QESV1123 01 RM500 STMG Slides

R
QESV1123-01
January 20007
TECHNICAL PRESENTATION
PLACE GRAPHIC HERE
RM-500 ROTARY MIXER

RM-500 Rotary Mixer
MEETING GUIDE QESV1123-01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 RM-500
Reclaimer/Mixer.
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
RM500 Rotary Mixer Service Manual
PREREQUISITES
Fundamentals of Mobile Hydraulics TEVR9001

STMG 546 “Graphic Fluid Power Symbols” SESV1546
Estimated Time: 6 Hours

Visuals: 185 Slides
Form: QESV1123-01
Date: 1/07
II
TABLE OF CONTENTS
RM-500 Rotary Mixer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Power Distribution and Machine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Warning and Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Electronic Display Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Monitoring System Input Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Propulsion Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Operator Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Propel Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Electronic Control Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Backup Alarm Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Propel Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
General System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Piston Pump (Propel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Piston Motor (Front and Rear Propulsion) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Flow Divider Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Front Flow Divider Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Rear Flow Divider Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Parking Brake Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
FINAL Drive Planetary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Electrical Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Hydraulic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Auxiliary Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120

General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Operator’s Controls (Auxiliary Hydraulic System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Electrical System (Auxiliary) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Position Sensor (Front Steering, Rear Steering, rotor depth, and Rotor Lock) . . . . . . . . . . . . . 137
Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Piston Pump (Auxiliary) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Metering Pump (Steering) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
Control Valve (Front Auxiliary Manifold) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Supply Pressure Control Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Rotor Hood Control Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Cab Position Control Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
Front Door Control Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
Control Valve (Rear Auxiliary Manifold) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
III
Control Valve (Manual Rotor Lower) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
Hydraulic Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Electrical Schematic (Auxiliary Hydraulic System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Power Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Rotor Depth Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
Travel and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
Steering Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Cab Slide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
Hydraulic Schematic (Auxiliary Hydraulic System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
Hydraulic Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
Fan Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
Hydraulic Oil Filter (Hydraulic Fan System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
Piston Pump (Hydraulic Fan) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
Gear Motor (Hydraulic Fan) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
Hydraulic Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
Electrical Schematic (Cooling System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
Hydraulic Schematic (Cooling System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
Rotor Drive System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
Mixing Chamber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196
Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
Operator Controls (Rotor Drive System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Electrical System (Rotor Drive) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Gear Pump and Oil Cooler (Rotor Transmission) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Oil Filter (Rotor Transmission) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Transmission Hydraulic Control (Rotor) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
Rotor Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
Torque Limiting Coupler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Rotor Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
Rotor Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
Electrical Schematic (Rotor Drive System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
Hydraulic Schematic (Rotor Drive System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242
Accessory System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
Operator Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
Electrical Components (Accessory System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
Electric Motor and Pump Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
Engine Hood Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
Brake Release Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
Cylinder (Engine Hood) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
Electrical Schematic (Accessory System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
Hydraulic Schematic (Accessory System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
IV
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TDSC00073
SLIDE 1
RM-500 Rotary Mixer
INTRODUCTION
The RM-500 Rotary Mixer is a Caterpillar pavement maintenance • General information

machine which can be used as a road reclaimer or a soil stabilizer.
The RM-500 is primarily used to reclaim asphalt surfaces by
pulverizing the road’s asphalt wear surface and mixing it in place
with the underlying base aggregate. The machine can also be used to
mix soil cement, aerate soil, or to improve the load-bearing
capabilities of the base material by blending it with chemical
additives.
The RM-500 Rotary Mixer is a hydrostatically driven machine. The

machine is equipped with a two-speed hydraulic propulsion motor
on each front wheel and on each rear wheel. The machine is also
equipped with a traction control system which improves traction in
slick underfoot conditions.
Three rotor styles are available for the RM-500 Rotary Mixer. One
rotor is primarily used for road reclamation. A second rotor style is
used for soil stabilization. The third rotor style can be used for either
road reclamation or soil stabilization. The rotor is mechanically
driven through a three-speed transmission.
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The RM-500 Rotary Mixer is equipped with several on-board

computers. The on-board computers include: the machine electronic
control module (ECM), the fan control module, the four-wheel
steering control module, the electronic display group, and the engine
ECM. If the machine is equipped with a water system, the machine
will have a water-system control module. If the machine is equipped
with an emulsion system, the machine will have an emulsion-system
control module.
The computers receive input signals from sensors around the

machine which monitor the current operating conditions. System
software compares the gathered input to information stored in the
computers’ memory. The software evaluates the current conditions
and generates an appropriate output signal. The computers can
communicate through a bidirectional data link.
• Presentation objectives This presentation gives a general overview of the machine 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 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.
2
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1 2 3 4
DSC00001 1_1_3
SLIDE 2
The engine compartment (1) of the RM-500 Rotary Mixer is located • Machine view
at the front of the machine. The operator’s station can be equipped
with a roll-over protective structure (ROPS) (2), or with a cab.
The fuel tank (4) is located above the rotor hood (3). The capacity of • Component location
the fuel tank is 1056 L (279 U.S. gal). The hydraulic tank for the 1. Engine compartment
propulsion system and for the auxiliary hydraulic controls is located 2. Roll-over-protective
in front of and below the fuel tank. structure (ROPS)
3. Rotor hood
The rotor depth is controlled with two hydraulic cylinders. The head 4. Fuel tank
end of each cylinder is attached to the machine frame, and the rod 5. Rear bolster
end is attached to a chain case (6). The rotor depth can be manually 6. Chain case
controlled, or automatically controlled by the machine ECM.
The rear bolster (5) can be steered. The steering wheel hydraulically
steers the front wheels through a hand metering unit. The rear
steering can be manually controlled, or automatically controlled.
The RM-500 Rotary Mixer has two main drive systems: the
propulsion system and the rotor drive system. Each wheel on the
machine is equipped with a hydrostatic motor. The hydrostatic
motor has a two-position swashplate. The motor output shaft drives
the planetary final drive. The machine ECM controls the operation
of the propulsion system.
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The rotor drive system consists of a three-speed planetary

transmission, a drive line, a shear disc (or torque limiter), an axle-
and-gear-reducer combination, and two drive chains. Flanged stub
shafts connect the chain-driven sprockets to the rotor.
7
DSC00029_1_3
SLIDE 3
• Rear of machine During machine operation, processed material is discharged from

the back of the rotor hood through the rear door (7). To obtain the
desired material size, the operator can close the door. This retains
material in the mixing chamber for a longer period, which generally
results in smaller processed material. An open door has the opposite
effect.
• Component location Rotor speed and travel speed are also important factors in
7. Rear door determining the size of the processed material. Higher rotor speeds
or slower travel speeds generally result in smaller processed
material.
NOTE: The rear door and the front door can also be opened in
order to reduce drag and improve propulsion when the machine is
operating in soft material.
NOTICE
Higher rotor speeds may result in increased wear of the cutter bits.
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NOTE: Reclamation is not a rock crushing process; therefore, the

smallest processed material possible will be approximately equal to
the size of the original aggregate.
8
10 11
12
13
IMG_2001_1_5
SLIDE 4
The RM-500 Rotary Mixer is equipped with a Caterpillar C15 • Left side of engine
ACERT engine. This engine produces a gross power of 403 kW (540
hp). The engine compartment hood provide access to the engine.
The primary fuel filter (12) and the secondary fuel filter (8) are • Component location
located on the left side of the engine. The inlet line to the primary 8. Secondary fuel filter
fuel filter contains a manual shutoff valve. Since the fuel tank is 9. Alternator
higher than the fuel filters, the manual shutoff valve must be closed 10. Switch (for fuel
before the fuel filters are changed. priming pump)
11. Air filter housing
The machine is equipped with an electronic fuel priming pump. The 12. Primary fuel filter
switch (10) for this pump is located in the base of the primary fuel 13. Engine ECM
filter. Any time a fuel filter is changed or the machine runs out of
fuel, air must be removed from the fuel lines. The fuel priming pump
can be used to remove air from the system.
NOTICE
Never fill a new filter with fuel before the filter is installed. Pouring
unfiltered fuel in the clean side of a new filter can result in engine
damage.
5
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The alternator (9), air filter housing (11), engine ECM (13) and the
starter (not shown) are also located on the left side of the engine.
NOTE: The starter is located below the engine ECM (13).
16
14
17
15
IMG_1864_1_3
SLIDE 5
• Right side of engine The engine oil filter (15), engine oil fill port (16), and engine oil
dipstick (17) are located on the right side of the engine. The engine
compartment cover provides access to these components.
• Component location The engine S•O•S tap (14) is located in the base of the engine oil
14. Engine S•O•S tap filter. When necessary, oil can be added to the crankcase through the
15. Engine oil filter engine oil fill port (16). Engine oil refill capacity is 39.8 L (10.5 U.S.
16. Engine oil fill port gal).
17. Engine oil dipstick
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18
IMG_1863_1_3
SLIDE 6
The air filter indicator (18) is located at the right side of the engine • Right side of engine
compartment. The engine compartment cover provides access to this
component.
The air filter must be serviced if the yellow piston in the air filter • Component location
indicator (18) moves into the red zone. 18. Air filter indicator
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TDSC00073
SLIDE 7
Power Distribution and Machine

Starting
INTRODUCTION
• Machine general The machine is equipped with a 24-volt electrical system. Circuit
information breakers protect the electrical circuits.
When the machine is running, the alternator supplies power to the

machine’s electrical system. The individual circuits are protected by
circuit breakers. The machine electronic control module (ECM)
disables the propulsion system and disables the rotor system under
the following conditions: the engine is started with the propulsion
lever out of the NEUTRAL position, and the rotor control switch is
in the ON position.
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 components which are involved in power distribution
and machine starting. A brief discussion of each component is
provided. An electrical schematic, which is in the system operation
segment, traces current through the system.
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1 2
IMG_1887_1_3
SLIDE 8
COMPONENT LOCATION
The electrical disconnect switch (1) is located in front of the left • Above left front wheel
front wheel; a hole in the frame provides access to the switch. The
electrical system turns on when the electrical disconnect switch is
moved clockwise. The switch must be in the ON position before the
engine will start. The entire machine electrical system shuts off when
the switch is moved counterclockwise.
An auxiliary start receptacle (2) is located to the right of the • Component location
electrical disconnect switch; both devices are behind the same access 1. Electrical disconnect
cover. The auxiliary start receptacle is connected to the batteries. switch
The component allows the machine to be jump started without the 2. Auxiliary start
need to access the batteries. receptacle
9
QESV1123-01
IMG_1895_1_3
SLIDE 9
• Left side of machine The battery compartment contains two 12-volt batteries (3). The
batteries are located under a cover which is behind the left operator
access ladder.
• Component location The two 12-volt batteries (3) are connected in series. The batteries
3. Battery provide 24 volts to the machine electrical system.
10
QESV1123-01
IMG_1949_1_3
SLIDE 10
The 24-volt alternator (4) is located on the left side of the engine. • Left side of engine
The engine compartment cover provides access to this component.
NOTE: The primary engine speed and timing sensor (not shown) is • Component location
located near the alternator. The secondary engine speed and timing 4. Alternator
sensor (not shown) is also located on the left side of the engine. The
secondary sensor is located near the secondary fuel filter.
11
QESV1123-01
10 7
8
11
IMG_1777_1_17
SLIDE 11
• Left side of machine The circuit breaker panel is located in a cabinet which is behind the
left access ladder. The panel cover is hinged at the top. The inside
panel face swings open when a nut is removed on the face.
• Component location The circuit breaker panel contains manual-reset circuit breakers and
5. Upper decal (circuit automatic-reset circuit breakers. The reset button of the manual-
breakers) reset circuit breakers protrudes through the face of the panel.
6. Lower decal (circuit Mounting screws on the face of the circuit breaker panel (those
breakers) without a reset button between the screws) show the location of the
7. Main circuit breaker automatic-reset circuit breakers. The machine may contain up to 17
8. Alternator circuit circuit breakers. Decals on the front of the circuit breaker panel
breaker indicate the function of each circuit breaker.
9. Relay bank
10. Rotor service switch The main circuit breaker (7) and the alternator circuit breaker (8)
11. Hood (ground-level pass all supply current to the machine through the main relay. Both
shutoff switch) of these circuit breakers are manual-reset breakers. The main circuit
breaker is rated at 120 amps. The alternator circuit breaker is rated
at 105 amps.
• Upper decal (5) The upper decal (5) corresponds to the upper buss bar on the back
of the panel. The following is a list of the function of each circuit
breaker, as indicated by the icon on the decal:
• CB10—road lights
• CB9—horn relay
• CB8—road light, beacon, horn switches, and the flasher
12
QESV1123-01
• CB7—engine control
• CB3—key
• CB4—work lights relay.
The lower decal (6) corresponds to the lower buss bar which is on • Lower decal (6)
the back of the panel. The following is a list of the function of each
circuit breaker, as indicated by the icon on the decal:
• CB17—additive system
• CB16—beacon and service lights
• CB15—four-wheel steering and fan controls
• CB14—front and rear doors
• CB13—dash switches
• CB12—machine control and rotor service.
NOTE: The circuit breaker panel has two empty holes. On

machines with a cab, a cab circuit breaker is installed in one of these
holes.
Relays are located in a bank (9) along the bottom of the breaker • Relay bank (9)
panel face. From left to right on the panel face, these relays are for
the following: hydraulic pump, horn, beacon, work lights, road
lights, right turn, and left turn circuits.
The rotor service switch (10) is located to the left of the circuit • Rotor service switch (10)
breakers. This switch is wired into the power distribution and
machine starting circuit, between the key switch and the coil of the
start relay. The rotor service switch is a two-position toggle switch.
The top position is SERVICE, and the bottom position is OPERATE.
The start relay can only be energized when the rotor service switch is
in the OPERATE position.
WARNING
The rotor service switch should be in the SERVICE position any
time service is performed on the rotor. Unexpected rotor movement
during service activities could cause injury or death.
13
QESV1123-01
• Hood (11, for ground-level A ground-level shutoff switch is located on the outside of the circuit
shutoff switch) breaker cabinet. This switch is a toggle switch with two positions.
The ground-level shutoff switch is covered with a red hood (11).
The toggle switch handle is exposed when the red hood is raised.
The bottom position of the ground-level shutoff switch is the RUN

position, and the top position is the STOP position. When the red
hood (11) is closed, the switch is held in the RUN position.
The engine ECM monitors the position of the ground-level shutoff

switch. When the switch is in the RUN position, the circuit at
terminal J1-59 is closed. When the switch is in the STOP position,
the circuit at terminal J1-35 is closed.
When the ground-level shutoff switch is in the STOP position, the

engine ECM shuts off all fuel flow, which stops the engine. The
switch must be in the RUN position in order for the engine to
operate.
12
IMG_1809_1_4
SLIDE 12
• Left side of machine, The main power relay (12) is located under the operator’s platform,
circuit breaker panel open behind the platform access ladder on the left side of the machine.
The circuit breaker panel must be opened in order to access this
component.
14
QESV1123-01
The main circuit breaker (7) and the alternator circuit breaker (8) • Component location
provide power to the machine through buss bars, which are located 12. Main power relay
behind the face of the circuit breaker panel. One buss bar transfers
power to the gate of the main power relay (12), to a second buss bar,
and to the pump motor relay. When the main power relay is
energized, a third buss bar transfers power to the remaining circuit
breakers.
16
13 14 15
IMG_1800_1_3
SLIDE 13
The engine start switch (15) is located on the right side of the • Instrument panel
instrument panel. This keyed, rotary-type switch has three positions.
From left to right, the switch positions are: OFF, ON, and START.
Power from the start circuit breaker is available at the B-contact of
the engine start switch.
When the engine start switch is ON, power is distributed to the coil • Component location
of the main power relay. The main power relay distributes power to 13. Throttle control switch
circuit breakers CB12 through CB17. When the engine start switch 14. Rotor control switch
is in the START position, power continues to be available at the coil 15. Engine start switch
of the main power relay. The engine start switch is spring-returned 16. Parking brake switch
from the START position to the ON position.
15
QESV1123-01
The throttle control switch (13) is a two-position toggle switch. The

top position is HIGH engine speed; the bottom position is LOW
engine speed. The throttle control switch provides input to the
display control panel. A data signal which indicates switch status is
transmitted from the display panel to the engine ECM. If the
machine is started in the HIGH position, the ECM will ignore the
HIGH setting of the toggle switch until it is switched to the LOW
position and then returned to the HIGH position.
The machine ECM allows the engine to be started, and the ECM
will not override the input of the rotor control switch (14) or the
parking brake switch (16) under the following conditions: the
parking brake switch is in the ON position, and the rotor service
switch is in the OFF position.
If the parking brake switch is in the OFF position when the engine is
started, the machine ECM overrides the input from the parking
brake switch, and the parking brake remains engaged after the
engine is started. The parking brake switch must be moved to the
ON position in order for the override to be released.
If the rotor control switch is in the ON position when the engine is

started, the machine ECM overrides the input from the rotor control
switch, and the rotor system disengages after the machine is started.
The rotor control switch must be moved to the OFF position in
order for the override to be released.
The rotor control switch is a two-position toggle switch which has a

lock. The lock must be pulled up in order for the switch to be moved
to the ON position. However, the lock does not need to be pulled up
for the switch to be moved into the OFF position.
16
QESV1123-01
17
IMG_2007_1_3
SLIDE 14
The start relay is on the left front side of the machine, behind the • Left side of machine
fender cover. The relay it is mounted to a plate (17) which is
attached to the machine frame.
NOTE: The mounting bolts for the start relay can be seen in the • Component location
above photo. 17. Plate (start relay)
Battery power is available at the gate of the start relay when the
electrical disconnect switch is in the ON position. The coil of the
start relay is controlled by the engine start switch (15) and the rotor
service switch (10). When the engine start switch is in the START
position and the rotor service switch is in the OPERATE position,
the coil of the start relay is energized. When the coil in the start relay
is energized, power transfers to the coil of the starter, and the starter
cranks the engine.
17
QESV1123-01
18
19
IMG_1875_1_5
SLIDE 15
• Inside right console The propulsion lever controls the reverse switch (18) and the
forward switch (19). These components are mounted to a bracket
which is under the propulsion lever.
• Component location The reverse switch (18) and the forward switch (19) are actuated by
18. Reverse switch the propulsion lever. When the propulsion lever is in the NEUTRAL
19. Forward switch position, both of these switches are open. When the propulsion lever
is in the FORWARD position, the forward switch is closed, and the
reverse switch is open. When the propulsion lever is in the
REVERSE position, the reverse switch is closed, and the forward
switch is open.
Circuit breaker CB13 provides power to contact 1 of the forward

switch and to contact 1 of the reverse switch. When the forward
switch is closed, the switch provides an input signal to terminal B23
of the machine ECM. The reverse switch provides an input signal to
terminal B24 of the machine ECM when the switch is closed. If
either of these switches is closed when the machine is started, the
machine ECM disables the propulsion circuit, and the machine will
not move. In this situation, the propulsion lever must be moved back
to the NEUTRAL position in order to reset the system.
18
QESV1123-01
20 21
IMG_1871_1_11
SLIDE 16
The machine ECM (20) is mounted to the front wall of the operator • Compartment under
compartment. When the machine ECM first receives power, engine instrument panel
start logic is initiated.
The machine ECM (20) uses input from 10 devices in order to • Component location
determine the parameters under which to place the machine after the 20. Machine ECM
engine is started. These 10 devices are: the engine ECM, electronic 21. Throttle relay
display group, parking brake switch, forward switch, reverse switch,
rotor control switch, rotor service switch, engine start switch,
throttle switch, and ground-level shutoff switch.
The machine ECM (20) uses the input from the engine ECM to
determine if the engine is operating. During machine starting, the
machine ECM software ensures the following conditions: the
parking brake is engaged, the propel system is disabled, and the
rotor control system is disabled. The machine ECM executes these
functions regardless of the positions of the following devices:
parking brake switch, propulsion lever, rotor control switch, and
throttle switch.
While the engine is starting, engine start logic is in effect. Software

