
135-BU
200-BK
BATTERY + 49 135-BU K918-GN
BATTERY + 50 135-BU K919-YL 200-BK 200-BK 200-BK

X982-PU 200-BK
T825-YL
135-BU
X982-PU
0710070922_2_3

SLIDE 105

Vibratory Electrical System (CB564D)

• Electrical schematic for When the main power relay is energized, power is available at the
CB534D vibratory system ECM fuse, the vibratory fuse, and the gauge fuse through 112-PU
wires. When the ECM fuse is closed, power is available at the
following places:

• contact “5” of the propulsion lever

• contact “1” of the propulsion sensor

• contact “B” of connector “C4”

• contact “B” of connector “C5”

• terminal “2” and terminal “47” through terminal “50” of the

ECM.

172
 QESV1318

When the vibratory fuse is closed, 103-YL wires distribute power to

contact “2” of the drum selector switch, contact “2” of the
vibratory mode control switch, and contact “5” of the amplitude
selector switch (if equipped). When the gauge fuse is closed, power is
available at contact “B” of the vibratory tachometer.

On machines with the five-amplitude system, power at contact “B” • Vibratory configuration
of connector “C4” transfers into the T825-YL wire. This wire terminals
transfers power to terminal “26” of the ECM. When the circuit at
this terminal has power, the ECM determines that the machine is
equipped with a five-amplitude system. On machines with the two-
amplitude system or the Versa Vibe system, the circuit at terminal
“26” of the ECM is grounded.

After the ECM receives power, it begins to monitor the circuit at • Vibratory master switch
terminal “29.” The vibratory master switch on the propulsion lever
provides the input signal to this terminal. When the vibratory master
switch is depressed, the circuit at terminal “29” of the ECM is
complete. This prompts the ECM to initiate the vibratory control
logic.

Since the vibratory master switch is a momentary-type switch, the

circuit at terminal “29” of the ECM is only complete while the
switch is held. When the switch is released, the circuit at terminal
“29” returns to its natural state. The ECM monitors the number of
times that the vibratory master switch is closed to determine if the
vibratory system is ON or OFF. The first time the vibratory master
switch is closed (and on all subsequent odd-numbered times), the
ECM enables the vibratory system. The second time the switch is
depressed (and on all subsequent even-numbered times), the ECM
disables the vibratory system.

When the ECM determines that the vibratory system is ON, the • Vibratory mode control
ECM monitors the circuit at terminal “16” to determine the switch MANUAL
position of the vibratory mode control switch and the circuit at
terminal “24” to determine the position of the propulsion lever.
When the vibratory mode control switch is in the MANUAL
position, contact “2” and contact “3” of the switch are open, and
the circuit at terminal “16” of the ECM is open.

173
QESV1318

Terminal “24” of the ECM monitors the input signal from the
propulsion lever sensor. The sensor generates a pulse-width-
modulated signal with a duty cycle of between 9 and 91 percent.
The duty cycle (time on versus time off) of the signal depends on the
position of the propulsion lever. The lowest duty cycle corresponds
to the FULL-REVERSE position, and the highest duty cycle
corresponds to the FULL-FORWARD position. The duty cycle of the
signal that corresponds to the NEUTRAL position is roughly in the
center of the range. The ECM is calibrated to recognize the
maximum and minimum signals and the signal which corresponds
to NEUTRAL. The ECM is programmed to create a narrow
deadband around the NEUTRAL signal.

When the ECM determines that the propulsion lever is in the

NEUTRAL position, no output signal is generated in the vibratory
system. When the ECM determines that the propulsion lever is
outside the NEUTRAL deadband, an output is generated at terminal
“40.” The A918-GN wire transfers this signal to the forward EDC
on the vibratory pump. The EDC becomes fully energized, and the
vibratory pump generates maximum flow in the forward hydraulic
circuit.

On machines with the two-amplitude system or the Versa Vibe

system, the ECM monitors the circuit at terminal “17” to determine
the position of the amplitude selector switch. When the switch is in
the LOW-AMPLITUDE position, the circuit at terminal “17” of the
ECM is open. When the switch is in the HIGH-AMPLITUDE
position, the circuit at terminal “17” receives an input signal.

When the amplitude selector switch is in the LOW-AMPLITUDE

position, the ECM generates an output signal from terminal “41.”
This signal transfers to the reverse EDC on the vibratory pump
through the C919-YL wire. When the amplitude selector switch is in
the HIGH-AMPLITUDE position, the ECM generates an output
signal from terminal “40.” This signal transfers to the forward EDC
on the vibratory pump through the K918-BU wire.