in the machine ECM (20) determines the condition of the forward
switch and the condition of the reverse switch. If either switch is
closed, the machine ECM disables the output to the electronic
displacement controls (EDC) on the propulsion pump. During
engine starting, the machine ECM software considers the machine to
be in NEUTRAL, regardless of the position of the propulsion lever.
19
QESV1123-01
• Throttle relay (21) Terminal J1-22 and terminal J1-23 of the engine ECM monitor the
circuit across the throttle relay (21). The engine ECM uses this input
in order to determine the speed at which to operate the engine. The
machine ECM controls the coil of the throttle relay. When the
machine ECM determines that the throttle switch is in the LOW
IDLE position, the coil of the throttle relay is de-energized. When
the machine ECM determines that the throttle switch is in the HIGH
IDLE position, the ECM generates an output signal from terminal
A15. This signal energizes the coil of the throttle relay.
22
23 24
IMG_2003_1_9
SLIDE 17
• Left side of engine The engine ECM (22) is mounted to the left side of the engine. The
left engine cover and the left fender provide access to these
components.
• Component location The engine ECM (22) has the following two 70-pin connectors: J2
22. Engine ECM connector (23) and J1 connector (24). The J2 connector gathers
23. J2 connector input signals from the engine speed and timing sensors, from the
24. J1 connector throttle relay, and the ground-level shutoff switch. The J1 connector
transmits information to the machine ECM through the CAN Buss.
• Power distribution Power transfers from circuit breaker CB7 to the following terminals
of the engine ECM (22): terminal J1-48, terminal J1-52, and
terminal J1-53. The ECM is grounded at the following terminals:
terminal J1-61, terminal J1-63, and terminal J1-65.
20
QESV1123-01
Terminal J2-48 of engine ECM (22) sends power to contact 2 of • Secondary speed and
secondary speed and timing sensor. Contact 1 of the sensor is timing sensor input
connected to terminal J2-49 of the engine ECM. During engine
operation, the secondary speed and timing sensor generates a series
of pulses as teeth on the camshaft gear pass the sensor. All but one of
the teeth are evenly spaced. When the tooth that is not evenly spaced
passes the sensor, the engine ECM establishes the position of the
number-one cylinder as well as the speed of the engine.
Terminal J2-58 of engine ECM (22) sends power to contact 2 of the • Primary speed and timing
primary speed and timing sensor. Contact 1 of the sensor is sensor input
operation, the primary speed and timing sensor generates a series of
pulses as teeth on the crankshaft gear pass the sensor. All but one of
The engine ECM (22) compares the input from the speed and timing
sensors in order to determine the speed of the engine. The engine
ECM broadcasts the engine speed information to the machine ECM
(20) across the CAN Buss.
When the throttle relay (21) is de-energized, the circuit at terminal • Throttle relay input
J1-23 of the engine ECM is complete, and the ECM operates the
engine at low idle. When the throttle relay is energized, the circuit at
terminal J1-22 of the engine ECM is complete, and the ECM
operates the engine at high idle.
21
QESV1123-01
RM-500
POWER DISTRIBUTION AND MACHINE STARTING CIRCUIT
ALT
200-BK 330-YL `B+ FROM
+ R 403-GN 200-BK-00 85 86 FORWARD RELAY
OPERATE SERVICE
_
87
ELECTRICAL 343-PK 1 MACHINE ECM B CONNECTOR
206-BK-00
30 2
DISCONNECT 306-GN 87a 3
G733-BU
200-BK-2
23 FORWARD PROPULSION SWITCH

ALTERNATOR 4 F782-OR 24 REVERSE PROPULSION SWITCH
NEUTRAL START 7 CAN DATA LINK (L)
206-BK-00 RELAY 6
5 8 CAN DATA LINK (H)
306-GN 7
F711-GN
F712-GY
101-RD-00 200-BK 9
8
MACHINE ECM A CONNECTOR
101-RD-00
101-RD-00
101-RD-10 10
START
119-PK
419-YL
146-GY
21
307-OR
ROTOR SERVICE SWITCH
200-BK-00
12
200-BK
RELAY 11 1 BATTERY (+)
POS NEG POS NEG 119-PK 18 BATTERY (+)
C744-PU 3 PARK BRAKE
304-WH-10 ROTOR 2 PARK BRAKE
SERVICE 15 THROTTLE CONTROL
307-OR SWITCH 6 GROUND (-)
BATTERIES AUX. START S G 119-PK 23 GROUND (-)
CONNECTION 306-BR
235-BK
BAT MTR
C744-PU
109-RD-2 101-RD-2 G733-BU
200-BK
1 C701-YL
105
105
ALTERNATOR F782-OR
MAIN 200-BK 1
MOTOR
CIRCUIT BREAKER CIRCUIT BREAKER 2 388-BU 2 C968-PK
3 4 ` 85 86 103-YL 3
C970-BU
1 2
87
200-BK 1 2 30 H999-BU
THROTTLE
103-YL
119-PK
146-GY
87a
STARTER PARKING BRAKE J900-WH SWITCH
MAIN SWITCH
POWER THROTTLE RELAY
308-YL F782-OR 229-BK
RELAY 103-YL 103-YL CONTROL PANEL DISPLAY A-C11
START 119-PK ON OFF
R
SWITCH 146-GY 1 K712-OR
8 THROTTLE SWITCH HIGH
308-YL STOP RUN 2 7 THROTTLE SWITCH LOW
C
112-PU-2 3
S 1 K713-YL
F711-GN
F712-GY
200-BK
103-YL
101-RD-00 2
B 229-BK 4
3
CB3 5
6 CONTROL PANEL DISPLAY A-C12
103-YL
105-BR
G733-BU
15
10 BATTERY (+)
GROUND LEVEL 15 ROTOR CONTROL SWITCH
SHUTOFF ROTOR
CB7 16 ROTOR CONTROL SWITCH
150-RD
CONTROL F711-GN 19 CAN DATA LINK (H)
10 SWITCH F712-GY 30 CAN DATA LINK (L)
9 GROUND (-)
TO CIRCUIT BREAKERS R918-GN
CB4, CB8. CB9. CB10 R919-OR
119-PK 103-YL F782-OR
146-GY
103-YL ENGINE ECM J1
FORWARD SWITCH F711-GN 50 CAN DATA LINK (H)
CB12 SECONDARY ENGINE F712-GY 34 CAN DATA LINK (L)
SPEED AND TIMING SENSOR 23 THROTTLE SWITCH
8 103-YL 22 THROTTLE SWITCH
SIGNAL ( ) BK 1 E963-BK 35 GROUND LEVEL SHUTDOWN (N.O.)
SIGNAL (+) WH 2 E964-WH 59 GROUND LEVEL SHUTDOWN (N.C.)
CB16 REVERSE SWITCH 70 KEY SWITCH
8 229-BK 48 BATTERY (+)
PRIMARY ENGINE 52 BATTERY (+)
SPEED AND TIMING SENSOR 308-YL 53 BATTERY (+)
CB13 61 GROUND (-)
8 SIGNAL ( ) 1 E965-BU ENGINE SPEED 1 TO ENGINE ECM 63 GROUND (-)
65 GROUND (-)
SIGNAL (+) 2 E966-YL SENSOR 2 J2 CONNECTOR
150-RD
TO CIRCUIT BREAKERS 229-BK 229-BK
308-YL
ENGINE ECM J2 CONNECTOR
E964-WH 48 SECONDARY ENGINE SPEED TIMING (+)
E963-BK 49 SECONDARY ENGINE SPEED TIMING ( )
E966-YL 58 PRIMARY ENGINE SPEED TIMING (+)
E965-BU 59 PRIMARY ENGINE SPEED TIMING ( )
0315060630_2_3
SLIDE 18
SYSTEM OPERATION
• Wire color coding NOTE: This machine is wired according to the Caterpillar
corporate wiring system. In Caterpillar corporate wiring, each wire
has a color and a number. Each color and each number has a specific
meaning. Therefore, red wires are powered, black wires are
grounded, and orange wires are found in starting circuits. The
numbering system is as follows: 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.
22
QESV1123-01
When the electrical disconnect switch is in the ON position, the • Power distribution
negative side of the batteries is connected to the frame ground. The
101-RD-00 wire transfers power from the batteries to the B-terminal
of the starter. The B-terminal of the starter acts as a junction block.
From the B-terminal of the starter, the 101-RD-10 wire transfers
power to the gate of the start relay, and the 101-RD-2 wire transfers
power to the main circuit breaker in the circuit breaker panel. The
alternator circuit breaker, which is also located in the circuit breaker
panel, is connected in parallel to the main circuit breaker.
Power transfers through the main circuit breaker and through the
alternator circuit breaker to a buss bar. This buss bar distributes
power to the main power relay and to a second buss bar. The second
buss bar transfers power to the following circuit breakers: CB3,
CB4, CB7, CB8, CB9, CB10.
The 105-BR wire transfers power from circuit breaker CB3 to the B-
contact of the engine start switch. The 150-RD wire transfers power
from circuit breaker CB7 to the following terminals of the engine
ECM: J1-48, J1-52, J1-53, J1-55.
NOTE: If the electrical disconnect switch is in the ON position and

circuit breakers CB4, CB8, CB9, and CB10 are closed, the work
lights, head lights, horn, front and rear turn signals, and hazard
lights can operate regardless of the position of the start switch.
When the start switch is moved to the ON position or to the START • Start switch ON
position, power is transferred from contact “B” to contact “R.”
From contact “R,” the 308-YL wire distributes power to the coil in
the main power relay and to terminal J1-70 of the engine ECM. The
coil of the main relay energizes, and the relay closes. When the main
power relay is closed, power transfers through the 112-PU-2 wire to
a third buss bar. This buss bar distributes power to the remaining
circuit breakers on the machine.
The 103-YL wire transfers power from CB13 to the following

locations: the reverse switch, the forward switch, contacts 1 and 3 of
the parking brake switch, contact 2 of the rotor control switch,
contact 2 of the throttle switch, and terminal 10 of the 40-pin
connector on the electronic display group.
The engine ECM monitors the engine speed sensors in order to • Engine start logic
determine the speed of the engine. When the start switch is in the
ON position but the engine is not running, the engine ECM does not
receive a speed input signal from the engine speed sensors. The lack
of an input signal tells the engine ECM that the engine is not
running. The engine ECM transfers the engine speed information to
the machine ECM through the CAN Buss. When the engine is not
running, the machine ECM uses the engine start logic.
23
QESV1123-01
The machine ECM monitors the condition of the forward switch at

terminal B23. The machine ECM monitors the condition of the
reverse switch at terminal B24. If the circuit at either of these
terminals is closed before the engine is started, the machine ECM
will allow the engine to be started. However, in this situation, the
machine ECM disables the input from the propulsion lever, and the
machine cannot be moved until the propulsion lever is cycled
through the NEUTRAL position.
The machine ECM monitors the condition of the parking brake

switch at terminal A2 and at terminal A3. When the parking brake
switch is in the ON position, the circuit at terminal A3 is complete.
When this circuit is complete while the machine is being started, the
machine ECM operates under the normal starting logic. If the circuit
at terminal A2 is complete while the engine is being started, the
machine ECM will allow the engine to start. However, the machine
ECM will not release the parking brake nor will the ECM allow the
propulsion lever to operate until the parking brake switch is cycled
through the ON position.
The electronic display group monitors the position of the throttle

switch at terminal 7 of the 24-pin connector and at terminal 8 of the
24-pin connector. When the throttle switch is in the LOW-IDLE
position, the circuit at terminal 7 is complete. When the throttle
switch is in the HIGH-IDLE position, the circuit at terminal 8 is
complete.
The electronic display group broadcasts the throttle switch

information to the machine ECM through the CAN Buss. If the
machine ECM determines that the throttle switch is in the HIGH-
IDLE position while the engine is being started, the ECM will allow
the engine to start. However, the machine ECM will not send a high-
idle request to the engine ECM until after the throttle switch is
cycled through the LOW-IDLE position.
The electronic display group monitors the position of the rotor

control switch at terminal 15 of the 40-pin connector and at
terminal 16 of the 40-pin connector. When the rotor control switch
is in the OFF position, the circuit at terminal 16 is closed. When the
rotor control switch is in the ON position, the circuit at terminal 15
is closed. The electronic display group broadcasts the rotor switch
information to the machine ECM through the CAN Buss.
When the rotor control switch is in the ON position while the

engine is being started, the machine ECM allows the engine to start.
However, the machine ECM will not allow the rotor to operate until
the rotor control switch is cycled through the OFF position.
24
QESV1123-01
When the engine start switch is moved to the START position, • Engine start switch
power remains available at contact “R” of the switch and becomes START
available at contact “S” of the switch. From contact “S” of the start
switch, the 307-OR wire transfers power to contact 8 of the rotor
service switch. When the rotor service switch is in the OPERATE
position, power transfers into the 306-BR wire. This wire transfers
power to the 343-PK wire.
NOTE: The 306-BR wire changes to the 343-PK wire at a

connector.
The 343-PK wire transfers power to the gate of the neutral start
relay. Power transfers across the gate of the relay; the start relay
energizes and power transfers to the S-terminal of the starter. When
power is available at the S-terminal of the starter, the starter cranks
the engine.
If the rotor service switch is in the SERVICE position, the power

supply circuit to the gate of the neutral start relay is interrupted. In
this case, the starter will not crank the engine.
The engine ECM monitors the circuits at terminal J1-35 and • Ground-level shutoff
terminal J1-59 to determine the position of the ground-level shutoff switch
switch. The circuit at terminal J1-59 of the engine ECM is complete
when the switch is in the RUN position, and the circuit at terminal
J1-35 is complete when the switch is in the STOP position. When
the switch is in the STOP position, the engine ECM will not allow
fuel to be delivered to the engine. In this case, the starter can be used
to crank the engine, but the engine will not start.
25
QESV1123-01
TDSC00073
SLIDE 19
Warning and Monitoring System
INTRODUCTION
• Monitoring system The machine is equipped with an electronic monitoring system that
description continuously monitors machine systems. The monitoring system
contains switches, sensors, gauges, ECMs, and an electronic display
group. The monitoring system gathers input signals from switches
and sensors around the machine and exchanges information with
the engine and machine ECMs through Cat Data Link lines. The
electronic display group shows current operating conditions and can
be used to calibrate and configure select electrical components on
the machine.
• Warning levels The monitoring system provides three levels of warning. During a
level-one warning, a warning message is shown on the electronic
display group. A level-one warning alerts the operator to a specific
machine system operating condition.
During a level-two warning, a warning message is shown on the

electronic display group, and the fault indicator flashes. Level-two
warnings indicate that an operator response is required.
During a level-three warning, a warning message is shown on the

electronic display group, the fault indicator flashes, and an alarm
sounds. Level-three warnings indicate that an immediate, controlled
machine shutdown is required.
26
QESV1123-01
This section is divided into segments. The segments show the • Section description
location of the input and output components of the monitoring
system. A brief discussion of each component is provided. Electrical
schematics are used in some instances in order to further illustrate
the system.
INSTRUCTOR NOTE: Because this section is meant to stand

alone, some components may have been discussed in previous
sections.
1 2 3
4 5 6 7 8 9
IMG_1737_1_3
SLIDE 20
GAUGES
The center of the instrument panel contains the ground-speed • Instrument panel
indicator (1), the fault indicator (2), the engine tachometer (3), and
six gauges.
27
QESV1123-01
• Component location The gauge controller receives information from the engine ECM and
1. Ground-speed the machine ECM through the Controller area Network (CAN). The
indicator information is broadcast to the ground-speed indicator, the engine
2. Fault indicator tachometer, and the gauges through the RS485 communications
3. Engine tachometer network lines. The signal lines are connected to contact 2 and
4. Rotor temperature contact 3 of the ground speed indicator, the engine tachometer, and
gauge the gauges.
5. Coolant temperature
gauge A power supply line is connected to contact 5 of the ground-speed
6. Hydraulic oil indicator, the engine tachometer, and the gauges. A ground line is
temperature gauge connected to contact 4 of these components.
7. Voltmeter
8. Engine oil pressure The ground-speed indicator (1) displays the machine speed in feet
gauge per minute (FPM) and in meters per minute (mpm). The engine
9. Fuel gauge tachometer (3) displays the engine speed in hundreds of revolutions
per minute (RPM). The rotor temperature gauge (4) displays the
temperature of the rotor oil in Fahrenheit and in Celsius. The
coolant temperature gauge (5) displays the engine coolant
temperature in Fahrenheit and in Celsius. The hydraulic oil
temperature gauge (6) displays the hydraulic oil temperature in
Fahrenheit and in Celsius. The voltmeter (7) displays the output of
the electrical system is volts. The engine oil pressure gauge (8)
displays the engine oil pressure in pounds per square inch (psi) and
in kilo-Pascals (kPa). The fuel gauge (9) displays the level of fuel in
the tank.
The monitoring system controls the fault indicator (2). When the
monitoring system detects a level-two or a level-three fault in one of
the monitored circuits, the system generates an output signal from
terminal 37 of the 40-pin connector of the electronic display group.
This signal is cycled at a rate of 1 Hz. The signal causes the fault
indicator to flash.
The faces of the rotor temperature gauge (4), the coolant

temperature gauge (5), the hydraulic oil temperature gauge (6), the
voltmeter (7), the engine oil pressure gauge (8), and the fuel gauge
(9) each have two LEDs. The LEDs are red. The monitoring system
illuminates the LEDs in a particular gauge when the corresponding
system is operating outside normal parameters.
28
QESV1123-01
10
IMG_1805_1_3
SLIDE 21
The gauge controller (10) is located under the instrument panel. The • Under instrument panel
instrument panel must be removed in order to access this
component.
The gauge controller (10) has two six-pin connectors. The connector • Component location
on the left is connector “A.” The connector on the right is connector 10. Gauge controller
“B.” The CAN Buss that transfers information to the ground-speed
indicator, the engine tachometer, and the gauges is connected to the
gauge controller at the A-connector. The power line in this CAN
Buss is connected to the A5-terminal of the gauge controller, and the
ground line is connected to the A4-terminal. The signal lines are
connected to the A2-terminal and to the A3-terminal of the
controller.
The B1-terminal of the gauge controller (10) receives power from

circuit breaker CB13. The gauge controller is grounded at the B6-
terminal. The electronic monitoring system transfers information to
the gauge controller through a CAN. This CAN Buss contains three
lines. The CAN_H line is connected to the B2-terminal, the CAN_L
line is connected to the B3-terminal, and the CAN_Shield line is
connected to the B4-terminal.
29
QESV1123-01
RM-500 GAUGE CONTROL CIRCUIT

ROTOR TEMPERATURE
GAUGE CONTROLLER
B+ FROM CB13 1 NC
103-YL 1 + BATT J979-A431-GN 2 RS485A
DATA TRANSFER LINE F711-GN 2 CAN_H J980-A432-BU
F712-GY 3 RS485B
DATA TRANSFER LINE 3 CAN_L 205-A433-BK 4 GAUGE GND
DATA TRANSFER LINE A249-BK 4 CAN_SHIELD 113-A434-OR 5 GAUGE +V
5 DIMMING INPUT 6 NC
TO FRAME GROUND 200-BK 6 GND
1 J979-A415-GN
2 J979-A419-GN 1 NC
TACHOMETER
3 J979-A431-GN J979-A415-GN 2 RS485A
4 J979-A438-GN J980-A416-BU 3 RS485B 1 NC
5 J979-A442-GN 205-A417-BK 4 GAUGE GND J979-A443-GN 2 RS485A
6 J979-A443-GN 113-A418-OR 5 GAUGE +V J980-A444-BU 3 RS485B
7 J979-A454-GN 6 NORM OUTPUT 205-A445-BK 4 GAUGE GND
8 J979-A455-GN 113-A446-OR 5 GAUGE +V
9 J979-A462-GN 6 NC
10
11
12
ENGINE COOLANT
1 J980-A416-BU TEMPERATURE VOLTMETER
2 J980-A420-BU
3 J980-A432-BU 1 NC 1 NC
4 J980-A437-BU J979-A419-GN 2 RS485A J979-A454-GN 2 RS485A
5 J980-A441-BU J980-A420-BU 3 RS485B J980-A453-BU 3 RS485B
6 J980-A444-BU 205-A421-BK 4 GAUGE GND 205-A452-BK 4 GAUGE GND
7 J980-A453-BU 113-A422-OR 5 GAUGE +V 113-A451-OR 5 GAUGE +V
8 J980-A456-BU 6 NC 6 NC
9 J980-A461-BU
10
11
12
HYDRAULIC OIL ENGINE OIL PRESSURE

TEMPERATURE
1 205-A417-BK
2 205-A421-BK 1 NC 1 NC
3 205-A433-BK J979-A438-GN 2 RS485A J979-A455-GN 2 RS485A
4 205-A438-BK J980-A437-BU 3 RS485B J980-A456-BU 3 RS485B
5 205-A440-BK 205-A436-BK 4 GAUGE GND 205-A457-BK 4 GAUGE GND
6 205-A445-BK 113-A435-OR 5 GAUGE +V 113-A458-OR 5 GAUGE +V
7 205-A457-BK 6 NC 6 NC
8 205-A452-BK
9 205-A480-BK
10
11
12
GROUND-SPEED
INDICATOR FUEL LEVEL
1 113-A418-OR 1 NC 1 NC
2 113-A422-OR J979-A442-GN 2 RS485A J979-A462-GN 2 RS485A
3 113-A434-OR J980-A441-BU 3 RS485B J980-A461-BU 3 RS485B
4 113-A435-OR 205-A440-BK 4 GAUGE GND 205-A460-BK 4 GAUGE GND
5 113-A439-OR 113-A439-OR 5 GAUGE +V 113-A459-OR 5 GAUGE +V
6 113-A446-OR 6 NC 6 NC
7 113-A451-OR
8 113-A458-OR
9 113-A459-OR
10
11
12
0315061242_2_3
SLIDE 22
• Gauge control circuit The above schematic shows the gauge control circuit. The gauge
controller receives power from circuit breaker CB13. The
monitoring system transfers information to the gauge controller
through a CAN Buss. The gauge controller transfers information to
each gauge through a CAN Buss.
30
QESV1123-01
1 2 3
4 5 6 7 8
IMG_1788_1_3
SLIDE 23
ELECTRONIC DISPLAY GROUP
The electronic display group (1) is located on the left side of the • Left side of instrument
instrument panel. The electronic display group contains the panel
following features:
• Display panel (2)—The display panel provides machine • Component location

information and fault information to the operator. 1. Electronic display
group
• Alert indicators (3)—The alert indicators inform the operator of 2. Display panel
machine conditions. The alert indicators include warning 3. Alert indicators
indicators and status indicators. 4. Decrease key
5. Increase key
• Decrease key (4)—The decrease key allows the operator to
navigate through the different modes of operation. This key also 6. Enter key
allows the operator to change values while the system is in the 7. Escape key
calibration mode. 8. Radio buttons
• Increase key (5)—The increase key allows the operator to navigate

through the different modes of operation. This key also allows the
operator to change values while the system is in the calibration
mode.
• Enter key (6)—The enter key allows the operator to navigate

operator to save changes that were made during calibration
procedures.
31
QESV1123-01
• Escape key (7)—The escape key allows the operator to navigate

operator to abort calibration procedures without making changes.
• Radio buttons (8)—The electronic display group is equipped with

four radio buttons. A radio button allows the operator to
bookmark a screen. The operator must hold the radio button for
three seconds in order to bookmark a screen. After a radio button
has been programmed to a screen, quick actuation of the button
causes the system to return to the bookmarked screen.
• Self-diagnostic test The electronic display group (1) performs a self-diagnostic test when
the engine start switch is moved to the ON position and the unit
receives power. The test requires approximately three seconds to
complete. After the self-test is complete, the electronic display group
can be used.
RM-500 DISPLAY PANEL
10 11
12 13 14 15 16 17
18 19 20 19
21 22
23 25
24 26
27
28 29 31
30
32 33 35
34
37
36
38 39 38
0315061301_2_3
SLIDE 24
• Display panel The display panel contains the following features:
32
QESV1123-01
• Text field (9)—The text field is a single line with six characters. • Component location
Each character has 16 segments. The monitoring system displays 9. Text field
messages in the text field. 10. Numeric field
11. Units field
• Numeric field (10)—The numeric field is a single line with five, 12. Work mode icon
seven-segment characters and a single, two-segment character on 13. Left turn arrow
the left side. A decimal point is located to the left of the last two
14. Work lights icon
characters on the right side of the field. The numeric field limits
negative numbers to a maximum of four digits. 15. Rotary beacon icon
16. Road lights icon
• Units field (11)—The units field assigns units to the number that is 17. Right turn arrow
displayed in the numeric field. The parameter being displayed and 18. Travel mode icon
the chosen units of measure determine which units are illuminated. 19. Steering mode icons
20. Traction control icon
• Work mode icon (12)—The work mode icon is illuminated when 21. High-idle icon
the shift switch is in the WORK position. 22. Low-idle icon
23. Operator error icon
• Left turn arrow (13)—The left turn arrow is illuminated when the 24. Load control icon
turn signal is in the LEFT TURN position. 25. Engine case icon
26. Hydraulic system
• Work lights icon (14)—The work lights icon is illuminated when
the work lights are on. icons
27. Depth bars
• Rotary beacon icon (15)—The rotary beacon icon is illuminated 28. Fuel icons
when the rotary beacon is on. 29. Battery voltage icon
30. Rotor transmission
• Road lights icon (16)—The road lights icon is illuminated when case icon
the road lights are on. 31. Parking brake icon
32. Emulsion icons
• Right turn arrow (17)—The right turn arrow is illuminated when 33. Rotor lube level icons
the turn signal is in the RIGHT TURN position. 34. Rotor differential icon
35. Rotor lube level icons
• Travel mode icon (18)—The travel mode icon is illuminated when
36. Water icons
the shift switch is in the TRAVEL position.
37. Rotor case icon
• Steering mode icons (19, front and 38, rear)—The steering mode 38. Steering mode icons
icons indicate the steering mode. When the steering mode switch is 39. Traction control icon
in the FRONT position, the front icons are illuminated in the
straight position. When the steering mode switch is in the REAR
position, the front icons and the rear icons are illuminated in the
straight position. When the steering mode switch is in the CRAB
position, the front icons are illuminated in the right position, and
the rear icons are illuminated in the right position. When the
steering mode switch is in the COORDINATED position, the
front icons are illuminated in the right position, and the rear icons
are illuminated in the left position.
• Traction control icons (20, front and 39, rear)—The traction

control icons are illuminated when the traction control switch is in
the ON position.
• High-idle icon (21)—The high-idle icon is illuminated when the

engine is operating at high idle.
33
QESV1123-01
• Low-idle icon (22)— The low-idle icon is illuminated when the

engine is operating at low idle.
• Operator error icon (23)—The operator error icon illuminates

when an operator sequence error occurs. Operator sequence errors
occur under any of the following conditions:
–The steering mode switch is not in the REAR position when the
engine is started.
–The propulsion lever is not in the NEUTRAL position when the

engine is started.
–The rotor control switch is in the ON position when the engine is

started.
–The operator moves the propulsion lever out of the NEUTRAL

position while the parking brake switch is in the ON position.
–The operator moves the parking brake into the OFF position
while the propulsion lever is out of the NEUTRAL position.
–The operator moves the parking brake switch into the ON

position while the machine is moving.
–The engine speed drops below 1000 RPM while the rotor is
operating and the machine is moving.
–The operator attempts to engage the rotor while the engine is

operating at high idle.
–The operator activates a rotor depth setpoint while the machine

is in the WORK mode or in the TRAVEL mode.
–The operator moves the rotor mode switch into the AUTO
position or into the TRAVEL position while the lift lock pin is
engaged.
–The operator attempts to shift the rotor speed while the engine is
–The operator attempts to shift between the WORK mode and the
TRAVEL mode while the machine is moving.
• Load control icon (24)—The load control icon is illuminated when

the load control switch is in the ON position.
34
QESV1123-01
• Engine case icon (25)—The engine case icon contains an

exclamation point, a thermometer, and an oil drop. Two arrows,
located on either side of the engine case icon, point towards the
icon. When the engine ECM detects a fault in a monitored circuit,
the exclamation point is illuminated.
When the engine coolant temperature is too high, the thermometer

is illuminated. The engine ECM monitors the coolant temperature
switch and broadcasts temperature information through the CAN
Buss.
When the engine oil pressure is outside the specified range, the two
arrows on the outside of the icon are illuminated, and the oil drop
inside the icon is illuminated. The engine oil pressure switch
provides the input to the engine ECM. The engine ECM
broadcasts engine oil pressure information through the CAN Buss.
• Hydraulic system icons (26)—The hydraulic system icons consist

of a thermometer, a filter icon, and an exclamation point. The
thermometer illuminates when the hydraulic oil temperature is too
high. The filter icon illuminates when the oil filter is plugged. The
exclamation point illuminates when a fault is detected in the
hydraulic system.
• Depth bars (27)—The depth bar contains 21 segments. These

segments indicate the depth of the rotor. The top segment is zero.
The bottom segment represents the full depth of the rotor. The
intermediate segments represent one-twentieth of the total depth.
For example, if the rotor diameter is 508 mm (20 in), the bottom
segment represents 508 mm (20 in). The intermediate segments
each represent a 25.4 mm (1 in) increment in rotor depth.
• Fuel icons (28)—The fuel icons consist of a fuel pump, a pointer

and an exclamation point. The pointer is located to the left of the
pump icon, and the exclamation point is located to the right of the
pump icon. When the fuel level reaches 10 percent of maximum,
the fuel icons illuminate.
• Battery voltage icon (29)—The battery voltage icon and the

exclamation point next to the icon illuminate when the battery
voltage is outside the specified range.
• Rotor transmission case icon (30)—The rotor transmission case

icon contains a thermometer, an exclamation point, a “1,” a “2,”
a “3,” an “N,” and a filter icon. The thermometer illuminates
when the oil temperature in the rotor hydraulic system is too high.
When a fault in the rotor transmission is detected, the exclamation
point illuminates. The numbers and the “N” indicate the current
rotor gear. The filter icon illuminates if the rotor filter is plugged.
• Parking brake icon (31)—The parking brake icon is illuminated

when the parking brake is engaged.
35
QESV1123-01
• Emulsion icons (32)—The emulsion icons include the following

group of icons:
–The emulsion clean-out mode icon has a box with an arrow. This
icon is illuminated when the system is in the clean-out mode.
–The recirculate icon is a circle enclosed with arrows. When this

icon is illuminated, the system is in the recirculate mode.
–The emulsion system icon contains an emulsion symbol and a

spray symbol. When the emulsion system is on, the emulsion
system icon is illuminated.
–The auto mode icon is the word “AUTO.” This icon is

illuminated when the emulsion system is in the automatic mode.
–The manual mode icon is a hand symbol. This icon is illuminated

when the system is in the manual mode.
–The fault icon is an exclamation point. This icon illuminates

when the monitoring system detects a fault in the emulsion system.
• Rotor lube level icons (33)—The rotor lube level icons contain an
oil drop, an arrow, and an exclamation mark. These icons are not
used on the RM-500.
• Rotor differential icon (34)—The rotor differential icon contains

an “L” and an “H.” The “L” indicates low, and the “H” indicates
high. These icons are not used on the RM-500.
• Rotor lube level icons (35)—The rotor lube level icons contain an
oil drop, an arrow, and an exclamation mark. These icons are not
used on the RM-500.
• Water icons (36)—The water icons include the following group of

icons:
–The water clean-out mode icon has a box with an arrow. This
icon is illuminated when the system is in the clean-out mode.
–The recirculate icon is a configuration of arrows around a circle.

This mode of operation is not used for water spray applications.
–The water system icon contains a water symbol and a spray

symbol. When the water system is on, the water system icon is
36
QESV1123-01
illuminated.
–The auto mode icon is the word “AUTO.” This icon is

illuminated when the water system is in the automatic mode.

–The fault icon is an exclamation point. This icon illuminates

when the monitoring system detects a fault in the water system.
• Rotor case icon (37)—The rotor case icon contains the following
group of icons:
–The rotor lift lock icon is a padlock symbol. When the lift lock is
engaged, this icon is illuminated.
–The maximum height icon consists of a bar and an arrow. When

the rotor is at the maximum height, these symbols are illuminated.
–The automatic icon is the word “AUTO.” This icon is

illuminated when the system is in the automatic mode.
–The rotor icon is in the center of the rotor case. When the rotor is
operating, the rotor icon is illuminated.

NOTE: After the rotor is turned off, the rotor chain case icons will
flash until the rotor stops turning.
37
QESV1123-01
40 41 49
50
42
43 51
44 52
45
53
46
54
47 55
48
IMG_1788A_1_3
SLIDE 25
• Left side of instrument The electronic display group (1) contains the following alert
panel indicators:
38
QESV1123-01
• Operator error indicator (40)—The operator error indicator • Component location

illuminates when an operator sequence error occurs. Operator 40. Operator error
sequence errors occur under any of the following conditions: indicator
41. Machine ECM error
–The steering mode switch is not in the REAR position when the indicator
engine is started. 42. Left turn indicator
43. Battery voltage
–The propulsion lever is not in the NEUTRAL position when the
engine is started. indicator
44. Engine ECM error
–The rotor control switch is in the ON position when the engine is indicator
started. 45. Rotor transmission
temperature indicator
–The operator moves the propulsion lever out of the NEUTRAL 46. Rotor lift lock
position while the parking brake switch is in the ON position. indicator
47. Water system fault
–The operator moves the parking brake into the OFF position indicator
while the propulsion lever is out of the NEUTRAL position. 48. Water system
indicator
–The operator moves the parking brake switch into the ON
49. Right turn indicator
position while the machine is moving.
50. Hydraulic oil
–The engine speed drops below 1000 RPM while the rotor is temperature indicator
operating and the machine is moving. 51. Air pressure indicator
52. Flasher indicator
–The operator attempts to engage the rotor while the engine is 53. Service mode
operating at high idle. indicator
54. Emulsion system fault
–The operator activates a rotor depth setpoint while the machine indicator
is in the WORK mode or in the TRAVEL mode. 55. Emulsion system
indicator
–The operator moves the rotor mode switch into the AUTO
position or into the TRAVEL position while the lift lock pin is
engaged.
–The operator attempts to shift the rotor speed while the engine is
–The operator attempts to shift between the WORK mode and the
TRAVEL mode while the machine is moving.
• Machine ECM error indicator (41)—The machine ECM error

indicator illuminates when the ECM detects a fault in a monitored
system.
• Left turn indicator (42)—The left turn arrow is illuminated when

the turn signal is in the LEFT TURN position.
• Battery voltage indicator (43)—The battery voltage indicator

illuminates when the battery voltage is outside the specified range.
• Engine ECM error indicator (44)—The engine ECM error

indicator illuminates when the ECM detects a fault in a monitored
system.
39
QESV1123-01
• Rotor transmission temperature indicator (45)—This indicator

illuminates when the oil temperature in the rotor hydraulic system
is too high.
• Rotor lift lock indicator (46)—The rotor lift lock indicator

illuminates when the lift lock is engaged.
• Water system fault indicator (47)—This indicator illuminates

when the water system contains a fault.
• Water system indicator (48)—This indicator illuminates when the

water system is operating.
• Right turn indicator (49)—The right turn arrow is illuminated

when the turn signal is in the RIGHT TURN position.
• Hydraulic oil temperature indicator (50)—This indicator

illuminates when the oil temperature in the hydraulic system is too
high.
• Air pressure indicator (51)—The air pressure indictor is not used.
• Flasher indicator (52)—The flasher illuminates when the hazard

lights are on.
• Service mode indicator (53)—The service mode indicator

illuminates when the rotor is in the service mode.
• Emulsion system fault indicator (54)—This indicator illuminates

when the emulsion system contains a fault.
• Emulsion system indicator (55)—This indicator illuminates when

the emulsion system is operating.
40
QESV1123-01
57
1
56
IMG_1806_1_9
SLIDE 26
The electronic display group (1) has a 24-pin connector (57) and a • Under instrument panel
40-pin connector (56).
• Component location
1. Electronic display
group
56. Forty-pin connector
57. Twenty-four-pin
connector
41
QESV1123-01
RM-500 DISPLAY PANEL CONNECTOR

WARNING AND MONITORING SYSTEM
C740-GY 1 ROTOR RAISE SWITCH MENU SELECT SWITCH 1
C741-GN 2 ROTOR LOWER SWITCH ESCAPE SWITCH 2
3 PROPEL SPEED SWITCH SCROLL UP SWITCH 3
L964-WH 4 ROAD / WORK SWITCH SCROLL DOWN SWITCH 4
556-WH 5 DIFF LOCK SWITCH REAR STEER MODE SWITCH 0 5 H750-BR
P719-YL 6 LOAD CONTROL ON SWITCH REAR STEER MODE SWITCH 1 6 H751-OR
C970-BU 7 THROTTLE SWITCH HIGH REAR STEER MANUAL LEFT 7 C851-YL
C968-PK 8 THROTTLE SWITCH LOW RS232 GROUND 8 C236-BK
C855-GY 9 ROTOR DEPTH SET SWITCH BATTERY- 9 200-BK
645-PK 10 ROAD LIGHTS ON BATTERY + 10 103-YL
646-OR 11 WORK LIGHTS ON SENSOR GROUND 11
696-GN 12 RIGHT TURN INDICATOR REAR STEER MANUAL RIGHT 12 C853-GN
695-OR 13 LEFT TURN INDICATOR ROTOR SPEED SWITCH 0 13 P716-WH
638-WH 14 BEACON ON ROTOR SPEED SWITCH 1 14 P718-BR
P721-OR 15 EMULSION MODE SWITCH 0 ROTOR ENGAGE SWITCH 15 K712-OR
C935-PU 16 EMULSION MODE SWITCH 1 ROTOR DISENGAGE SWITCH 16 K713-YL
17 EMULSION RATE INCREASE ROTOR TRAVEL MODE 17 P715-BU
18 EMULSION RATE DECREASE RS232 TXD 18 Y758-PK
19 EMULSION SETUP SWITCH CAN H 19 F711-GN
C777-BU 20 WATER MODE SWITCH 0 CAN SHIELD 20 A249-BK
21 N/C SENSOR POWER 21