• Vibratory mode control When the vibratory mode control switch is in the AUTOMATIC
switch AUTOMATIC position, contact “2” and contact “3” of the switch are closed, and
the circuit at terminal “16” of the ECM is closed. Under these
conditions, the ECM uses input at terminal “24” to determine the
position of the propulsion lever before an output signal is generated
in the vibratory system.

174
 QESV1318

When the ECM determines that the propulsion lever is in the

NEUTRAL position, no output signal is generated in the vibratory
system. When the ECM determines that the propulsion lever is in the
FORWARD range, beyond the set speed parameter, an output is
generated at terminal “40.” This signal is sent through the K918-
GN wire to the forward EDC on the vibratory pump, and the EDC
becomes fully energized. When the ECM determines that the
propulsion lever is in the REVERSE range, beyond the set speed
parameter, an output signal is generated at terminal “41.” This
signal is sent through the K919-YL wire to the reverse EDC on the
vibratory pump, and the EDC becomes fully energized.

NOTE: On machines with the two-amplitude system or the Versa

Vibe System, the amplitude selector switch is also in the circuit. The
function of this switch was previously described.

The drum selection switch controls the front motor selector solenoid • Drum selection switch
and the rear motor selector solenoid. When this switch is in the
FRONT position, contact “1” and contact “2” of the switch are
closed. In this case, the C926-BU wire transfers power to the front
motor selector solenoid. When this solenoid is energized, hydraulic
oil will not flow through the rear vibratory motor.

When the drum selection switch is in the REAR position, contact

“2” and contact “3’ of the switch are closed. In this case, the C927-
PU wire transfers power to the rear motor selector solenoid. When
the rear motor selector solenoid is energized, hydraulic oil cannot
flow through the front vibratory motor.

When the drum selector switch is in the DUAL DRUM position, the
circuit across the switch is open, and neither motor selector solenoid
is energized. In this case, hydraulic oil can flow through both
vibratory motors.

175
QESV1318

CB534D AND CB564D VIBRATORY HYDRAULIC SYSTEM

OFF
0.8

DIRECTIONAL
b a CONTROL FORWARD COMBINATION VALVE
VALVE
R T1 T2 PS Mb

CHARGE RELIEF VALVE TO PROPULSION SYSTEM

SERVO PISTON 1.8

1.0
G
VIBRATORY
PUMP

25 BAR POR VALVE

X1 X2 Ma
FRONT VIBRATORY SELECTOR VALVE B
REVERSE COMBINATION VALVE
FROM SHIFT VALVE REAR VIBRATORY
SELECTOR VALVE A FRONT VIBRATORY
A MOTOR
FROM PROPEL MOTORS CASE DRAIN
FROM PROPEL PUMP CASE DRAIN
B

0.8
CP

3.5 BAR 240 BAR

B

T P MP

THERMAL BYPASS VALVE

A
2.0

INTERCIRCUIT RELIEF VALVE REAR

FLUSHING SPOOL VIBRATORY
18 BAR

MOTOR
FROM CHARGE FILTER
(STEERING SYSTEM)

FLUSHING RELIEF VALVE

0502070953_2_6

SLIDE 106

System OFF

• Hydraulic schematic The vibratory circuit consists of a closed-loop hydrostatic-drive

circuit with one pump and two motors. The direction control spool
in the pump is controlled by two solenoids—one for forward and
one for reverse. The ECM controls the solenoids. When the ECM
determines that the vibratory system is OFF or the propulsion lever
is in NEUTRAL while the vibratory system is ON, neither solenoid
is energized. In this case, the direction control spool is in the center
position, and the swashplate in the pump is at zero angle. Under
these conditions, the pump does not produce flow.

• Charge flow The steering hydraulic system provides charge oil to the vibratory
system when the engine is running. After flowing through the charge
filter, charge oil splits into two branches—one to port “G” of the
vibratory pump and one to the propulsion pump.

176
 QESV1318

Inside the vibratory pump, charge pressure acts against the makeup • Makeup valves
valve poppet in the combination valve. If the pressure in either the
forward or reverse loops falls below charge pressure, the makeup
valve opens and charge oil flows into the loop.

The pump is equipped with a 1.8 mm (0.071 in) orifice in the charge
passage which provides a pressure drop in the flow to the direction
control spool and the pressure override relief valve, when oil is
flowing through either of these passages. This orifice prevents charge
pressure from decreasing when the pressure override relief valve is
open.