22 N/C WATER MODE SWITCH 1 22
23 N/C WATER RATE INCREASE 23
24 N/C WATER RATE DECREASE 24
SERVICE BRAKE SWITCH 25
ROTOR AUTO MODE 26 P714-YL
H752-YL
REAR STEER MODE SWITCH 27
P720-WH
ANALOG INPUT 28
Y760-PU
RS232 RXD 29
F712-GY
CAN L 30
NOT USED 31
NOT USED 32
NOT USED 33
NOT USED 34
NOT USED 35
NOT USED 36
411-PK
ALARM LIGHT 37
410-WH
SONALERT 38
START INTERLOCK OUT 39
SPARE 40
24 PIN CONNECTOR 40 PIN CONNECTOR
0315061329_2_3
SLIDE 27
• Electronic display group The above schematic shows the connectors of the electronic display
connector group: the wires with an arrow that points into the connector
represent input signals; the wires with an arrow that points out of
the connector represent output signals. The wires which have two
arrowheads represent data transfer signals.
NOTE: Refer to the specific section in this publication for detailed

component wiring diagrams. For example, in order to see the wiring
for the rear steering switches, refer to “Auxiliary Hydraulic
System.”
42
QESV1123-01
MODES OF OPERATION
MODE MODE
DESCRIPTION
LEVEL SEQUENCE
1 1 RUN
1 2 DIAG
1 3 SET UP
1 4 CAL
1 5 H2O MENU
1 6 EMULSION MENU
0315061414_2
SLIDE 28
The electronic monitoring system is programmed with six modes of • Modes of operation
operation. The modes are: run, diagnostic, setup, calibration, water
spray, and emulsion spray. After the self-test is complete, the
electronic display group enters the run mode.
NOTE: The engine start switch should not be moved from the ON
position to the START position until the system has entered the run
mode. Doing so will cause the monitoring system to generate fault
codes.
The electronic display group (1) shows information about the

current operating mode. Each operating mode has a series of
submodes. The function keys at the bottom of the electronic display
group (1) allow the operator to navigate through the modes and
submodes.
43
QESV1123-01
• Mode navigation The operator can use the increase key (5) and the decrease key (4) in
order to cycle between the run mode, the diagnostic mode, and the
setup mode. The escape key (7) has no effect while the system is in
the run mode. When the system is in the diagnostic mode or the
setup mode, the escape key returns the system to the run mode. The
enter key (6) allows the operator to enter a submode.
In order to enter the calibration mode, the operator must

simultaneously actuate the enter key (6) and the escape key (7).
These keys can be released after the system enters the calibration
mode. The operator must move the engine start switch to the OFF
position in order to exit from the calibration mode.
The system enters the water menu when the operator moves the
water switch to the ON position. The operator can exit the water
menu at any time by moving the water switch to the OFF position.
The escape key (7) also allows the operator to exit the water menu.
The system returns to the run mode from the water menu.
The system enters the emulsion menu when the operator moves the
emulsion switch to the ON position. The operator can exit the
emulsion menu at any time by moving the emulsion switch to the
OFF position. The escape key (7) also allows the operator to exit the
emulsion menu. The system returns to the run mode from the
emulsion menu.
44
QESV1123-01
RUN MODE
MODE MODE
DESCRIPTION
LEVEL SEQUENCE
2 1 DEPTH
2 2 HI RES PROPEL SPEED
2 3 LOW RES PROPEL SPEED
0315061414_3
SLIDE 29
The run mode has the following submodes: • Submodes of run mode
• DEPTH—In this submode, the display panel shows the rotor

depth.
• HI RES PROPEL SPEED—In this submode, the display panel

shows the propulsion speed. The display resolution is set on high.
• LOW RES PROPEL SPEED—In this submode, the display panel

shows the propulsion speed. The display resolution is set on low.
The operator must depress the enter key (6) in order to enable the • Submode navigation
submode functions of the run mode. Once the submode functions
are active, the enter key is no longer active. The increase key (5) and
the decrease key (4) allow the operator to cycle through the
submodes in a loop. The escape key (7) causes the system to return
to the run mode.
45
QESV1123-01
DIAGNOSTIC MODE
MODE MODE
DESCRIPTION
LEVEL SEQUENCE
2 1 ROTOR TEMP
2 2 HYDRAULIC OIL TEMP
2 3 ENGINE TEMP
2 4 ENGINE RPM
2 5 OIL PRES
2 6 FUEL TEMP
2 7 HOURS
2 8 FUEL LEVEL
2 9 VOLTS
2 10 LOAD
2 11 ATAAC TEMP
0315061414_4
SLIDE 30
• Submodes of diagnostic The electronic display group enters the diagnostic mode when the
mode operator depresses the decrease key while the system is in the run
mode, or when the operator depresses the increase key while the
system is in the setup mode. The diagnostic mode has the following
submodes:
• HYDRAULIC OIL TEMP—In this submode, the display panel

shows the hydraulic oil temperature.
• ENGINE TEMP—In this submode, the display panel shows the

engine coolant temperature.
• ENGINE RPM—In this submode, the display panel shows the

engine speed.
• OIL PRESS—In this submode, the display panel shows the engine
oil pressure.
• FUEL TEMP—In this submode, the display panel shows the

temperature of the fuel at the engine.
46
QESV1123-01
• HOURS—In this mode, the display panel shows the service hours
on the engine.
• FUEL LEVEL—In this mode, the display panel shows the percent
of fuel remaining in the fuel tank.
• VOLTS—In this mode, the display panel shows the supply voltage
at the engine ECM.
• LOAD—In this mode, the display panel shows the load on the
engine as a percent of maximum.
• ATAAC TEMP—In this mode, the display panel shows the

temperature of the intake air.
The operator must depress the enter key (6) in order to enable the • Submode navigation
submode functions of the diagnostic mode. Once the submode
functions are active, the enter key is no longer active. The increase
key (5) and the decrease key (4) allow the operator to cycle through
the submodes in a loop. The escape key (7) causes the system to
return to the diagnostic mode.
47
QESV1123-01
SETUP MODE
MODE MODE
DESCRIPTION
LEVEL SEQUENCE
2 1 UNITS
3 1A USA
3 1B METRIC
2 2 LANGUAGE
3 2A ENGLISH
3 2B FRENCH
3 2C GERMAN
3 2D ITALIAN
3 2E PORTUGUESE
3 2F SPANISH
2 3 CLEANOUT RECIRC RATE
3 3A ADJUST
2 4 EMULSION K-FACTOR
3 4A ADJUST
2 5 WATER K-FACTOR
3 5A ADJUST
2 6 SAVE
0315061414_5
SLIDE 31
• Submodes of setup mode The electronic display group enters the setup mode when the
operator depresses the decrease key (4) while the system is in the
diagnostic mode, or when the operator depresses the increase key (5)
while the system is in the run mode.
The setup mode has the following submodes (level two): units,
language, clean-out and recirculate (for machines with an emulsion
system), emulsion K-factor (for machines with an emulsion system),
water K-factor (for machines with a water system), and save. All of
these submodes, except for the save submode, contain a second level
of submode (level three in the mode-level column).
• Submode navigation The operator must use the enter key in order to enter the units
submode from the setup mode. The setup mode is the first level of
submode (level two in the model-level column). Once the system is
in the first level of submode, the function keys operate as follows:
48
QESV1123-01
• Decrease key (4)—This key cycles the system through the

submodes in descending order. For example, the decrease key
moves the systems from the units submode to the language
submode. Once the save submode is reached, the system returns to
the units submode, and the cycle starts over.
• Increase key (5)—This key cycles the system through the

submodes in ascending order. For example, the increase key moves
the system from the language submode to the units submode.
Once the units submode is reached, the system returns to the save
submode, and the cycle starts over.
• Enter key (6)—When this key is actuated while the system is in a

first-level submode (level two), the system enters a second-level
submode (level three). For example, the enter key moves the
system from the language submode into the English submode.
Once the system is in a second-level submode, the enter key moves
the system to the save submode.
• Escape key (7)—When the escape key is actuated while the system
is in a first-level submode (level two), the system is returned to the
current mode. For example, if the system is in the language
submode, the escape key returns the system to the setup mode.
When the system is in a second-level submode (level three), the
escape key returns the system to the current first-level submode.
For example, if the system is in the English submode, the escape
key returns the system to the setup language submode.
49
QESV1123-01
CALIBRATION MODE
MODE MODE
LEVEL SEQUENCE DESCRIPTION
2 1 FRONT EDC
2 2 REAR EDC
2 3 MAX CUR F LOW
2 4 MAX CUR R LOW
2 5 MAX CUR F HI
2 6 MAX CUR R HI
2 7 REAR STEER RT
2 8 REAR STEER LT
2 9 ROTOR SIZE
2 10 ROTOR DEPTH FULL UP
2 11 ROTOR DEPTH SCR
2 12 ROTOR DEPTH MAX
2 13 ROTOR THRESHOLD UP/DN
2 14 SAVE
0315061414_6
SLIDE 32
• Calibration mode In order to enter the calibration mode, the operator must
simultaneously actuate the enter key (6) and the escape key (7).
These keys can be released after the system enters the calibration
mode. The operator must move the engine start switch to the OFF
position in order to exit from the calibration mode.
50
QESV1123-01
WATER MENU
MODE MODE
DESCRIPTION
LEVEL SEQUENCE
1 1 H2O MODE OFF
1 2 H2O MODE MANUAL
2 2A H2O FLOW SET POINT
2 2B H2O FLOW RATE
2 2C H2O TOTAL VOLUME
1 3 H2O MODE AUTO
2 3A SET H2O SPRAY BAR WIDTH
2 3B H2O TOTAL VOLUME
2 3C H2O TOTAL DISTANCE
2 3D H2O TOTAL AREA
2 3E H2O APPLICATION RATE
2 3F H2O FLOW RATE
0315061414_7
SLIDE 33
The system enters the water menu when the operator moves the • Water menu
water switch to the ON position. The operator can exit the water
menu at any time by moving the water switch to the OFF position.
The escape key (7) also allows the operator to exit the water menu.
The system returns to the run mode from the water menu.
51
QESV1123-01
EMULSION MENU
MODE MODE
DESCRIPTION
LEVEL SEQUENCE
1 1 EMULSION MODE OFF
1 2 EMULSION MODE MANUAL
2 2A EMULSION FLOW SET POINT
2 2B EMULSION FLOW RATE
1 3 EMULSION MODE AUTO
2 3A SET EMULSION SPRAY BAR WIDTH
2 3B EMULSION TOTAL VOLUME
2 3C EMULSION TOTAL DISTANCE
2 3D EMULSION TOTAL AREA
2 3E EMULSION APPLICATION RATE
2 3F EMULSION FLOW RATE
1 4 EMULSION MODE CLN
2 4A CLEAN OUT FLOW RATE
0315061414_8
SLIDE 34
• Emulsion menu The system enters the emulsion menu when the operator moves the
emulsion switch to the ON position. The operator can exit the
emulsion menu at any time by moving the emulsion switch to the
OFF position. The escape key (7) also allows the operator to exit the
emulsion menu. The system returns to the run mode from the
emulsion menu.
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1 2 3 4
6
12
5
11
7 10
IMG_1792_1_84
SLIDE 35
MONITORING SYSTEM INPUT COMPONENTS
The monitoring system uses input from many of the switches on the • Instrument panel
instrument panel in order to control the icons and the indicators on
the electronic display group.
The parking brake switch (1) provides input to the machine ECM. • Component location
The machine ECM uses this input to determine the position of the 1. Parking brake switch
parking brake switch. The machine ECM broadcasts information 2. Lights switch
about the condition of the parking brake to the electronic display 3. Turn signal switch
group across the CAN Buss. When the parking brake is engaged, the 4. Load control switch
parking brake icon on the display panel is illuminated, and the 5. Rotary beacon switch
parking brake indicator is illuminated. Inappropriate operation of 6. Hazard switch
the parking brake switch causes the monitoring system to generate 7. Traction control switch
an operator error. 8. Rotor set switch
9. Rotor speed switch
The lights switch (2) provides input to the electronic display group. 10. Throttle switch
The electronic display group uses this input to control the work 11. Rotor control switch
lights icon and the road lights icon on the display panel. 12. Work mode switch
The turn signal switch (3, if equipped) provides input to the • Turn signal switch (3)
electronic display group. When the turn signal switch is in the LEFT
TURN position, the electronic display group illuminates the left turn
icon on the display and illuminates the left turn indicator. When the
turn signal switch is in the RIGHT TURN position, the electronic
display group illuminates the right turn icon on the display and
illuminates the right turn indicator.
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• Load control switch (4) The load control switch (4) provides input to the electronic display
group. The electronic display group uses this input to control the
load control icon on the display panel. This input is also sent to the
machine ECM through the CAN Buss.
• Rotary beacon switch (5) The rotary beacon switch (5) provides input to the electronic display
rotary beacon icon on the display panel.
• Hazard switch (6) The hazard switch (6, if equipped) provides input to the electronic
display group. The electronic display group uses this input to
control the flasher indicator.
• Traction control switch (7) The traction control switch (7) provides input to the electronic
control the traction control icons on the display panel. This input is
also sent to the machine ECM through the CAN Buss.
• Rotor set switch (8) The rotor set switch (8) provides input to the electronic display
group. This input is sent to the machine ECM through the CAN
Buss. Inappropriate use of the rotor set switch causes the machine
monitoring system to generate an operator error.
• Rotor speed switch (9) The rotor speed switch (9) provides input to the electronic display
rotor transmission icons on the display panel. This input is also sent
to the machine ECM through the CAN Buss. Inappropriate use of
the rotor speed switch causes the machine monitoring system to
generate an operator error.
• Throttle switch (10) The throttle switch (10) provides input to the electronic display
low idle icon and the high idle icon on the display panel. This input
is also sent to the engine ECM through the CAN Buss.
• Rotor control switch (11) The rotor control switch (11) provides input to the electronic
control the rotor transmission icons on the display panel. This input
is also sent to the machine ECM through the CAN Buss.
Inappropriate use of the rotor control switch causes the machine
• Work mode switch (12) The work mode switch (12) provides input to the electronic display
work icon and the travel icon on the display panel. This input is also
sent to the machine ECM through the CAN Buss.
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13 14 15
P1010066_1_3
SLIDE 36
The spray bar switch (13) is located on the left side of the instrument • Left side of instrument
panel. Machines can be equipped with a water spray system and an panel
emulsion system. The spray bar switch is present with either type of
system. The emulsion spray switch (14, blank) and the water spray
switch (15) are located to the right of the spray bar switch.
Machines that are equipped with both systems, will have all three
switches.
These switches provide input to the electronic display group. The • Component location
monitoring system uses this input to control the icons on the display 13. Spray bar switch
panel. The monitoring system also controls the water indicators or 14. Emulsion spray switch
the emulsion indicators with this input. 15. Water spray switch
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16
18
17
IMG_1738_1_93
SLIDE 37
• Right console The steering mode switch (16), the rotor mode switch (17), and the
propulsion lever (18) are located on the right console.
• Component location The steering mode switch (16) provides input signals to terminal 5,
16. Steering mode switch terminal 6, and terminal 27 of the 40-pin connector on the
17. Rotor mode switch electronic display group. The electronic display group uses this input
18. Propulsion lever to control the steering mode icons on the display panel. Input from
the steering mode switch is sent to the machine ECM through the
CAN Buss. Inappropriate use of the steering mode switch causes the
The rotor mode switch (17) provides input signals to terminal 17

and terminal 26 of the 40-pin connector on the electronic display
rotor case icons on the display panel. Input from the rotor mode
switch is sent to the machine ECM through the CAN Buss.
Inappropriate use of the rotor mode switch causes the monitoring
system to generate an operator error.
The propulsion lever (18) provides input to terminal B20, terminal

B23, and terminal B24 of the machine ECM. Inappropriate use of
the propulsion lever causes the machine monitoring system to
generate an operator error.
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QESV1123-01
19
IMG_1815_1_5
SLIDE 38
The rotor lift lock switch (19) is located on the left side of the rotor. • Left side of rotor
This switch provides input to terminal A4 of the machine ECM.
If the operator attempts to operate the rotor when the rotor lift lock • Component location
switch (19) indicates that the rotor lift lock is engaged, the 19. Rotor lift lock switch
monitoring system generates an operator error.
57
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20
IMG_1821_1_3
SLIDE 39
• Behind operator’s station The fuel level sender (20) is located in the top of the fuel tank. The
fuel tank is located behind the operator’s platform.
• Component location Power transfers from circuit breaker CB12 to the A-contact of the
20. Fuel level sender fuel level sender (20). The B-contact of the sender is the common
line. Terminal B18 of the machine ECM reads the signal from the C-
contact of the fuel level sender.
The machine ECM broadcasts fuel level information through the