CB534D AND CB564D VIBRATORY HYDRAULIC SYSTEM

BOTH DRUMS, FORWARD
0.8

DIRECTIONAL
b a CONTROL FORWARD COMBINATION VALVE
VALVE
R T1 T2 PS Mb

CHARGE RELIEF VALVE TO PROPULSION SYSTEM

SERVO PISTON 1.8

1.0
G
VIBRATORY
PUMP

25 BAR POR VALVE

X1 X2 Ma
FRONT VIBRATORY SELECTOR VALVE B
REVERSE COMBINATION VALVE
FROM SHIFT VALVE REAR VIBRATORY
SELECTOR VALVE A FRONT VIBRATORY
A MOTOR
FROM PROPEL MOTORS CASE DRAIN
FROM PROPEL PUMP CASE DRAIN
B

0.8
CP

3.5 BAR 240 BAR

B

T P MP

THERMAL BYPASS VALVE

A
2.0

INTERCIRCUIT RELIEF VALVE REAR

FLUSHING SPOOL VIBRATORY
18 BAR

MOTOR
FROM CHARGE FILTER
(STEERING SYSTEM)

FLUSHING RELIEF VALVE

0502070953_3_6

SLIDE 107

Both Drums, Forward Travel

This slide shows the vibratory hydraulic system schematic when the • Hydraulic schematic:
vibratory system is ON, the vibratory mode control switch is in the BOTH DRUMS, FORWARD
MANUAL position or the AUTOMATIC position while the
propulsion lever is in the FORWARD range, and the drum selector
switch is in the BOTH-DRUMS position.

177
QESV1318

• Pump control When the vibratory operating parameters are as described above,
the ECM sends an output signal to the forward solenoid. The
forward solenoid causes the direction control spool to shift into the
maximum position, allowing charge oil to enter the forward pump
servo cavity. The charge pressure in the pump servo cavity
overcomes the force of the springs, and the servo piston moves
against the forward displacement limiter in the pump. Movement of
the servo piston causes the angle of the swashplate to change, and
the pump begins to produce flow.

• Oil flow Supply oil flows to the forward combination valve, the pressure
override relief valve, the flushing spool, and the rear vibratory
selector valve. Since the drum selector switch is in the BOTH-
DRUMS position, the rear vibratory selector solenoid is de-
energized, and supply oil is blocked at the rear vibratory selector
spool. This forces the supply oil to the forward side of the front
vibratory motor.

The pressure differential between the forward and reverse sides of

the front vibratory motor causes the motor to turn. After turning the
front vibratory motor, oil at a reduced pressure flows to port “P” of
the vibratory manifold. Inside the manifold, the return oil from the
front vibratory motor acts against the intercircuit relief valve, and
the front and rear vibratory selector valves.

Since the drum selector switch is in the BOTH-DRUMS position, the

front vibratory selector solenoid is de-energized, and oil is blocked
at the front vibratory selector spool. This forces oil from the outlet
port of the front vibratory motor to the forward side of the rear
vibratory motor, and the rear vibratory motor turns. The return oil
from the rear vibratory motor flows into port “A” of the vibratory
manifold. This oil acts against the flushing spool valve and flows
back to the reverse side of the pump to complete the circuit.

• Loop flushing Loop flushing occurs through the flushing relief valve. At the
flushing spool, forward circuit oil acts against one side of the valve
in conjunction with a spring, and reverse circuit oil acts against the
other side in conjunction with a spring. The combined force from
the spring and the forward circuit oil causes the flushing spool to
shift. The shift allows reverse circuit oil to flow across the spool to
the flushing relief valve. When the pressure in the reverse circuit is
greater than 1800 kPa (260 psi), the flushing relief valve opens,
directing oil at a flow rate of 10 L/min (2.6 U.S. gal/min) from the
low-pressure loop into the cases of the vibratory motors. The
cooling valve removes oil from the low-pressure loop in order to
cool and clean the vibratory circuit.

178
 QESV1318

As long as the pressure in the forward circuit is greater than charge • Combination valves
pressure and less than relief pressure, the makeup valve in the
forward combination valve remains seated, and the high-pressure
relief valve remains closed.

Supply oil which flows into the combination valve acts against the
high-pressure relief section of the valve. Supply oil which flows into
the pressure override relief valve moves the shuttle valve and acts on
the relief section of the pressure override relief valve.

If a pressure spike of above the main relief setting occurs in the

forward circuit, the high-pressure relief valve in the forward
combination valve opens, venting oil from the forward circuit into
the charge circuit. If the high-pressure relief section of the
combination valve does not quickly decrease the pressure in the
system, the relief section of the pressure override relief valve takes
over the relief function.

NOTE: The high-pressure relief section of the combination valve is

not capable of venting full pump flow to the charge circuit; however,
this valve reduces pressure in the circuit faster than the relief section
of the pressure override relief valve does. The high-pressure relief
section of the combination valve removes pressure spikes in the
system, while the relief section of the pressure override relief valve
serves as the main relief for the circuit.

When the relief section of the pressure override relief valve is open, • Pressure override relief
charge oil flows across the valve and into the pump case. The 1.8 valve
mm (0.071 in) orifice in the pump causes a pressure drop. As oil
flows across the pressure override relief valve, the pressure acting in
the forward pump servo cavity in the vibratory pump decreases. The
springs in the servo then move the swashplate to a lesser angle, and
the flow from the pump decreases. As pump flow decreases, pressure
in the forward circuit decreases. The relief section of the pressure
override relief valve maintains the swashplate at an angle which
allows the pump to replace any oil lost through internal leakage.

If pressure in the reverse circuit falls below charge pressure, the

makeup valve in the circuit opens, causing charge oil to flow into the
reverse circuit. If the pressure in the reverse circuit rises above
charge pressure, the makeup valve closes.

179
QESV1318

CB534D AND CB564D VIBRATORY HYDRAULIC SYSTEM

FRONT DRUM, FORWARD
0.8

DIRECTIONAL
b a CONTROL FORWARD COMBINATION VALVE
VALVE
R T1 T2 PS Mb

CHARGE RELIEF VALVE TO PROPULSION SYSTEM

SERVO PISTON 1.8

1.0
G
VIBRATORY
PUMP

25 BAR POR VALVE

X1 X2 Ma
FRONT VIBRATORY SELECTOR VALVE B
REVERSE COMBINATION VALVE
FROM SHIFT VALVE REAR VIBRATORY
SELECTOR VALVE A FRONT VIBRATORY
A MOTOR
FROM PROPEL MOTORS CASE DRAIN
FROM PROPEL PUMP CASE DRAIN
B

0.8
CP

3.5 BAR 240 BAR

B

T P MP

THERMAL BYPASS VALVE

A
2.0

INTERCIRCUIT RELIEF VALVE REAR

FLUSHING SPOOL VIBRATORY
18 BAR

MOTOR
FROM CHARGE FILTER
(STEERING SYSTEM)

FLUSHING RELIEF VALVE

0502070953_4_6

SLIDE 108

Front Drum, Forward Travel

• Hydraulic schematic: This slide shows the vibratory hydraulic system schematic when the
FRONT DRUM, FORWARD vibratory system is ON, the vibratory mode control switch is in the
MANUAL position or the AUTOMATIC position while the
propulsion lever is in the FORWARD range, and the drum selector
switch is in the FRONT-DRUM position.

• Pump control When the vibratory operating parameters are as described above,
the ECM sends an output signal to the forward solenoid. The
forward solenoid causes the direction control spool to shift into the
maximum position, allowing charge oil to enter the forward pump
servo cavity. The charge pressure in the pump servo cavity
overcomes the force of the springs, and the servo piston moves
against the forward displacement limiter in the pump. Movement of
the servo piston causes the angle of the swashplate to change, and
the pump begins to produce flow.

180
 QESV1318

Supply oil flows to the forward combination valve, the pressure • Oil flow
override relief valve, the flushing spool, and the rear vibratory
selector valve. Since the drum selector switch is in the FRONT-
DRUM position, the rear vibratory selector solenoid is de-energized,
and supply oil is blocked at the rear vibratory selector spool. This
forces the supply oil to the forward side of the front vibratory
motor.

The pressure differential between the forward and reverse sides of

the front vibratory motor causes the motor to turn. After turning the
front vibratory motor, oil at a reduced pressure flows to port “P” of
the vibratory manifold. Inside the manifold, the return oil from the
front vibratory motor acts against the intercircuit relief valve, and
the front and rear vibratory selector valves.

Since the drum selector switch is in the FRONT-DRUM position,

the front vibratory selector solenoid is energized. Under these
conditions, pressure at the inlet and outlet sides of the rear vibratory
motor is equal, and the motor does not turn. The return oil from the
front vibratory motor flows into port “A” of the vibratory manifold,
acts against the flushing spool valve, and flows back to the reverse
side of the pump to complete the circuit.