CAN Buss. The electronic display group uses this information to
control the fuel icons. The gauge controller uses this information to
drive the fuel level gauge.
58
QESV1123-01
21
IMG_1823_1_5
SLIDE 40
The hydraulic oil temperature sender (21) is located in the front face • Front face of hydraulic
of the hydraulic tank. The hydraulic tank is located behind the tank
operator’s platform.
Power transfers from circuit breaker CB12 to the A-contact of the • Component location
hydraulic oil temperature sender (21). The B-contact of the sender is 21. Hydraulic oil
the common line. Terminal C3 of the fan control module reads the temperature sender
signal from the C-contact of the hydraulic oil temperature sender.
The fan control module broadcasts hydraulic oil temperature

information through the CAN Buss. The electronic display group
uses this information to control the oil temperature icons and to
control the oil temperature indicator. The electronic display group
can also display the temperature on the display panel when the
system is in the diagnostic mode. The gauge controller uses oil
temperature information to drive the hydraulic oil temperature
gauge.
59
QESV1123-01
22
IMG_1936_1_3
SLIDE 41
• Under machine, rear of The rotor transmission temperature sender (22) is located in the
rotor transmission rotor transmission housing. The bottom cover on the machine
provides access to this component.
• Component location Power transfers from circuit breaker CB12 to the A-contact of the
22. Rotor transmission rotor transmission temperature sender (22). The B-contact of the
temperature sender sender is the common line. Terminal E2 of the fan control module
reads the signal from the C-contact of the rotor transmission
temperature sender.
The fan control module broadcasts rotor oil temperature

information through the CAN Buss. The electronic display group
uses this information to control the rotor temperature icons and to
control the rotor temperature indicator. The electronic display group
can also display the temperature on the display panel when the
system is in the diagnostic mode. The gauge controller uses oil
temperature information to drive the rotor temperature gauge.
60
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23
26
24
27
25
IMG_1829_1_7
SLIDE 42
The fan oil filter (24), the rotor transmission oil filter (25), the front • Right side of machine
charge filter (26), the rear charge filter (27), and the water (or
emulsion) system hydraulic filter (not shown) are located on the
right side of the machine.
NOTE: The water (or emulsion) system hydraulic filter is located to • Component location
the left of the rear charge filter (27). 23. Pressure switch
24. Fan oil filter
The base of each oil filter is equipped with a pressure switch (23). 25. Rotor transmission oil
Power transfers from circuit breaker CB12 to the switch that is in filter
the base of the fan oil filter (24) and to the switch that is in the rotor 26. Front charge filter
transmission oil filter (25). Power from CB12 also transfers to the 27. Rear charge filter
switch that is in the base of the front charge filter (26).
The A22-terminal of the machine ECM monitors the circuit across

the pressure switch that is in the base of the fan oil filter (24). When
the pressure switch is open, the machine ECM broadcasts a signal to
the electronic display group through the CAN Buss. The electronic
display group illuminates the oil filter icon in the display panel.
The B10-terminal of the machine ECM monitors the circuit across

the pressure switch that is in the base of the rotor transmission oil
filter (25). When the pressure switch is open, the machine ECM
broadcasts a signal to the electronic display group through the CAN
Buss. The electronic display group illuminates the rotor transmission
filter icon in the display panel.
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The pressure switches in the bases of the front charge filter (26), the
rear charge filter (27), and the water (or emulsion) system hydraulic
filter (not shown) are wired in a series circuit. The B11-terminal of
the machine ECM monitors the circuit across these pressure
switches. When a pressure switch in this circuit is open, the machine
ECM broadcasts a signal to the electronic display group through the
CAN Buss. The electronic display group illuminates the oil filter
icon in the display panel.
28
IMG_1867_1_7
SLIDE 43
• Top of rotor housing The rotor height sender (28) is located above the rotor housing.
Power transfers from circuit breaker CB12 to the A-contact of the
rotor height sender. The B-contact of the sender is the common line.
Terminal B14 of the machine ECM reads the signal from the C-
contact of the rotor height sender.
• Component location The machine ECM broadcasts rotor height information through the
28. Rotor height sender CAN Buss. The electronic display group uses this information to
control the height bars and to display the height in the numeric field
of the display.
62
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29
IMG_1773_1_5
SLIDE 44
The front-wheel speed sensor (29) is installed in the housing of the • Left front wheel
left front wheel. Circuit breaker CB12 distributes power to contact
“A” of this sensor. Contact “B” of the sensor is grounded through
the common sensor ground of the machine ECM. Contact “C” of
the sensor provides a pulse signal to the B2-terminal of the machine
ECM.
The machine ECM broadcasts machine speed information through • Component location
the CAN Buss. The electronic display unit can display the machine 29. Front-wheel speed
speed in the numeric field. The gauge controller uses the machine sensor
speed information to drive the ground-speed indicator. The machine
speed information is also used as an input to determine if an
operator error has occurred.
63
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TDSC00073
SLIDE 45
Propulsion Control System
GENERAL INFORMATION
• Machine general The propulsion system contains an electrical portion, a hydraulic

information portion, and a mechanical portion. The electrical portion contains
electronic control modules (ECM) and their associated input and
output devices. The hydraulic portion consists of two closed-circuit
hydrostatic loops: one for the front propulsion circuit and one for
the rear propulsion circuit. The mechanical portion contains a
planetary final drive unit for each wheel.
The front propulsion hydraulic circuit contains a variable-

displacement pump and a two-speed motor for each front wheel.
The rear propulsion hydraulic circuit contains a variable
displacement pump and a two-speed hydraulic motor for each rear
wheel. The front and rear propulsion circuits are equipped with flow
divider valves which provide equal traction to the wheels when the
traction control system is engaged. The propulsion motors transfer
power to their corresponding wheels through planetary final drives.
Each planetary final drive unit contains a spring-applied,

hydraulically released parking brake. The hydrostatic drive systems
provide the primary braking method.
64
QESV1123-01
The electronic control system monitors the machine operating

conditions. The ECMs on the machine communicate through
Controller Area Network (CAN) lines. The control system
determines if an output signal should be sent to the electronic
displacement controls (EDCs) on the pump. The system prevents the
machine from moving under the following conditions:
• The propulsion lever is out of the NEUTRAL position when the

machine is started.
• The parking brake switch is ON.
• The rotor service switch is in the SERVICE position.
The electronic control system is also programmed with load-control

logic. When the load-control system is on, the electronic control
system adjusts the propulsion speed in order to maintain optimum
engine speed.
The propulsion system section of this presentation is divided into

segments. The first segment contains machine layout drawings and
provides a general overview of the propulsion control system.
The next 11 segments show the location of all hydraulic and

electrical components which are involved with machine propulsion.
A brief discussion of each component is provided. Cross-sectional
views of selected components are also used in order to further
explain the operation of components in the propulsion system.
The last two segments explain the operation of the electrical and
hydraulic systems. Electrical and hydraulic schematics are used in
these segments to trace current through the electrical system and
hydraulic oil flow through the hydraulic system.

sections.
65
QESV1123-01
4
3
IMG_1792_1_70
SLIDE 46
OPERATOR CONTROLS
• Instrument panel The parking brake switch (1), load control switch (2), traction
control switch (3), and work mode switch (4) are located on the
right side of the instrument panel.
• Component location The parking brake switch is a two-position, push-button switch

1. Parking brake switch with an integral light. The down position of this switch is ON, and
2. Load control switch the up position of this switch is OFF.
3. Traction control switch
4. Work mode switch Circuit breaker CB13 distributes power to contacts 1 and 3 of the
parking brake switch. When the switch is OFF, an input signal is
sent from contact 2 of the switch to terminal B3 of the machine
ECM. When the switch is ON, an signal is sent from contact 4 of the
switch to terminal B2 of the machine ECM. Contact 4 of the switch
also transfers power to the light inside the switch when the switch is
ON. The machine ECM uses the input signals from the parking
brake switch along with signals from the propulsion lever and rotor
service switch in order to determine how to control the parking
brake.
• Load control switch (2) The load control switch is a two-position toggle switch. The bottom
position of this switch is OFF, and the top position is ON. Circuit
breaker CB13 distributes power to contact 2 of the load control
switch. When this switch is in the ON position, an signal is sent to
terminal 6 of the 24-pin connector on the display control unit. The
display control unit transfers information to the machine ECM
through the CAN Bus.
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QESV1123-01
When the machine ECM determines that the load control switch is
ON, the system initiates the load control logic. In this situation, the
ECM evaluates input about the state of the rotor, the engine RPM,
and the desired propulsion speed in order to calculate an underspeed
factor. The machine ECM uses the underspeed factor to adjust the
output signal to the EDCs on the propulsion pumps in order to
maintain optimum engine speed. When the load control logic is in
effect, the machine ECM will not allow the engine speed to be less
than 1750 RPM.
The traction control switch is a two-position toggle switch. The • Traction control switch (3)
bottom position of this switch is OFF, and the top position is ON.
Circuit breaker CB13 distributes power to contact 2 of the traction
control switch. When this switch is in the ON position, an signal is
sent to terminal 5 of the 24-pin connector on the display control
unit. The display control unit transfers information to the machine
ECM through the CAN Bus.
When the machine ECM determines that the traction control switch
is ON, the system initiates the differential control logic. In this
situation, the ECM evaluates input from the front steering sensor
and the propulsion control circuit in order to determine when to
engage the differential lock system.
The work mode switch is a two-position toggle switch. The bottom • Work mode switch (4)
position of this switch is WORK, and the top position is TRAVEL.
Circuit breaker CB13 distributes power to contact 2 of the work
mode switch. When this switch is in the TRAVEL position, an signal
is sent to terminal 4 of the 24-pin connector on the display control
unit. The display control unit transfers information to the machine
ECM through the CAN Bus. When the work mode switch is in the
TRAVEL position, the machine ECM energizes the shift solenoids
on the propulsion motors.
67
QESV1123-01
IMG_1738_1_85
SLIDE 47
• Right console The speed dial (5) and the propulsion lever (6) are located on the
right console. The propulsion lever controls the direction of travel.
The combined effect of the speed dial and the propulsion lever
controls the speed of the machine.
• Component location The center position of the propulsion lever represents the
5. Speed dial NEUTRAL position. The locking collar on the propulsion lever
6. Propulsion lever must be lifted before the lever can be moved from the NEUTRAL
position. For forward travel, the operator must move the propulsion
lever toward the front of the machine. For reverse travel, the
operator must move the lever toward the rear of the machine. The
potential travel speed increases the farther the lever is moved away
from the center position.
The speed dial limits the maximum speed at which the machine will
travel for a given position of the propulsion lever. Maximum travel
speed is proportional to the position of the propulsion speed dial.
The farther the speed dial is rotated counterclockwise, the slower
the maximum travel speed. The farther the speed dial is rotated
clockwise, the faster the maximum travel speed. When the speed dial
is in the MINIMUM SPEED position, the machine remains in
neutral.
68
QESV1123-01
10
IMG_1875_1_3
SLIDE 48
The propulsion lever controls the reverse switch (7), the forward • Inside right console
switch (8), and the propulsion lever sensor (9). These components
are mounted to a bracket under the propulsion lever.
The forward switch and the reverse switch are actuated by the • Component location
propulsion lever. When the propulsion lever is in the NEUTRAL 7. Reverse switch
position, both switches are open. When the propulsion lever is in the 8. Forward switch
FORWARD position, the forward switch is closed, and the reverse 9. Propulsion lever sensor
switch is open. When the propulsion lever is in the REVERSE 10. Speed dial buffer
position, the reverse switch is closed, and the forward switch is
open.
Circuit breaker CB13 provides power to contact 1 of the forward

switch and to contact 1 of the reverse switch. The forward switch
provides an input signal to terminal B23 of the machine ECM when
the switch is closed. The reverse switch provides an input signal to
terminal B24 of the machine ECM when the switch is closed. If
either switch is closed when the machine is started, the machine
ECM disables the propulsion circuit, and the machine will not
move. In this situation, the propulsion lever must be moved back to
the NEUTRAL position before the system can be reset.
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QESV1123-01
• Propulsion lever sensor The propulsion lever sensor detects the position of the propulsion
(9) lever. Circuit breaker CB13 provides power to contact “A” of the
sensor. The sensor is grounded at terminal B22 of the machine ECM.
Contact “C” of the sensor sends a pulse-width-modulated signal to
terminal B20 of the machine ECM. System software analyzes the
input signal in order to determine the desired travel direction. The
machine ECM uses this input signal along with input signals from
the speed dial buffer and the work mode switch in order to
determine the desired machine speed.
• Speed dial buffer (10) The speed dial is connected to a potentiometer (not shown) which is
connected to the speed dial buffer (10). Circuit breaker CB13
provides power to contact “A” of the speed dial buffer. Contact “B”
of the buffer is grounded at terminal B22 of the machine ECM. The
potentiometer sends an analog signal to the speed dial buffer. The
speed dial buffer converts this analog signal to a pulse-width-
modulated signal. The buffer then sends the pulse-width-modulated
signal from contact “C” to terminal B1 of the machine ECM. The
machine ECM uses this input signal along with input signals from
the propulsion lever sensor and the work mode switch in order to
determine the desired machine speed.
11
12
IMG_1799_1_3
SLIDE 49
• Front of operator’s The propulsion override switch (11) and brake release switch (12)
platform, right side are located on the right wall of the electrical compartment, at the
front of the operator’s platform. The compartment cover provides
access to these switches.
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QESV1123-01
The propulsion override switch is a two-position toggle switch. This • Propulsion override
switch allows the operator to move the machine without input from switch (11)
the machine ECM. The bottom switch position is NORMAL, and
the top position is BYPASS. When this switch is in the NORMAL
position, the circuits between the machine ECM and the pump
EDCs are closed. When this switch is in BYPASS, the circuits
between the machine ECM and the pump EDCs are open.
When the propulsion override switch is in the BYPASS position, the

operator can use the propulsion lever in order to move the machine.
The position of the propulsion lever controls the travel direction.
The travel speed is fixed. In this situation, the forward switch or the
reverse switch controls the pump EDCs, depending on the position
of the propulsion lever.
The propulsion bypass circuit contains four resistors (not shown). • Resistors (not shown)
One resistor is wired into the circuit to each EDC on the propulsion
pumps. The resistors drop the supply voltage from the forward
switch and the reverse switch, limiting the power which reaches the
EDCs on the propulsion pumps. The resistors ensure that the
machine will not travel at full speed when the propulsion override
switch is used.
The brake release switch is a single-pole, two-position toggle switch. • Brake release switch (12)
This switch releases the parking brake without input from the
machine ECM. The top position is BRAKE RELEASE, and the
bottom position is NORMAL.
When the brake release switch is in the NORMAL position, the

circuit between the machine ECM and the parking brake solenoid is
complete. In this situation, the machine ECM controls the parking
brake. When the brake release switch is in the BRAKE RELEASE
position, the circuit between the machine ECM and the brake
solenoid is open. Also, when the switch is in the BRAKE RELEASE
position, power from circuit breaker CB13 transfers across the
switch to the parking brake solenoid.
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13
SLIDE 50
• Left side of machine, to The rotor service switch (13) is located inside the electrical box on
left of steps the left side of the machine, near the steps. The door of the box
provides access to this component.
• Component location The rotor service switch (13) is a four-pole, two-position toggle
13. Rotor service switch switch. The bottom position of the switch is OPERATE, and the top
position of the switch is SERVICE. Circuit breaker CB13 distributes
power to contact 2 of the switch. Contact 3 of the switch is
connected to terminal A21 of the machine ECM.
When the rotor service switch (13) is in the OPERATE position, the
machine ECM receives an input signal at terminal A21. When the
switch is in SERVICE, the circuit to terminal A21 of the machine
ECM is open. When the rotor service switch is in the SERVICE
position, the machine ECM will not allow the engine to be started.
NOTE: When the rotor service switch (13) is in the SERVICE

position, the parking brake and/or the rotor brake can be manually
released. For additional information about this feature, refer to
“Accessory System,” in this publication.
72
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1 2 3
IMG_1777_1_16
SLIDE 51
PROPEL ELECTRICAL SYSTEM
Circuit Breakers
The circuit breakers are located inside the electrical box on the left • Left side of machine, to
side of the machine, near the steps. The door of the box provides left of steps
access to these components.
The following circuit breakers protect electrical components in the • Component location
propulsion system: 1. Circuit breaker CB15
2. Circuit breaker CB13
• Circuit breaker CB15 (1)—This automatic-reset circuit breaker, 3. Circuit breaker CB12
rated at 8 amps, protects the power supply circuit to the fan
control module.
• Circuit breaker CB13 (2)—This manual-reset circuit breaker, rated

at 8 amps, distributes power to the following components: parking
brake switch, load control switch, traction control switch, work
mode switch, forward switch, reverse switch, propulsion lever
sensor, speed dial buffer, brake release switch, rotor service switch,
and display control unit.
• Circuit breaker CB12 (3)—This automatic-reset circuit breaker,

rated at 8 amps, protects the power supply circuit to the machine
ECM, the front steering sensor, and the machine speed sensor.
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4
2 3
IMG_1872_1_3
SLIDE 52
Electronic Control Modules
• Front of operator’s The machine ECM (1) and fan control module (4) are located on the
platform, right side front wall of the electrical compartment, at the front of the
operator’s platform. The compartment cover provides access to
these components.
• Component location The machine ECM receives input signals from components around
1. Machine ECM the machine which monitor current machine operating conditions.
2. B-connector System software compares the gathered input to information stored
3. A-connector in the ECM’s memory. The software evaluates the current conditions
4. Fan control module and generates output signals to control the propulsion system within
set parameters. The machine ECM controls the propulsion system
using open-loop logic—a travel speed feedback circuit does not
exist.
• Machine ECM connectors The machine ECM has the following two 24-pin connectors:
(2 and 3) connector “A” (3) and connector “B” (2).
• Self-diagnostic logic and The machine control system is programmed with self-diagnostic
troubleshooting LEDs logic. Service information can be accessed when a service tool is
connected to the machine. The face of the machine ECM and the
face of the fan control module have the following four light-emitting
diodes (LEDs): power, system, mode, and status.
The green power LED indicates that the power supply from the
battery to the unit is within designated parameters.
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QESV1123-01
The green system LED indicates that the power supply to the
microprocessor inside the unit is within designated parameters.
The yellow mode LED indicates software status. When this LED is
flashing with a frequency of 1.0 Hz, the software application is
running; a 2-Hz flash indicates a problem with the system software.
The red status indicator flashes if an error is detected in the system.

Error codes are shown on the digital display.
RM-500 ROTARY MIXER

TERMINALS OF MACHINE ECM FOR PROPULSION CONTROL
INPUT TERMINAL INPUT COMPONENT
A1 + BATTERY
A2 PARKING BRAKE SWITCH N.O.
A3 PARKING BRAKE SWITCH N.C.
A6 BATTERY
A18 + BATTERY
A23 BATTERY
B1 SPEED DIAL
1 2 3 4 5 6 1 2 3 4 5 6
B2 WHEEL SPEED SENSOR
B19 FRONT STEERING ANGLE SENSOR 7 12 7 12
13 18 13 18
B20 PROPULSION LEVER SENSOR
B23 FORWARD SWITCH 19 20 21 22 23 24 19 20 21 22 23 24
B24 REVERSE SWITCH

B-CONNECTOR A-CONNECTOR
OUTPUT TERMINAL OUTPUT COMPONENT
A5 REAR PROPULSION REVERSE EDC
A12 REAR PROPULSION FORWARD EDC
A16 PARKING BRAKE SOLENOID
A20 FRONT PROPULSION REVERSE EDC
A24 FRONT PROPULSION FORWARD EDC
CAN TERMINAL CAN BUSS

B7 CAN LOW
B8 CAN HIGH
B13 CAN SHIELD
0210061308_2_5
SLIDE 53
The machine ECM (1) receives power at terminals A1 and A18. The • Machine ECM terminals
ECM is grounded at terminals A6 and A23. The machine ECM
provides a common sensor ground at terminal B22. The machine
ECM communicates with the other control units on the machine
through the CAN lines at terminal B7 and terminal B8.
To control the propulsion system, the machine ECM (1) gathers • Input terminals
input from components at the following terminals:
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QESV1123-01
• Terminal A2—This terminal receives an input signal from the

normally open contact of the parking brake switch.

normally closed contact of the parking brake switch.
• Terminal B1—This terminal receives a pulse-width-modulated

signal from the speed dial buffer.

signal from the machine speed sensor.

signal from the front steering sensor.

signal from the propulsion sensor.
• B23—This terminal receives an analog input signal from the

forward switch.
• B24—This terminal receives an analog input signal from the

reverse switch.
• Output terminals The software analyzes the input signals and determines if output
signals should be sent from the following terminals:
• Terminal A5—This terminal directs a signal to the reverse EDC on

the rear propulsion pump.
• Terminal A12—This terminal directs a signal to the forward EDC

on the rear propulsion pump.
• Terminal A16—This terminal directs a signal to the parking brake

solenoid.
• Terminal A20—This terminal directs a signal to the reverse EDC

on the front propulsion pump.
• Terminal A24—This terminal directs a signal to the forward EDC

on the front propulsion pump.
76
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RM-500 ROTARY MIXER

3 2 1
A
TERMINALS OF FAN CONTROL MODULE

C
A1 + BATTERY
A3 BATTERY

E3 FLOW DIVIDER
F1 CAN LOW
F2 CAN HIGH D
F3 CAN SHIELD
18-PIN CONNECTOR
0213061054_2_5
SLIDE 54
The fan control module (4) has an 18-pin connector. Terminal A1 of • Fan control module
this module receives power from circuit breaker CB15. The fan terminals
control module is grounded at terminal A3.
This control module communicates with the machine ECM through

the CAN lines at terminal F1, terminal F2, and terminal F3. If the
machine ECM determines that the flow divider solenoid should be
energized, a signal is generated at terminal E3 of the fan control
module.
77
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6 7
IMG_2003_1_3
SLIDE 55
• Left side of engine The engine ECM (5) is mounted to the left side of the engine. The
engine compartment cover provides access to this component.
• Component location The engine ECM has the following two 70-pin connectors: J2
5. Engine ECM connector (6) and J1 connector (7). The J2 connector gathers input
6. J2 connector signals from the engine speed and timing sensors. The J1 connector
7. J1 connector transmits information to the machine ECM through the CAN Buss.
The machine ECM uses this input as part of the load-control logic.
78
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RM-500 ROTARY MIXER
TERMINALS OF ENGINE ECM FOR ROTOR CONTROL