Loop flushing occurs through the flushing relief valve. At the • Loop flushing
flushing spool, forward circuit oil acts against one side of the valve
in conjunction with a spring, and reverse circuit oil acts against the
other side in conjunction with a spring. The combined force from
the spring and the forward circuit oil causes the flushing spool to
shift, allowing reverse circuit oil to flow across the spool to the
flushing relief valve. When the pressure in the reverse circuit is
greater than 1800 kPa (260 psi), the flushing relief valve opens,
directing oil at a flow rate of 10 L/min (2.6 U.S. gal/min) from the
low-pressure loop into the cases of the vibratory motors. The
cooling valve removes oil from the low-pressure loop in order to
cool and clean the vibratory circuit.

As long as the pressure in the forward circuit is greater than charge • Combination valves
pressure and less than relief pressure, the makeup valve in the
forward combination valve remains seated, and the high-pressure
relief valve remains closed.

Supply oil which flows into the combination valve acts against the
high-pressure relief section of the valve. Supply oil which flows into
the pressure override relief valve moves the shuttle valve and acts on
the relief section of the pressure override relief valve.

181
QESV1318

If a pressure spike of above the main relief setting occurs in the

forward circuit, the high-pressure relief valve in the forward
combination valve opens, venting oil from the forward circuit into
the charge circuit. If the high-pressure relief section of the
combination valve does not quickly decrease the pressure in the
system, the relief section of the pressure override relief valve takes
over the relief function.

NOTE: The high-pressure relief section of the combination valve is

not capable of venting full pump flow to the charge circuit; however,
this valve reduces pressure in the circuit faster than the relief section
of the pressure override relief valve does. The high-pressure relief
section of the combination valve removes pressure spikes in the
system, while the relief section of the pressure override relief valve
serves as the main relief for the circuit.

• Pressure override relief
valve
When the relief section of the pressure override relief valve is open,
charge oil flows across the valve and into the pump case. The 1.8
mm (0.071 in) orifice in the pump causes a pressure drop. As oil
flows across the pressure override relief valve, the pressure acting in
the forward pump servo cavity in the vibratory pump decreases. The
springs in the servo then move the swashplate to a lesser angle, and
the flow from the pump decreases. As pump flow decreases, pressure
in the forward circuit decreases. The relief section of the pressure
override relief valve maintains the swashplate at an angle which
allows the pump to replace any oil lost through internal leakage.

• Makeup valve If pressure in the reverse circuit falls below charge pressure, the
makeup valve in the circuit opens, causing charge oil to flow into the
reverse circuit. If the pressure in the reverse circuit rises above
charge pressure, the makeup valve closes.

• Intercircuit relief valve
When the vibratory system is stopped, the inertia of the front
vibratory motor causes the motor to continue to turn. In this case,
the motor becomes a pump, and pressure on the outlet side of the
motor quickly increases. This pressure acts on the intercircuit relief
valve. If the pressure increases to 24 000 ± 2000 kPa (3480 ± 290
psi), the intercircuit relief valve opens, venting excess pressure into
the charge circuit.

182
 QESV1318

CB534D AND CB564D VIBRATORY HYDRAULIC SYSTEM

REAR DRUM, FORWARD
0.8

DIRECTIONAL
b a CONTROL FORWARD COMBINATION VALVE
VALVE
R T1 T2 PS Mb

CHARGE RELIEF VALVE TO PROPULSION SYSTEM

SERVO PISTON 1.8

1.0
G
VIBRATORY
PUMP

25 BAR POR VALVE

X1 X2 Ma
FRONT VIBRATORY SELECTOR VALVE B
REVERSE COMBINATION VALVE
FROM SHIFT VALVE REAR VIBRATORY
SELECTOR VALVE A FRONT VIBRATORY
A MOTOR
FROM PROPEL MOTORS CASE DRAIN
FROM PROPEL PUMP CASE DRAIN
B

0.8
CP

3.5 BAR 240 BAR

B

T P MP

THERMAL BYPASS VALVE

A
2.0

INTERCIRCUIT RELIEF VALVE REAR

FLUSHING SPOOL VIBRATORY
18 BAR

MOTOR
FROM CHARGE FILTER
(STEERING SYSTEM)

FLUSHING RELIEF VALVE

0502070953_5_6

SLIDE 109

Rear Drum, Forward Travel

This slide shows the vibratory hydraulic system schematic when the • Hydraulic schematic:
vibratory system is ON, the vibratory mode control switch is in the REAR DRUM, FORWARD
MANUAL position or the AUTOMATIC position while the
propulsion lever is in the FORWARD range, and the drum selector
switch is in the REAR-DRUM position.