J1-48 + BATTERY
J1-52 + BATTERY
J1-53 + BATTERY 13 1
J1-61 BATTERY 23 14
J1-63 BATTERY 31 24
J1-65 BATTERY 39 32
J2-48 SECONDARY ENGINE SPEED AND TIMING (+) 47 40
J2-49 SECONDARY ENGINE SPEED AND TIMING ( ) 57 48
J2-58 PRIMARY ENGINE SPEED AND TIMING (+) 70 58
J2-59 PRIMARY ENGINE SPEED AND TIMING ( )

J1-34 CAN LOW J1 AND J2 CONNECTORS
J1-42 CAN SHIELD

J1-50 CAN HIGH
0224060730_2_4
SLIDE 56
Power transfers from circuit breaker CB7 to terminal J1-48, • Engine ECM terminals
terminal J1-52, and terminal J1-53 of the engine ECM (5). The
ECM is grounded at terminal J1-61, terminal J1-63, and terminal
J1-65.
Terminal J2-48 of engine ECM (5) sends power to contact 2 of

secondary speed and timing sensor. Contact 1 of the sensor is
connected to terminal J2-49 of the engine ECM. As the engine
operates, the secondary speed and timing sensor generates a series of
pulses as teeth on the camshaft gear pass the sensor. All but one of
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Terminal J2-58 of engine ECM (5) sends power to contact 2 of

primary speed and timing sensor. Contact 1 of the sensor is
connected to terminal J2-59 of the engine ECM. As the engine
operates, the primary speed and timing sensor generates a series of
The engine ECM (5) compares the input from the two speed and
timing sensors in order to determine the speed of the engine. The
engine ECM broadcasts the engine speed information to the
machine ECM (1) across the CAN Buss.
9
8
10
IMG_1806_1_3
SLIDE 57
• Under instrument panel The electronic display group (8) is mounted to the instrument panel.
The electronic display group has a 24-pin connector (9) and a 40-
pin connector (10).
• Component location NOTE: For additional information about the electronic display
8. Electronic display group, refer to “Warning and Monitoring System,” in this
group publication.
9. Twenty-four-pin
connector
10. Forty-pin connector
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RM-500 ROTARY MIXER
TERMINALS OF ELECTRONIC DISPLAY GROUP

4 (24-PIN) TRAVEL MODE SWITCH TRAVEL
5 (24-PIN) TRACTION CONTROL SWITCH ON 1 2 3 4 5 6 7 8 9 10 1 2 3 4 5 6
6 (24-PIN) LOAD CONTROL SWITCH ON

11 20 7 12
9 (40-PIN) BATTERY
21 30 13 18
10 (40-PIN) + BATTERY
31 32 33 34 35 36 37 38 39 40 19 20 21 22 23 24
19 (40-PIN) CAN HIGH 40-PIN CONNECTOR 24-PIN CONNECTOR
20 (40-PIN) CAN SHIELD
30 (40-PIN) CAN LOW
0213061405_2_5
SLIDE 58
The electronic display group receives power from circuit breaker • Electronic display group
CB13 at terminal 10 of the 40-pin connector. The unit is grounded terminals
at terminal 9 of the 40-pin connector.
The electronic display group monitors input signals at the following

terminals of the 24-pin connector:
• Terminal 4—This terminal receives an analog input signal from

the work mode switch when the switch is in the TRAVEL position.

the traction control switch when the switch is in the ON position.

the load control switch when the switch is in the ON position.
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The electronic display group shows information about the switch

positions on the display panel. The display control unit also sends
information about the input signals to the machine ECM through
the CAN lines at terminal 19 and terminal 30 of the 40-pin
connector.
IMG_1871_1_3
SLIDE 59
Backup Alarm Components
• Front of operator’s The backup alarm relay (1) is located on the front wall of the
platform, right side electrical compartment, at the front of the operator’s platform. The
compartment cover provides access to this component.
• Component location Circuit breaker CB16 distributes power to contact 30 of the backup
1. Backup alarm relay alarm relay. Contact 87 of this relay is connected to the backup
alarm. The coil of the backup alarm relay is controlled by the
reverse switch. When the reverse switch is closed, power is available
at terminal 86 of the backup alarm relay, and the coil of the relay is
energized. Under these conditions, the backup alarm sounds.
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IMG_1817_1_3
SLIDE 60
The backup alarm (2) is located at the rear of the machine, on the • Rear of machine, left side
left side. When the propulsion lever is in the reverse range, the
backup alarm sounds.
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2
3
IMG_2041_1_4
SLIDE 61
Sensors
• Left front wheel The front steering sensor (1) is located near the left front wheel. A
cover (removed) protects the sensor from debris. The rod (3) moves
with the steering angle of the front wheel. This movement causes the
actuator (2) to rotate the input shaft of the front steering sensor.
• Component location Circuit breaker CB12 distributes power to contact “A” of the front
1. Front steering sensor steering sensor. Contact “B” of the sensor is grounded through the
2. Actuator common sensor ground on the machine ECM. Contact “C” of the
3. Rod sensor provides a pulse-width-modulated signal to the machine
ECM. The duty cycle of this signal is proportional to the steering
angle of the front wheels.
In the propulsion circuit, the machine ECM uses information from

the front steering sensor as an input to the traction control logic.
When the steering angle reaches approximately 13 degrees, the
machine ECM de-energizes the flow divider solenoid.
84
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IMG_1773_1_3
SLIDE 62
The machine speed sensor (4) is located on the left front wheel. • Left front wheel
Circuit breaker CB12 distributes power to contact “A” of the
machine speed sensor. Contact “C” of the sensor is grounded
through the common sensor ground on the machine ECM. Contact
“B” of the sensor provides a pulse-width-modulated signal to the
machine ECM. The duty cycle of this signal is proportional to the
speed of the machine. This signal is also used to drive the
speedometer on the instrument panel.
The machine ECM does not use the signal from the machine speed • Component location
sensor as an input to any control logic. This input signal is sent to 4. Machine speed sensor
the display control unit. The machine speed is shown on the display
panel.
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3 4 5
2
6
IMG_1822_1_3
SLIDE 63
PROPEL HYDRAULIC SYSTEM
General System Components
Hydraulic Tank
• To rear of operator’s The hydraulic tank (1) is located to the rear of the operator’s
platform platform. The propulsion hydraulic system, fan hydraulic system,
auxiliary hydraulic system, and the water spray and emulsion spray
systems share a common hydraulic tank.
• Component location The sight gauge (2) indicates the oil level in the tank. The capacity of
1. Hydraulic tank the hydraulic tank is 233 L (61.5 U.S. gal). The tank is equipped
2. Sight gauge with a breather (3). The breather limits the maximum pressure in the
3. Breather tank to 50 ± 20 kPa (7.3 ± 3 psi). The breather also limits the
4. Fill port vacuum which can be created in the tank to a maximum of 2 ± 0.7
5. Return filter kPa (0.3 ± 0.1 psi). The fill port (4) is to the rear of the breather.
6. Filter indicator
Oil from the fan circuit case drain, brake valve drain, hood lift valve
drain, and the case drain lines in the propulsion hydraulic system
flows into the hydraulic tank through the return filter (5). The filter
housing contains a filter indicator (6) and a bypass valve. The filter
indicator shows whether the filter is plugged or needs to be serviced.
The filter is plugged if the filter indicator is in the red zone while the
engine is operating at high idle and the oil is at normal operating
temperature. If the pressure differential across the filter is greater
than 172.5 kPa (25 psi), the bypass valve opens, and return oil flows
directly into the hydraulic tank.
86
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IMG_1862_1_3
SLIDE 64
Hydraulic Oil Cooler

The hydraulic oil cooler is part of the cooling package (7). The • Front of machine
cooling package is located at the front of the machine. The engine
Case drain oil from the front left propulsion motor and return oil • Component location
from the fan hydraulic motor is sent through the oil cooler. 7. Cooling package
87
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10
8 9
IMG_1833_1_3
SLIDE 65
Propulsion Charge Filters

• Right side of machine, The machine is equipped with the following two charge filters: rear
near steps charge filter (8) and front charge filter (9). The filters are located on
the right side of the machine, near the steps to the operator’s
platform.
• Component location The base of each charge filter contains a pressure switch (10) and a
8. Rear charge filter bypass valve. The pressure switches are normally open. These
9. Front charge filter switches sense the pressure differential between the inlet and outlet
10. Pressure switch sides of their corresponding filter. The filter switches are wired in a
parallel circuit. When the pressure differential across either filter is
greater than 250 kPa (36 psi), the machine ECM reads a closed
circuit across the switch. In this situation, the machine ECM
initiates an alarm in order to alert the operator.
If the pressure differential across a filter is greater than 250 kPa (36
psi), the bypass valve in the filter base opens. In this situation oil
flows around the charge filter.
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11 14
12 15
13 16
IMG_1829_1_3
SLIDE 66
Pressure Taps
The pressure taps for the propulsion system are remotely mounted. • Right side of machine
The taps are located on the right side of the machine, near the steps
to the operator’s platform.
The following list describes the function of each pressure tap and the • Component location
pressure specification for the system: 11. Rear pump, forward
pressure tap
• Rear pump, forward pressure tap (11)— 34 450 ± 690 kPa (5000 12. Rear pump. reverse
± 100 psi) pressure tap
13. Rear pump, charge
• Rear pump, reverse pressure tap (12)— 34 450 ± 690 kPa (5000 ± pressure tap
100 psi) 14. Front pump, forward
pressure tap
• Rear pump, charge pressure tap (13)— 3100 ± 210 kPa (450 ± 30
15. Front pump, reverse
psi)
pressure tap
• Front pump, forward pressure tap (14)— 34 450 ± 690 kPa (5000 16. Front pump, charge
± 100 psi) pressure tap
• Front pump, reverse pressure tap (15)— 34 450 ± 690 kPa (5000
± 100 psi)
• Front pump, charge pressure tap (16)— 3100 ± 280 kPa (450 ± 40
psi)
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1 2
IMG_1935_1_3
SLIDE 67
PISTON PUMP (PROPEL)
• Under operator’s platform The machine is equipped with two propulsion pumps. One pump
provides flow to the front propulsion motors. The second pump
supplies flow to the rear propulsion motors. The pumps are
mounted under the operator’s platform. The front propulsion pump
(not shown) is located under the left deck plate. The rear propulsion
pump (3) is located under the right deck plate.
• Component location The front and rear propulsion pumps are identical, except for their
1. Displacement limiter displacement. The propulsion pump is a variable-displacement,
2. Charge relief valve piston-type pump. A gerotor-type charge pump is an integral part of
3. Propulsion pump (rear) the propulsion pump.
4. Reverse multifunction
valve The charge pump provides makeup oil for the propulsion circuit.
5. Forward multifunction The charge pump also provides the oil which moves the swashplate
valve in the propulsion pump, and provides oil to shift the flow divider
spools. Oil from the charge pump flows from the pump to externally
mounted filters and back into the propulsion pump.
• General pump The propulsion pump and charge pump rotate when the engine is
information running. The angle of the swashplate in the propulsion pump
determines the amount of flow that the pump generates. The pump
is equipped with two displacement limiters (1, one shown). The
displacement limiters control the maximum angle of the swashplate
for both forward and reverse operation. Since the charge pump is a
positive-displacement pump, the speed of the engine determines the
amount of flow the pump generates.
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Any time the engine is running, the charge pump directs oil to the • Charge relief valve (2)
charge relief valve (2), forward multifunction valve (5), reverse
multifunction valve (4), and pump EDC (not shown). The charge
relief valve on the rear pump limits the pressure in the rear charge
circuit to 3100 ± 210 kPa (450 ± 30 psi). The charge relief valve on
the front pump is set to 3100 ± 280 kPa (450 ± 40 psi).
The multifunction valves act as charge system check valves, high- • Multifunction valves (4
pressure relief valves, system pressure limiters, and bypass valves. and 5)
The pressure limiter function of the multifunction valves limits
system pressure to 34 450 ± 690 kPa (5000 ± 100 psi). The main
relief function of the valves is set approximately 3450 kPa (500 psi)
higher than the pressure limiter setting. The forward and reverse
multifunction valves on the front and rear pumps are set to the same
pressure specification.
The system bypass function of the multifunction valves allows a

disabled machine to be towed slowly for short distances. To prevent
the propulsion circuit from building pressure, and thereby allowing
the machine to be towed, the middle nut on the multifunction valve
must be loosened three turns.
The propulsion pump EDC contains a pressure control pilot valve • EDC
and a metering spool. The machine ECM uses the EDC in order to
control the hydraulic output from the pump. The machine ECM
analyzes the input signals from the propulsion lever sensor and the
speed dial. The machine ECM then generates an output signal to the
EDC.
The pressure control pilot valve converts the electrical signal from
the machine ECM into a hydraulic signal. The hydraulic signal acts
against the EDC metering spool. The position of the EDC metering
spool determines the oil pressure which is in the pump servo piston
chambers. The position of the servo piston controls the angle of the
swashplate in the propulsion pump. System software prevents the
forward and reverse commands from being sent to the propulsion
pumps at the same time.
The forward circuits of the front and rear pumps and the reverse • Balance lines
circuits of the front and rear pumps are connected by balance lines.
Each balance line contains an orifice. The balance lines allow
makeup oil to transfer between the front and rear propulsion
circuits. This oil transfer modulates the pressure difference in the
front and rear propulsion circuits.
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PRESSURE CONTROL PILOT VALVE RM-500

PUMP OR
ELECTRIC DISPLACEMENT
"TORQUE MOTOR"
PROPULSION PUMP
CONTROL (EDC) CHARGE AND EDC
PRESSURE
NOZZLES FEED
SPOOL BARREL
FEEDBACK FLAPPER
EDC
METERING SPOOL
SWASHPLATE
FEEDBACK LINKAGE PUMP PUMP
CASE CASE TANK
CHARGE
PRESSURE
CASE
DRAIN DOUBLE-ACTING
ROTATING SERVO PISTON
GROUP
SERVO
CYLINDER
INPUT CHARGE PROPULSION LOOP

SHAFT RETURN
FILTER PRESSURE
CHARGE
MULTIFUNCTION PUMP
SERVO PRESS.
VALVES
RELIEF VALVES
CHARGE RELIEF
VALVE
PROPULSION LOOP
CASE HIGH
SWASHPLATE DRAIN PRESSURE
SERVO
CYLINDER
PROPULSION PUMP CASE DRAIN

FROM PROPULSION
MOTOR (FRONT ONLY)
S90PRM500_2
SLIDE 68
• Schematic color codes NOTE: The colors on the cross sections and hydraulic schematics
throughout this presentation denote various conditions within the
system. The legend is as follows:
• red—pump supply pressure, or pressure in the high-pressure side

of the loop
• red-and-white stripe—reduced pump supply pressure, or oil in the

low-pressure side of the propulsion loop
• red-and-white hatch—further-reduced pump supply pressure oil
• orange—charge or pilot pressure
• orange-and-white stripe—reduced charge pressure
• orange-and-white hatch—further-reduced charge pressure
• green—line open to tank
• blue—blocked oil
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• yellow—moving part, or active valve envelope.
The pump input shaft turns the rotating group and the charge pump • Propulsion pump cross
when the engine is running. The rotating group is comprised of section
piston assemblies and a cylinder barrel. Charge oil flows through
internal passages to the charge relief valve. External lines carry
charge oil to the charge filter, and back to the propulsion pump.
Filtered charge oil re-enters the propulsion pump and flows to the
multifunction valves and flows to the EDC.
The EDC electric coils are mounted in a permanent magnetic frame, • EDC construction
with the armature mounted on a pivot and suspended in the
magnetic field.
NOTE: A flapper, which is part of the armature, is centered

between the nozzles when the pump is in neutral. The electric coils,
magnet and armature assembly make up the pressure control pilot
valve, which can also be referred to as a “torque motor.”
When the machine ECM sends an output signal to the EDC, electric • EDC operation
current flows through the coils, and the ends of the armature
become magnetically biased as either north or south pole. This
causes the armature flapper to move toward one of the nozzles,
causing a pressure increase at that nozzle. The increased nozzle
pressure attempts to move the flapper back toward the center
position. When the armature flapper force equals the nozzle pressure
feedback force, the system reaches equilibrium.
When the system is in equilibrium, a pressure differential exist at

both ends of the metering spool. the pressure differential causes the
spool to move, metering charge oil to the appropriate servo cylinder.
The angle of the swashplate in the pump then tilts in the amount
which is proportional to the strength of the EDC input signal.
Metered charge oil from the EDC metering spool acts against one • Servo piston and
side of the servo piston. The opposite side of the servo piston is swashplate
vented to the case drain. The pressure of the metered charge oil
against the servo piston causes the piston to move. This movement
tilts the swashplate and causes piston displacement in the rotating
group. As the swashplate tilts, the rotation of the pump generates oil
flow. Pump supply oil then flows through the propulsion motor. The
oil flowing through the motor causes the output shaft to rotate.
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• Feedback linkage As the swashplate moves, the feedback linkage moves the barrel
feedback in the opposite direction of the EDC metering spool’s
original motion. The barrel feedback tends to move the EDC
metering spool back to neutral through an internal feedback spring.
This movement blocks the charge oil supply when a tilt angle which
is proportional to the signal from the machine ECM input signal is
reached. The feedback linkage prevents the servo from tilting the
swashplate too far.
• Multifunction valves Pump supply oil acts against the bottom multifunction valve. In the
high-pressure side of the loop, the multifunction valve acts as a
pressure limiter and a pressure relief valve. When pump supply
pressure reaches the pressure-limiter setting, the pressure limiter
opens. When the pressure limiter opens, pump supply oil is metered
to the end of the servo piston, which is open to the case drain. This
causes the pump to destroke and relieve the excessive load on the
propulsion system.
NOTE: The pressure-limiter function is used because no heat is

generated, as is the case with relief valves.
However, a sequenced pressure-relief function limits the momentary

pressure surges which normally occur with machine acceleration
and with a change of direction. These pressure surges are purged
into the charge circuit. The relief-pressure setting is greater than the
pressure-limiter setting.
When leakage and flushing occurs in the propulsion circuit, the

pressure in the return circuit becomes less than charge pressure. This
causes the multifunction valve in the return side of the loop to allow
charge oil to flow into the low-pressure side of the propulsion circuit
in order to replenish the oil which was lost.
NOTE: The nonadjustable servo pressure relief valves prevent

excessive servo cylinder pressures by purging momentary pressure
surges into the charge circuit.
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PRESSURE LIMITER MAKEUP & CHECK

PRESSURE LIMITER SPRING CHARGE PRESSURE
ADJUSTMENT VALVE SPRING
PRESSURE LIMITER
SPOOL
LOW-PRESSURE
LOOP
CHECK
VALVE
TO PUMP SERVO MAKEUP
VALVE
BYPASS LOCKING
NUT
MULTIFUNCTION VALVE
LOW-PRESSURE SIDE FUNCTION
S90MFVRM500_LOW_2
SLIDE 69
In the low-pressure side of the propulsion hydraulic circuit, the • Multifunction valve cross
multifunction valve acts as a makeup valve. section
The spring chamber of the multifunction valve (right side of the • Low-pressure operation
valve cartridge) is filled with return oil which comes from the low-
pressure side of the circuit. Charge oil acts against the effective area
of the makeup valve. The cartridge’s left spring chamber is filled
with charge oil.
Flushing and internal leakage cause pressure in the return side of the
closed circuit to decrease. This decrease causes charge pressure to
move the makeup valve to the left. The makeup valve contacts the
snap ring at the left end of the check valve. When circuit return
pressure is low enough, the makeup valve will continue to move left.
The makeup valve will eventually unseat the check valve. Charge oil
then flows into the circuit return side and replenishes the circuit.
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PRESSURE LIMITER MAKEUP & CHECK