When the vibratory operating parameters are as described above, • Pump control
the ECM sends an output signal to the forward solenoid. The
forward solenoid causes the direction control spool to shift into the
maximum position, allowing charge oil to enter the forward pump
servo cavity. The charge pressure in the pump servo cavity
overcomes the force of the springs, and the servo piston moves
against the forward displacement limiter in the pump. Movement of
the servo piston causes the angle of the swashplate to change, and
the pump begins to produce flow.

183
QESV1318

• Oil flow Supply oil flows to the forward combination valve, the pressure
override relief valve, the flushing spool, and the rear vibratory
selector valve. Since the drum selector switch is in the REAR-DRUM
position, the rear vibratory selector solenoid is energized, and
supply oil flows across the rear vibratory selector spool. Supply oil
then acts on the inter circuit relief valve and then flows to the reverse
side of the front vibratory motor and the forward side of the rear
vibratory motor.

Since the drum selector switch is in the REAR-DRUM position, the

front vibratory selector solenoid is de-energized. Under these
conditions, pressure at the inlet and outlet sides of the front
vibratory motor is equal, and the motor does not turn.

The pressure differential between the forward and reverse sides of

the rear vibratory motor causes the motor to turn. After turning the
rear vibratory motor, oil at a reduced pressure flows to the port “A”
of the vibratory manifold, acts against the flushing spool valve, and
flows back to the forward side of the pump to complete the circuit.

• Loop flushing Loop flushing occurs through the flushing relief valve. At the
flushing spool, forward circuit oil acts against one side of the valve
in conjunction with a spring, and reverse circuit oil acts against the
other side in conjunction with a spring. The combined force from
the spring and the forward circuit oil causes the flushing spool to
shift, allowing reverse circuit oil to flow across the spool to the
flushing relief valve. When the pressure in the reverse circuit is
greater than 1800 kPa (260 psi), the flushing relief valve opens,
directing oil at a flow rate of 10 L/min (2.6 U.S. gal/min) from the
low-pressure loop into the cases of the vibratory motors. The
cooling valve removes oil from the low-pressure loop in order to
cool and clean the vibratory circuit.

• Combination valves As long as the pressure in the forward circuit is greater than charge
pressure and less than relief pressure, the makeup valve in the
forward combination valve remains seated, and the high-pressure
relief valve remains closed.

Supply oil which flows into the combination valve acts against the
high-pressure relief section of the valve. Supply oil which flows into
the pressure override relief valve moves the shuttle valve and acts on
the relief section of the pressure override relief valve.

If a pressure spike of above the main relief setting occurs in the

forward circuit, the high-pressure relief valve in the forward
combination valve opens, venting oil from the forward circuit into
the charge circuit. If the high-pressure relief section of the
combination valve does not quickly decrease the pressure in the
system, the relief section of the pressure override relief valve takes
over the relief function.

184
 QESV1318

NOTE: The high-pressure relief section of the combination valve is

not capable of venting full pump flow to the charge circuit; however,
this valve reduces pressure in the circuit faster than the relief section
of the pressure override relief valve does. The high-pressure relief
section of the combination valve removes pressure spikes in the
system, while the relief section of the pressure override relief valve
serves as the main relief for the circuit.

When the relief section of the pressure override relief valve is open, • Pressure override relief
charge oil flows across the valve and into the pump case. The 1.8 valve
mm (0.071 in) orifice in the pump causes a pressure drop. As oil
flows across the pressure override relief valve, the pressure acting in
the forward pump servo cavity in the vibratory pump decreases. The
springs in the servo then move the swashplate to a lesser angle, and
the flow from the pump decreases. As pump flow decreases, pressure
in the forward circuit decreases. The relief section of the pressure
override relief valve maintains the swashplate at an angle which
allows the pump to replace any oil lost through internal leakage.

If pressure in the reverse circuit falls below charge pressure, the • Makeup valve
makeup valve in the circuit opens, causing charge oil to flow into the
reverse circuit. If the pressure in the reverse circuit rises above
charge pressure, the makeup valve closes.

185
QESV1318

TIMG_4647

SLIDE 110

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 in conjunction with the service manual and other service
publications, the information in this package should permit service
personnel to thoroughly analyze machine problems.