PRESSURE LIMITER SPRING
ADJUSTMENT VALVE SPRING
CHARGE PRESSURE
PRESSURE LIMITER
SPOOL
HIGH-PRESSURE
LOOP
CHECK
VALVE
MAKEUP
TO PUMP SERVO VALVE
BYPASS LOCKING
NUT
MULTIFUNCTION VALVE
HIGH-PRESSURE SIDE FUNCTION
S90MFVRM500_HIGH_2
SLIDE 70
• Multifunction valve cross In the high-pressure side of the propulsion circuit, the multifunction
section valve acts as a relief valve. High-pressure oil from this circuit does
the following:
• fills the spring chamber (on the right side of the valve cartridge)
• flows through the cross-drilled holes which are adjacent to the

pressure limiter spool
• flows to the right end of the spool chamber through the clearance
between the spool and the housing.
When the pressure in the high side of the circuit becomes great
enough, the force acting against the right side of the spool will shift
the spool to the left. In this situation, oil is directed to the tank side
of the pump servo piston. The pump will then destroke.
NOTE: The pressure limiter can be adjusted when the small locknut
is loosened and the limiter adjusting screw is turned.
96
QESV1123-01
If a pressure surge occurs, some oil is quickly transferred from the

pressure side of the circuit into the charge circuit. At relief pressure,
the pressure limiter spool has moved left, which causes a pressure
drop in the right spring chamber of the cartridge. This higher
pressure acts against the effective area on the right side of the check
valve, and is sufficient to overcome the combined force from the
spring and the decreased pressure on the left. The check valve moves
left, allowing some closed circuit oil to enter the charge circuit.
Thus, the limiter and relief functions operate in sequence. Main
relief pressure is controlled by the pressure limiter setting, and
therefore, not directly adjustable. Main relief pressure will always be
approximately 3450 kPa (500 psi) above the pressure limiter setting.
1
3
IMG_1841_1_3
SLIDE 71
PISTON MOTOR (FRONT AND REAR PROPULSION)
Each front wheel is equipped with a propulsion motor, and each rear • Left front wheel
wheel is equipped with a propulsion motor. With the exception of
displacement, the front and rear propulsion motors are identical.
Alpha-numeric characters are cast into the housing of the propulsion
motors in order to facilitate port identification.
The right front propulsion motor (1) is shown in the above • Component location
illustration. The left motor is identical, except that the left motor is 1. Motor
equipped with a speed sensor. The propulsion motor is a piston-type 2. Case drain port
motor with a bent axis. 3. A-port
4. M3-port
5. B-port
97
QESV1123-01
• Port location The case drain port (2) directs case drain oil to the tank. The A-port
(3) on all of the motors except the left front motor is the reverse
port. The B-port (5) on all of the motors except the left front motor
is the forward port. On the left front propulsion motor, the A-port is
the forward port, and the B-port is the reverse port. The M3-port (4)
is connected to the auxiliary valve. The line to the M3-port contains
an orifice. Oil which flows into the M3-port forces the servo piston
to the high-speed position.
RM-500 PROPULSION MOTOR

LOW SPEED
CASE DRAIN
MINIMUM DISPLACEMENT SCREW
CYLINDER BLOCK
VALVE SEGMENT
SERVO PISTON
OUTPUT SHAFT
FEEDBACK LINKAGE
FLUSHING SPOOL SYNCHRONIZING SHAFT
FLUSHING RELIEF VALVE SPEED SENSOR
PISTON
MAXIMUM DISPLACEMENT LIMITER
FROM SHIFT SOLENOID
S51N1RM500_2_3
SLIDE 72
• Propulsion motor cross The propulsion motors operate in two speed ranges. The shift
section solenoid on the front auxiliary manifold determines the speed range
of the motors. When the shift solenoid is de-energized, the motors
operate in the low-speed range.
• Motor operation Supply oil from the propulsion pump in the high-pressure circuit
enters the piston cavity in the cylinder block. The pump supply oil
forces the pistons to move out of the piston chamber. This
movement causes the cylinder block to rotate. The synchronizing
shaft transfers the rotation of the cylinder block to the motor output
shaft. The output shaft transmits power to the final drive assembly.
98
QESV1123-01
The feedback linkage is connected to the center of the servo piston.

As the servo piston shifts down, the feedback linkage shifts down.
Since one end of the feedback linkage is attached to the valve
segment, as the servo piston and the feedback linkage shift down,
the valve segment also shifts down. The servo piston and the valve
segment continue to move until the servo piston contacts the
maximum-displacement limiter. When the servo piston contacts the
maximum-displacement limiter, the motor is at maximum
displacement. At this displacement, the motor operates at low speed
and the motor produces maximum torque.
Oil in the high-pressure circuit acts against one side of the flushing • Flushing valve operation
spool, and oil in the low-pressure circuit acts against the opposite
side of the flushing spool. The high-pressure oil causes the spool to
move. This movement opens a passage for oil in the low-pressure
circuit to flow to the flushing relief valve. The flushing relief valve
opens, and oil in the low-pressure circuit is directed into the case
drain.
2
1
IMG_1939_1_3
SLIDE 73
FLOW DIVIDER VALVE
Front Flow Divider Valve
The front flow divider solenoid (2) is mounted to the front flow • Under machine, belly pan
divider valve (1). This valve is located next to the left frame rail, removed
under the machine.
99
QESV1123-01
• Component location The front flow divider valve (1) ensures that equal oil flow is sent to
1. Front flow divider valve each front propulsion motor. Equal flow through the propulsion
2. Front flow divider motors results in equal wheel speed, regardless of underfoot
solenoid conditions.
The machine ECM controls the flow divider solenoid (2). The
machine ECM will discontinue the signal to the flow divider
solenoid if propulsion speed reaches approximately 32 m/min (105
ft/min). This is done in order to reduce heat generation in the system
at high flow rates. The machine ECM will also discontinue the
signal to the flow divider solenoid when the steering angle reaches
approximately 13 degrees. This is done in order to prevent one front
wheel from over driving the other front wheel during tight turns.
The ports on the flow valve are marked for identification purposes.
The following describes each port:
• P1—This port is connected to the B-port on the front propulsion

pump and the B-port on the rear propulsion pump.
• CHG—This port is connected to a charge port on the front

propulsion pump.
• A—This port is connected to the A-port on the left front

propulsion motor.
• B—This port is connected to the B-port on the right front

propulsion motor.
• T—This port is connected to the hydraulic tank.
100
QESV1123-01
IMG_1818_1_3
SLIDE 74
Rear Flow Divider Valve
The rear flow divider solenoid (4) is mounted to the rear flow • Rear of machine, above
divider valve (3). This valve is located in the center of the machine, mixing chamber
above the mixing chamber.
The rear flow divider valve (3) ensures that equal oil flow is sent to • Component location
each rear propulsion motor. Equal flow through the propulsion 3. Rear flow divider valve
motors results in equal wheel speed, regardless of underfoot 4. Rear flow divider
conditions. solenoid
The machine ECM controls the flow divider solenoid (4). The
machine ECM will discontinue the signal to the flow divider
solenoid if propulsion speed reaches approximately 32 m/min (105
ft/min). This is done in order to reduce heat generation in the system
at high flow rates. The machine ECM will also discontinue the
signal to the flow divider solenoid when the steering angle reaches
approximately 13 degrees. This is done in order to prevent one rear
wheel from over driving the other rear wheel during tight turns.
The ports on the flow divider valve are marked for identification
purposes. The following describes each port:
• P1—This port is connected to the B-port on the front propulsion

pump and the B-port on the rear propulsion pump.
• CHG—This port is connected to a charge port on the rear

propulsion pump.
101
QESV1123-01
• A—This port is connected to the B-port on the right rear

propulsion motor.
• B—This port is connected to the B-port on the left rear propulsion

motor.
• T—This port is connected to the hydraulic tank.
2 3
IMG_1836_1_3
SLIDE 75
PARKING BRAKE CONTROL VALVE
• Behind operator’s The parking brake solenoid (2) is mounted on top of the front
platform auxiliary manifold (1). The shift solenoid (3) is also mounted on top
of the manifold. This manifold is located behind the operator’s
platform.
• Component location The auxiliary pump supplies oil to operate the parking brake and oil
1. Front auxiliary to shift the propulsion motors. The machine ECM controls the
manifold parking brake solenoid (2) and controls the shift solenoid (3). The
2. Parking brake solenoid parking brake is engaged when the brake solenoid is de-energized.
3. Shift solenoid The propulsion motors operate in the low-speed range when the
shift solenoid is de-energized.
102
QESV1123-01
7
5
6
8
9
IMG_1835_1_3
SLIDE 76
The brake release manifold is located on the left side of the machine. • Left side of machine
The compartment behind the operator’s platform provides access to
this manifold.
When the parking brake solenoid (2) is energized, the auxiliary • Component location
hydraulic pump provides oil to the PPB-port of the brake release 4. Accumulator
manifold. This oil flows through the needle valve (7), through the 5. Diverter valve
pressure reducing valve (8), and out the BRK-port of the manifold. 6. Pressure switch
Oil is directed from the BRK-port to the propulsion parking brakes. 7. Needle valve
The pressure reducing valve limits the pressure in the parking brake 8. Pressure reducing
circuit to a maximum of 3800 ± 345 kPa (550 ± 50 psi). Brake valve
release pressure can be measured at the pressure tap (9), which is 9. Pressure tap (G-port)
located in the G-port of the manifold.
NOTE: When the needle valve (7) is closed, the accessory pump
(refer to “Accessory System”) can be used in order to manually
release the parking brakes. The accumulator (4), the diverter valve
(5), and the pressure switch (6) are part of the system that manually
releases the brakes.
103
QESV1123-01
``
RM-500 REAR FINAL DRIVE PLANETARY

WHEEL MOUNT BOLT FINAL PLANETARY GEAR
PLANETARY GEAR TRAIN
BALL BEARINGS
SEAL
INTERMEDIATE
PLANETARY GEAR
FIRST
COUPLER PLANETARY GEAR
PROPULSION MOTOR
FIRST SUN GEAR
PROPULSION MOTOR
OUTPUT SHAFT
FIRST
PLANETARY CARRIER
HUB CAP
PARKING BRAKE
OIL PASSAGE
OIL DRAIN PLUG
INTERMEDIATE
SPINDLE SUN GEAR
PARKING BRAKE HUB PARKING FINAL INTERMEDIATE

SET SPRINGS BRAKE SUN GEAR PLANETARY CARRIER 1014051445_2_3_4
SLIDE 77
FINAL DRIVE PLANETARY
• Mechanism description The rear planetary drive is a three-stage reducer that contains three
planetary gear trains. The spindle and the hub are sealed with a
Duo-Cone seal. The wheel rolls on a large double-row ball bearing
which connects the hub and the spindle. The internal components of
the planetary reducer are splash lubricated. A fill port and a drain
port are labeled on the face of the hub cap by an impression in the
casting.
The rear propulsion motor is bolted to the spindle. The spindle is

stationary, and the motor is stationary. The motor output shaft is
splined to the coupler. The sun gear of the first planetary gear train
is integral to the shaft which enters the coupler from the right.
• First reduction As the coupler turns in the direction of the motor, the first planetary
gears rotate in the opposite direction. The first planetary gears drive
the first planetary carrier in the direction of the motor rotation, at a
reduced speed.
104
QESV1123-01
The first planetary carrier is splined to the right end of the • Second reduction
intermediate sun gear. The intermediate planetary gears are driven
by the intermediate sun gear. The intermediate planetary gears rotate
in the opposite direction of the motor rotation. The intermediate
planetary gears drive the intermediate planetary carrier in the
direction of the motor rotation, at a second reduction of speed.
The intermediate planetary carrier is splined to the right end of the • Third reduction
final sun gear. The final planetary gear set is driven by the final sun
gear. The final planetary gears rotate in the opposite direction of the
motor rotation. The final planetary gears drive the outer hub in the
opposite direction of the motor rotation, at a third and final speed
reduction. The rear wheel bolts to the outer hub.
The parking brake springs occupy cavities around the left perimeter • Parking brake
of the parking brake piston. These springs provide clamping force
against the stacked disks and plates. The disks and plates are splined
to the spindle and to the coupler. In order to release the brakes,
hydraulic pressure is directed into the parking brake oil passage.
This oil acts against the right side of the parking brake piston. The
oil pressure drives the piston to the left, and the parking brakes
release.
105
QESV1123-01
RM-500
751-GN
PROPULSION ELECTRICAL CIRCUIT
4 K918-GN 751-GN MACHINE ECM A CONNECTOR
3 235-BK 235-BK
2 850-PU C701-YL 2 PARKING BRAKE (ENGAGE)
1 K919-YL 844-GN C744-PU 3 PARKING BRAKE (RELEASE)
K913-GN 1 843-WH 751-GN 11 MOTOR SHIFT SOLENOID
2 850-PU
K914-YL K918-GN 849-YL 235-BK 6 GROUND (-)
3
A353-PU 388-BU 235-BK 23 GROUND (-)
FRONT PROPULSION
K913-GN
850-PU
K914-YL
4 24 FORWARD MOTOR EDC

235-BK
PUMP SOLENOID 844-GN +V A 119-PK A353-PU A353-PU 1 844-GN 20 FORWARD MOTOR EDC
K919-YL 6 SIGNAL B 710-GN 2 843-WH 12 REVERSE MOTOR EDC
5 A352-GN C234-BK G733-BU 849-YL
GROUND C 3 5 REVERSE MOTOR EDC
1 M737-WH 7 A352-GN 4 388-BU
843-WH 15 THROTTLE RELAY
2 200-BK K913-GN 9 FRONT WHEEL SPEED 5 119-PK 1 BATTERY (+)
4 8 A351-WH SENSOR 782-OR 6 119-PK 18 BATTERY (+)
M737-WH
3 10 A351-WH 7 X742-PU 16 PARKING BRAKE SOLENOID
FRONT
200-BK
2 849-YL 8 419-YL
K914-YL 21 ROTOR SERVICE SWITCH (CLOSED)
1 FLOW DIVIDER 11
12
A350-YL A353-PU G733-BU 9
119-PK
X742-PU
SOLENOID A352-GN A350-YL 10
A351-WH A351-WH 11
REAR PROPULSION LIMP-HOME A350-YL A350-YL 782-OR 12
PROPULSION LEVER MACHINE ECM B CONNECTOR
G733-BU
PUMP SOLENOID
782-OR
388-BU
1 W737-WH SWITCH +V A 119-PK BYPASS 710-GN 2 WHEEL SPEED SENSOR
751-GN 2 200-BK GROUND B C234-BK RESISTORS H765-WH 19 FRONT STEERING ANGLE SENSOR
200-BK 235-BK SIGNAL C H765-WH K709-GY 1 SPEED DIAL
M737-WH F712-GY 7 CAN DATA LINK (LOW)
REAR FRONT STEERING ANGLE 710-GN 710-GN F711-GN 8 CAN DATA LINK (HIGH)
FLOW DIVIDER 190-PK SENSOR G733-BU G733-BU 23 FORWARD PROPULSION SWITCH
SOLENOID 103-YL C234-BK C234-BK C234-BK 22 SENSOR GROUND (-)
B+ 119-PK H765-WH H765-WH K708-BU 20 F-N-R PROPULSION SENSOR
200-BK F782-OR F782-OR F782-OR F782-OR 24 REVERSE PROPULSION SWITCH
1 85 86 A249-BK 13 CAN SHIELD
2 87 1
103-YL 3 30 321-BR 1 2 K708-BU
200-BK A958-WH
C234-BK
K709-GY
A249-BK
F711-GN
2
F712-GY
3
4
MAIN 87a BACKUP PARKING FAN CONTROL MODULE
120
CIRCUIT 6
190-PK
103-YL
5 BACKUP LIMP HOME

419-YL
K712-OR
103-YL
119-PKI
M737-WH
200-BKL
ALARM BRAKE 190-PK A1
BREAKER ALARM SOLENOID BRAKE
BATTERY (+)
M737-WH E3 FLOW DIVIDER SOLENOIDS
ROTOR
G733-BU
RELAY SWITCH
F782-OR
F712-GY F1 CAN DATA LINK (LOW)
CONTROL F711-GN F2 CAN DATA LINK (HIGH)
SWITCH 388-BU A249-BK F3 CAN SHIELD
M737-WH M737-WH 239-BK A3 GROUND (-)
119-PK
200-BK 200-BK 200-BK
MAIN
C234-BK
K709-GY
A249-BK
F711-GN
F712-GY
119-PK 119-PK 119-PK
POWER 1 103-YL M737-WH
RELAY 2 K712-OR P719-YL
CONTROL PANEL DISPLAY
1 24 PIN CONNECTOR
2 K713-YL
FRONT MOTOR 119-PK 3 419-YL 1 1
190-PK 2 2 P719-YL 6 LOAD CONTROL SWITCH
112-PU-2
SHIFT 4 103-YL 103-YL C968-PK 8 THROTTLE SWITCH (LOW)
3 3
SOLENOID
751-GN
119-PK
103-YL
200-BK
C970-BU 7 THROTTLE SWITCH (HIGH)

6 C964-WH 4 WORK MODE SHIFT SWITCH
5
CB15 1 556-WH 5 DIFFERENTIAL LOCK SWITCH
7 LOAD CONTROL THROTTLE
8 200-BK
8
9 2 SWITCH SWITCH
200-BK
200-BK
190-PK
101-RD-2
10 103-YL 3 4 C701-YL 103-YL

751-GN CONTROL PANEL DISPLAY
CB13 1 2 1 K712-OR
103-YL 12 C744-PU 2
8 11 103-YL 3 K713-YL 40 PIN CONNECTOR
119-PK C964-WH
C234-BK 10 BATTERY (+)
CB12 ROTOR SERVICE PARK BRAKE 15
C744-PU
C701-YL
419-YL
103-YL
K713-YL
K712-OR
388-BU
103-YL
G733-BU
F782-OR
103-YL
K712-OR
150-RD 556-WH ROTOR CONTROL (ENGAGE)
8 SWITCH SWITCH SHIFT 200-BK 9 GROUND (-)
150-RD
103-YL
SWITCH 16 ROTOR CONTROL (DISENGAGE)

85 86 F711-GN 19 CAN DATA LINK (HIGH)
1 87 F712-GY 30 CAN DATA LINK (LOW)
2 1 2 30 H999-BU A249-BK 28
103-YL 3 103-YL
556-WH J900-WH
FWD PROPULSION 87a
200-BK
CB7 TRACTION CONTROL LEVER SWITCH THROTTLE
15 SWITCH RELAY ENGINE ECM J1 CONNECTOR
1 2
103-YL K709-GY F711-GN 50 CAN DATA LINK (HIGH)
K712-OR
K709-GR
C234-BK
K713-YL
F712-GY 34 CAN DATA LINK (LOW)
556-WH
388-BU
A249-BK 42 CAN SHIELD
103-YL 103-YL BATTERY
REV PROPULSION H999-BU 22 THROTTLE SWITCH (N.O.)
C234-BK GROUND LEVER SWITCH J900-WH 23 THROTTLE SWITCH (N.C.)
A POT A +BATTERY 1 103-YL SIGNAL 229-BK 61 GROUND (-)
B POT B GROUND 2 C234-BK 103-YL 63 GROUND (-)
K708-BU
C POT C SIGNAL 3 K709-GY PROPULSION LEVER 388-BU 65 GROUND (-)