186
 Slide List
1. Machine view 34. Electrical schematic—power distribution
2. Articulation area and machine starting CB634D
3. Drum scrapers 35. Machine view
4. Fuel fill port 36. Steering and charge pump
5. Fuel level sender 37. Charge filter
6. Engine compartment lock and hydraulic 38. Steering control unit
tank 39. Steering cylinder
7. Hydraulic sight gauge, oil temperature 40. Fan motor
sensor, and air filter indicator 41. Hydraulic schematic—straight travel
8. Engine coolant temperature switch 42. Hydraulic schematic—right turn
9. Engine oil filter 43. Hydraulic schematic—right turn stall
10. Engine oil pressure switch 44. Drum offset switch
11. Left side of engine compartment 45. Drum offset cylinder
12. Seat 46. Drum offset manifold
13. Instrument panel 47. ECM connector for CB534D
14. Machine view 48. ECM connector—CB564D drum offset
15. Electrical disconnect switch 49. Fault codes
16. Battery 50. Electrical schematic—drum offset
17. Auxiliary start post 51. Electrical schematic—drum offset
18. Circuit breakers 52. Hydraulic schematic—drum offset
19. Start relay and glow plug relay 53. Hydraulic schematic—drum offset
20. Coolant temperature switch 54. Machine view
21. Fuel solenoid 55. Left side of instrument panel
22. Cold-start timing advance solenoid 56. Right console
23. Fuel lift pump and throttle control compo- 57. ECM, propulsion lever, and water spray
nents timer
24. Arc suppressor 58. ECM connector
25. Starter and alternator 59. ECM connector
26. Start switch and throttle control switch 60. Fault codes
27. Lights circuit breakers 61. Fuses and relays
28. Fuses and relays 62. Water tank
29. CAN resistor 63. Water level sender
30. Propulsion sensor and main power relay 64. Water spray motor and pump groups
31. ECM 65. Water spray bar
32. ECM connector—power distribution and 66. Electrical schematic—water spray system
machine starting
67. Electrical schematic—water spray system
33. Electrical schematic—power distribution
and machine starting CB534D 68. Machine view

187
 Slide List
69. Right console 101. Fault codes
70. ECM connector for CB534D 102. Propulsion pump
71. ECM connector—CB564D drum offset 103. Vibratory motor
72. Fault codes 104. Electrical schematic—CB534D vibratory
73. Speedometer and indicators system
74. Parking brake indicator and neutral indi- 105. Electrical schematic—CB564D vibratory
cator system
75. Hydraulic tank and thermal bypass valve 106. Hydraulic schematic—vibratory system
off
76. Hydraulic oil cooler
107. Hydraulic schematic—vibratory system,
77. Propulsion pump both drums, forward
78. Cross section—pump 108. Hydraulic schematic—vibratory system,
79. Cross section—POR and combination both drums, forward
valves 109. Hydraulic schematic—vibratory system,
80. Brake manifold both drums, forward
81. Brake manifold 110. Machine view
82. Brake manifold 111.
83. Arc suppressor
84. Drum motor
85. Cross section—drum motor
86. Cross section—drum motor
87. Propulsion motor
88. ECM connector
89. Electrical schematic—propulsion system
90. Hydraulic schematic—propulsion system
HOLD
91. Hydraulic schematic—propulsion system
HOLD
92. Hydraulic schematic—propulsion FOR-
WARD
93. Hydraulic schematic—propulsion RE-
VERSE
94. Machine view
95. Vibratory control switches
96. Vibratory tachometer
97. Vibratory master switch
98. Amplitude selection wheel
99. ECM connector for CB534D
100. ECM connector—CB564D drum offset

188
INSTRUCTOR’S NOTES
 R

QESV1318 Printed in U.S.A.

CB534D and CB564D Asphalt Compactors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Power Distribution and Machine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Component location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

Machine Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Steering System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Gear Pump (Steering) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Hydraulic Oil Filter (Charge) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Metering pump (Steering) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Cylinder (Steering) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Gear Motor (Fan) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
System Operation (Steering System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Steering and Fan (STRAIGHT TRAVEL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Steering and Fan (TURN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Drum Offset Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Operator Controls (Drum Offset) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Cylinder (Drum Offset) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Control Valve (Drum Offset) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Electronic Control Module (ECM) for CB534D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Electronic Control Module (ECM) for CB564D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Fault Codes (Drum Offset) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
System Operation (Drum Offset) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Electrical Schematic (Drum Offset) for CB534D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Electrical Schematic (Drum Offset) for CB564D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Hydraulic Schematic (Drum Offset) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Water Spray System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Operator Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Water Spray Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Water Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Electric Motor (Water Spray) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Water Spray Bars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Water Spray Electrical Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

Propulsion System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Operator Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Propulsion Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Electronic Control Module (ECM) for CB534D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Electronic Control Module (ECM) for CB564D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Fault Codes (Propulsion System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Bypass Valve (Return Manifold) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Hydraulic Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
Hydraulic Pump (Propulsion) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117

1
 Control Valve (Interlock) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Control Valve (Brake) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
Control Valve (Shift) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Piston Motors (Drum Propulsion) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Electrical Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
Hydraulic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
System in NEUTRAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
FORWARD Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
REVERSE Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146

Vibratory System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Operator Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
Vibratory Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
Electronic Control Module (ECM) for CB534D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
Electronic Control Module (ECM) for CB564D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Fault Codes (Vibratory System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
Hydraulic Pump (Vibratory) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
Piston Motors (Vibratory) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
System operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
Vibratory Electrical System (CB534D) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
Vibratory Electrical System (CB564D) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
System OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
Both Drums, Forward Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
Front Drum, Forward Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
Rear Drum, Forward Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183

Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186

2
1. Machine view
2. Articulation area
3. Drum scrapers
4. Fuel fill port
5. Fuel level sender
6. Engine compartment lock and hydraulic tank
7. Hydraulic sight gauge, oil temperature sensor, and air filter indicator
8. Engine coolant temperature switch
9. Engine oil filter
10. Engine oil pressure switch
11. Left side of engine compartment
12. Seat
13. Instrument panel
14. Machine view
15. Electrical disconnect switch
16. Battery
17. Auxiliary start post
18. Circuit breakers
19. Start relay and glow plug relay
20. Coolant temperature switch
21. Fuel solenoid
22. Cold-start timing advance solenoid
23. Fuel lift pump and throttle control components
24. Arc suppressor
25. Starter and alternator
26. Start switch and throttle control switch
27. Lights circuit breakers
28. Fuses and relays
29. CAN resistor
30. Propulsion sensor and main power relay
31. ECM
32. ECM connector—power distribution and machine starting
33. Electrical schematic—power distribution and machine starting CB534D
34. Electrical schematic—power distribution and machine starting CB634D
35. Machine view
36. Steering and charge pump
37. Charge filter
38. Steering control unit

1
39. Steering cylinder
40. Fan motor
41. Hydraulic schematic—straight travel
42. Hydraulic schematic—right turn
43. Hydraulic schematic—right turn stall
44. Drum offset switch
45. Drum offset cylinder
46. Drum offset manifold
47. ECM connector for CB534D
48. ECM connector—CB564D drum offset
49. Fault codes
50. Electrical schematic—drum offset
51. Electrical schematic—drum offset
52. Hydraulic schematic—drum offset
53. Hydraulic schematic—drum offset
54. Machine view
55. Left side of instrument panel
56. Right console
57. ECM, propulsion lever, and water spray timer
58. ECM connector
59. ECM connector
60. Fault codes
61. Fuses and relays
62. Water tank
63. Water level sender
64. Water spray motor and pump groups
65. Water spray bar
66. Electrical schematic—water spray system
67. Electrical schematic—water spray system
68. Machine view
69. Right console
70. ECM connector for CB534D
71. ECM connector—CB564D drum offset
72. Fault codes
73. Speedometer and indicators
74. Parking brake indicator and neutral indicator
75. Hydraulic tank and thermal bypass valve
76. Hydraulic oil cooler

2
77. Propulsion pump
78. Cross section—pump
79. Cross section—POR and combination valves
80. Brake manifold
81. Brake manifold
82. Brake manifold
83. Arc suppressor
84. Drum motor
85. Cross section—drum motor
86. Cross section—drum motor
87. Propulsion motor
88. ECM connector
89. Electrical schematic—propulsion system
90. Hydraulic schematic—propulsion system HOLD
91. Hydraulic schematic—propulsion system HOLD
92. Hydraulic schematic—propulsion FORWARD
93. Hydraulic schematic—propulsion REVERSE
94. Machine view
95. Vibratory control switches
96. Vibratory tachometer
97. Vibratory master switch
98. Amplitude selection wheel
99. ECM connector for CB534D
100. ECM connector—CB564D drum offset
101. Fault codes
102. Propulsion pump
103. Vibratory motor
104. Electrical schematic—CB534D vibratory system
105. Electrical schematic—CB564D vibratory system
106. Hydraulic schematic—vibratory system off
107. Hydraulic schematic—vibratory system, both drums, forward
108. Hydraulic schematic—vibratory system, both drums, forward
109. Hydraulic schematic—vibratory system, both drums, forward
110. Machine view

3
4