4 SENSOR K712-OR 48 BATTERY (+)
K713-YL 1 TO ENGINE ECM 52 BATTERY (+)
556-WH 2 J2 CONNECTOR 53 BATTERY (+)
SPEED DIAL WITH BUFFER C234-BK 55 BATTERY (+)
K709-GY ENGINE SPEED SENSOR
150-RD 150-RD 150-RD
190-PK 190-PK 190-PK
200-BK 200-BK 200-BK
K708-BU K708-BU
419-YL
C701-YL
C744-PU
0111061200_2_3
SLIDE 78
ELECTRICAL SCHEMATIC
• Wire color coding NOTE: The electrical system on this machine is wired according to
the Caterpillar corporate wiring system. In Caterpillar corporate
wiring, each wire has a color and a number. Each color and each
number has a specific meaning. Red wires are positive; black wires
are negative; 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.
• General description The machine ECM uses input from the following components in
order to control the propulsion system:
• parking brake switch
• propulsion lever sensor
• propulsion speed dial
106
QESV1123-01
• shift switch
• load control switch
• rotor control switch
• rotor service switch
• engine speed.
The machine ECM will disable the propulsion system under the
following conditions:
• The parking brake switch is in the ON position.
• The engine is not operating.
• The rotor service switch is in the SERVICE position.
• The propulsion lever is out of the NETURAL position when the

engine is started.
The 150-RD wire distributes power from CB7 to terminal 48, • Power distribution
terminal 52, terminal 53, and terminal 55 of the engine ECM. The
engine ECM is grounded at the following terminals: terminal 61,
terminal 63, and terminal 65.
The 119-PK wire distributes power from CB12 to the following

locations:
• contact 2 of the rotor service switch
• contact “A” of the front speed sensor
• contact “A” of the front steering sensor
• terminal A1 of the machine ECM
• terminal A18 of the machine ECM.
The 103-YL wire distributes power from CB13 to the following

locations:
• terminal 10 of the 40-pin connector of the display control panel
• terminal 2 of the throttle switch
• reverse switch on the propulsion lever
• forward switch on the propulsion lever
• contact 2 of the shift switch
107
QESV1123-01
• contact 2 of the load control switch
• contact 2 of the rotor control switch
• contact 2 of the traction control switch
• the battery contact of the propulsion lever sensor
• contact 1 and contact 3 of the parking brake switch
• contact 1 of the speed dial buffer.
The 190-PK wire distributes power from CB15 to terminal A1 of the

fan control module and to contact 30 of the backup alarm relay.
• Parking brake control When the parking brake switch is in the RELEASE position, contact
1 and contact 2 are closed. Also, contact 3 and contact 4 of the
parking brake switch are open while the switch is in the RELEASE
position. The machine ECM monitors the signal at terminal A2 and
the signal at terminal A3. A closed circuit at terminal A3 and an
open circuit at terminal A2 confirm that the parking brake switch is
in the RELEASE position.
During normal operation, the machine ECM directs an output

signal from terminal A16 when the parking brake switch is in the
RELEASE position. The X742-PU wire transfers this signal to
contact 1 of the brake switch for the limp-home function. If this
switch is in the NORMAL position, the A958-WH wire transfers
power to the parking brake solenoid. The parking brake solenoid
energizes, and the brake releases.
During normal operation, the machine ECM engages the parking

brake when the propulsion lever is in the NEUTRAL position. This
is done regardless of the position of the parking brake switch. When
the propulsion lever is moved out of the NEUTRAL position, the
machine ECM disengages the parking brake.
If the machine ECM determines that the parking brake switch is in

the OFF position when the engine is started, the ECM will not
release the parking brake. In this case, the parking brake switch
must be moved to the ON position in order to reset the brake
control logic.
If the machine ECM determines that the propulsion lever is out of

the NEUTRAL position when the parking brake switch is moved to
the OFF position, the ECM will not release the parking brake. In
this case, the propulsion lever must be moved into the NEUTRAL
position and the parking brake switch must be moved to the ON
position in order to reset the brake control logic.
108
QESV1123-01
NOTE: The load control system, the traction control system, and • Speed and direction
the shift switch have an impact on the speed of the machine. These control with load control
systems will be covered independently, on the following pages. OFF, traction control OFF,
Discussion of the speed and direction control in the following and no shifting
paragraphs assumes that the load control system is OFF, the traction
control system is OFF, and the shift switch is stationary.
The machine ECM monitors the propulsion lever sensor and the
speed dial in order to determine the desired operating speed. The
propulsion lever sensor sends a pulse-width-modulated signal to
terminal B20 of the machine ECM. The duty cycle of the signal is
proportional to the position of the propulsion lever. The lowest duty
cycle of the signal corresponds to the full-REVERSE position of the
propulsion lever. The highest duty cycle corresponds to the full-
FORWARD position of the propulsion lever. The signal at the
midpoint of the range corresponds to the NEUTRAL position.
The speed dial is a potentiometer which generates a zero-to-five volt

signal between the MINIMUM and MAXIMUM positions. A buffer
converts the voltage signal to a pulse-width-modulated signal. The
duty cycle of the signal is proportional to the position of the speed
dial. The signal varies between 5 and 95 percent. Terminal B1 of the
machine ECM reads the pulse-width-modulated signal from the
buffer. Using the input at terminal B1, the machine ECM controls
the maximum speed at which the machine will travel when the
propulsion lever is in the FULL-SPEED position.
When the speed dial is in the MINIMUM position and the

propulsion lever is in the FULL-SPEED position, the machine ECM
directs the minimum signal to the EDC. In this situation, the
machine travels at the slowest speed. As the speed dial is moved
towards the MAXIMUM position, the machine ECM increases the
duty cycle of the signal to the EDC. Ultimately, as the speed dial is
moved closer to the MAXIMUM position, incremental movements
of the propulsion lever cause larger increases in travel speed.
The rotor control switch provides input to the 40-pin connector of • Load control system
the control panel display. When the rotor control switch is in the
ON position, the circuit at terminal 15 of the 40-pin connector is
closed, and the circuit at terminal 16 of the 40-pin connector is
open. Input from the rotor control switch is transferred to the
machine ECM through the CAN lines. When the rotor control
switch is in the ON position, the machine ECM evaluates whether
the load control function should be activated.
109
QESV1123-01
The load control switch provides input to terminal 6 of the 24-pin

connector of the control panel display. When the load control switch
is in the ON position, the circuit at terminal 6 of the 24-pin
connector is complete. Input from the load control switch is
transferred to the machine ECM through the CAN lines. When the
load control switch is in the ON position, the machine ECM
activates the load control system.
While the machine is traveling with the load control function active,
the machine ECM evaluates the load factor on the engine. The
engine ECM provides this input to the machine ECM.
When the machine encounters a load which causes the engine speed
to fall below 1750-to-1800 RPM, the machine ECM decreases the
signal which is sent to the forward EDC. This action causes the
machine to slow. However, in this case, the engine speed remains at
the set parameter. As the load on the machine decreases, the machine
ECM gradually increases the signal to the forward EDC until the
signal to the EDC matches the settings of the propulsion lever and
speed dial.
• Shift control The shift switch provides input to terminal 4 of the 24-pin connector
of the control panel display. When the shift switch is in the TRAVEL
position, the circuit at terminal 4 is closed. Input from the shift
switch is transferred to the machine ECM through the CAN lines.
When the machine ECM determines that the operator has changed
the position of the shift switch, the ECM initiates the shift control
logic.
110
QESV1123-01
RM-500 PROPULSION HYDRAULIC SYSTEM

NEUTRAL
FRONT LEFT PROPULSION MOTOR L1 M4 ROTATING GROUP
FORWARD MULTIFUNCTION VALVE M5 PARKING BRAKES

A
REVERSE MULTIFUNCTION VALVE
FRONT PROPULSION PUMP
FRONT FLOW DIVIDER VALVE M3
B
FLOW DIVIDER SOLENOID

MAKEUP VALVE
FLOW DIVIDER SPOOLS
MAIN RELIEF VALVE P1
PRESSURE LIMITER B
A L2
SERVO PISTON
CHARGE
FILTER FLUSHING SPOOL
FLUSHING RELIEF VALVE
G BRK
CHARGE RELIEF TO HYDRAULIC OIL COOLER
VALVE
FRONT RIGHT PROPULSION MOTOR PRESSURE REDUCING VALVE
ROTATING GROUP
S M4
EDC METERING SPOOL
T CHG A B
M5 ACC
B ACCUMULATOR
CHARGE PUMP M3 T P
DIVERTER VALVE FROM ACCESSORY
ROTATING MANIFOLD
GROUP
FLOW CONTROL ORIFICE NEEDLE VALVE
PPB
M5 M4 L1 L2
PRESSURE SWITCH
SERVO PISTON
X2 L1
X1 COLD-START
VALVE A
REAR FLOW DIVIDER VALVE
FLOW DIVIDER SOLENOID L2
SERVO PISTON RAB
BRAKE RELEASE MANIFOLD
FLOW DIVIDER SPOOLS
FLUSHING SPOOL
PRESSURE CONTROL PILOT VALVE BALANCE LINE ORIFICE
P1 FLUSHING RELIEF VALVE
FORWARD MULTIFUNCTION VALVE REAR LEFT PROPULSION MOTOR MS PPB HP2
REVERSE MULTIFUNCTION VALVE ROTATING GROUP

REAR PROPULSION PUMP L2 M4
SHIFT SOLENOID
B
CHG PARKING BRAKE SOLENOID
M5
B
MAKEUP VALVE
M3
MAIN RELIEF VALVE
P
PRESSURE LIMITER
T A B T
CHARGE
FILTER A AUXILIARY MANIFOLD (PARTIAL VIEW)
A
L1
CHARGE RELIEF FLOW CONTROL ORIFICE SERVO PISTON
VALVE PRESSURE COMPENSATOR SPOOL
FLUSHING SPOOL
B
EDC METERING SPOOL S
REAR RIGHT PROPULSION MOTOR BIAS SPRING

ROTATING GROUP
M2
M4
CHARGE PUMP X
ROTATING GROUP M5
A
L2
M5 M4 L1 L2 M3
L1
X2 SERVO PISTON ROTATING GROUP
X
X1 M4
COLD-START VALVE
X
L1 S
AUXILIARY PUMP
B DISPLACEMENT PISTON
PRESSURE CONTROL PILOT VALVE RETURN FILTER
L2
SERVO PISTON
FLUSHING SPOOL
FLUSHING RELIEF VALVE 0112061620_2_6
SLIDE 79
HYDRAULIC SCHEMATIC
When the engine is running, the propulsion pumps and the charge • Hydraulic schematic—
pumps rotate. The charge pumps draw oil from the tank through the NEUTRAL
suction manifold. Output oil from the charge pumps flows to the
charge relief valves and to the charge filters. After flowing through
the charge filters, charge oil flows to the multifunction valves and to
the EDCs.
The EDC contains a pressure control pilot valve and an EDC • EDC
metering spool. When the propulsion lever is in the NEUTRAL
position (or the machine ECM has disabled the propulsion lever),
the coils of the pressure control pilot valves are not energized. Under
these conditions, both ends of the EDC metering spools are open to
the case drain, and the center envelopes of the metering spools are
active. The EDC metering spools block charge oil. The spools also
open a passage between the propulsion pump’s servo pistons and the
pump case drain. The pump swashplate then moves to minimum
angle.
111
QESV1123-01
• Multifunction valves Charge oil that enters the multifunction valves seats the check valves
and acts against the makeup valves. Since the propulsion pump
rotates while the engine is running, normal leakage occurs in the
propulsion circuit. When pressure in the propulsion circuit falls
below charge pressure, the makeup valves open and the propulsion
circuit fills with charge oil.
When charge pressure increases to the relief setting, the charge relief
valves open. This action directs charge oil into the case drain of each
pump.
• Parking brake and shift The auxiliary hydraulic system controls the flow of oil to and from
cylinders the parking brake and the servo cylinders in the propulsion motors.
When the parking brake switch is in the ON position, the parking
brake solenoid on the auxiliary manifold is not energized.
Therefore, supply oil cannot flow to the parking brake cylinders,
and the parking brakes are engaged. When the work mode switch is
in the WORK position, the shift solenoid on the auxiliary manifold
is not energized. Therefore, supply oil cannot flow to the servo
pistons in the propulsion motors, and the machine operates in low
speed.
NOTE: For additional information about hydraulic control of the

auxiliary hydraulic system, refer to “Auxiliary Hydraulic System,”
in this presentation.
• Balance lines The forward circuits of the front and rear pumps and the reverse
circuits of the front and rear pumps are connected by balance lines.
Each balance line contains an orifice. The balance lines allow
makeup oil to transfer between the front and rear propulsion
circuits. This oil transfer modulates the pressure difference in the
front and rear propulsion circuits.
• Cold-start valve The cold-start valves relieve case drain pressure when the oil is cold.
The machine is equipped with two cold-start valves. The cold-start
valve that is on the front propulsion pump opens at 240 kPa (35
psi). The other cold-start valve opens at 280 kPa (40 psi).
112
QESV1123-01

FORWARD, LOW SPEED

A
B

MAKEUP VALVE
FLOW DIVIDER SPOOLS
PRESSURE LIMITER B
A L2
SERVO PISTON
CHARGE
G BRK
VALVE
ROTATING GROUP
S M4
EDC METERING SPOOL
T CHG A B
M5 ACC
B ACCUMULATOR
CHARGE PUMP M3 T P
ROTATING MANIFOLD
GROUP
PPB
M5 M4 L1 L2
PRESSURE SWITCH
SERVO PISTON
X2 L1
X1 COLD-START
VALVE A
SERVO PISTON RAB
FLOW DIVIDER SPOOLS
FLUSHING SPOOL

SHIFT SOLENOID
B
M5
B
MAKEUP VALVE
M3
MAIN RELIEF VALVE
P
PRESSURE LIMITER
T A B T
CHARGE
A
L1
FLUSHING SPOOL
B

ROTATING GROUP
M2
M4
CHARGE PUMP X
ROTATING GROUP M5
A
L2
M5 M4 L1 L2 M3
L1
X
X1 M4
COLD-START VALVE
X
L1 S
AUXILIARY PUMP
L2
SERVO PISTON
FLUSHING SPOOL
SLIDE 80
NOTE: The front propulsion circuit and the rear propulsion circuit • Hydraulic schematic—
are identical. The following description can be used to describe FORWARD, LOW SPEED
either circuit.
The normal working mode for all machines has the front propulsion
system operating with the propulsion lever in the FORWARD
direction, at LOW speed.
When the parking brake solenoid is energized, oil from the auxiliary • Parking brake release
pump is directed to the needle valve in the brake release manifold.
When the needle valve is open, oil flows through the pressure
reducing valve. The pressure reducing valve limits the pressure in the
parking brake cylinders to a maximum of 3800 ± 345 kPa (550 ± 50
psi).
113
QESV1123-01
• Pump control When the machine is traveling forward, the bottom envelope of the
pressure control pilot valve is active. The position of the pressure
control pilot valve is determined by the duty cycle of the signal that
is sent from the machine ECM. The machine ECM analyzes the
input signals to determine the magnitude of the output signal which
is sent to the pressure control pilot valve.
Charge pressure flows across the pressure control pilot valve and
acts against the top of the EDC metering spool. The EDC metering
spool moves down, and charge oil is metered across the spool to the
forward servo piston. The charge oil causes the forward servo piston
to shift. This shift changes the angle of the swashplate in the pump,
and the pump generates flow in the forward circuit.
• Forward circuit flow Forward circuit oil flows to the forward multifunction valve and to
the flow divider. Forward circuit oil in the forward multifunction
valve closes the makeup valve and acts against the pressure limiter
and the main relief valves. If pressure in the forward circuit reaches
34 450 ± 690 kPa (5000 ± 100 psi), the pressure limiter valve opens.
This action directs oil from the forward circuit to the reverse servo
piston. The oil in the reverse servo piston causes the pump to
destroke.
If the pressure in the reverse servo piston chamber is greater than the
charge pressure, the check valve in the end housing of the pump
opens, and the excess oil pressure in the reverse servo piston is
directed into the charge circuit.
The main relief function of the multifunction valves is set

approximately 3450 kPa (500 psi) higher than the pressure limiter
setting. If the pressure in the forward circuit rises to the main relief
setting, the main relief valve opens. This action directs oil from the
forward circuit into the charge circuit.
When the traction control switch is in the OFF position, the flow
divider solenoid is de-energized. In this case, the flow divider spools
create an unrestricted path for supply oil to flow to the forward
ports of the propulsion motors.
• Reverse circuit flow Oil in the forward circuit causes the propulsion motors to turn.
After the motors are turned, the pressure of the oil is reduced. Oil at
a reduced pressure then enters the reverse circuit. Reverse circuit oil
flows to the reverse multifunction valve and back to the rotating
group in the propulsion pump, completing the drive circuit.
114
QESV1123-01
Since reverse circuit oil is at a lower pressure than forward circuit • Flushing valve
oil, forward circuit oil causes the flushing valves to shift. These shifts
allow oil from the reverse circuit to act on the flushing relief valves.
The flushing relief valves open, and 9.5 ± 1.9 L/min (2.5 ± 0.5 U.S.
gal/min) of oil from the reverse circuit is directed into the case drains
of the motors.
Reverse circuit oil acts against the makeup valve, the relief valve, • Reverse multifunction
and the pressure limiter valve in the reverse multifunction valve. As valve
the flushing valves remove oil from the reverse circuit, the pressure
in the reverse circuit decreases. When the pressure in the reverse
circuit is less than the pressure in the charge circuit, charge pressure
unseats the makeup valve, and flow from the charge pump enters the
reverse circuit. This action allows cool, filtered oil from the charge
circuit to flush the propulsion circuit.
When the work mode switch is in the LOW-SPEED position, the • Motor shift
shift cylinders in the propulsion motors are driven to the low-speed
position by the oil in the low-pressure side of the propulsion loop.
The high side of the servo piston chamber is open to the tank. The
motor swashplate moves to the maximum angle, and the motor
operates in the low-speed range.
115
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FORWARD, LOW SPEED, TRACTION CONTROL

A
B

MAKEUP VALVE
FLOW DIVIDER SPOOLS
PRESSURE LIMITER B
A L2
SERVO PISTON
CHARGE
G BRK
VALVE
ROTATING GROUP
S M4
EDC METERING SPOOL
T CHG A B
M5 ACC
B ACCUMULATOR
CHARGE PUMP M3 T P
ROTATING MANIFOLD
GROUP
PPB
M5 M4 L1 L2
PRESSURE SWITCH
SERVO PISTON
X2 L1
X1 COLD-START
VALVE A
SERVO PISTON RAB
FLOW DIVIDER SPOOLS
FLUSHING SPOOL

SHIFT SOLENOID
B
M5
B
MAKEUP VALVE
M3
MAIN RELIEF VALVE
P
PRESSURE LIMITER
T A B T
CHARGE
A
L1
FLUSHING SPOOL
B

ROTATING GROUP
M2
M4
CHARGE PUMP X
ROTATING GROUP M5
A
L2
M5 M4 L1 L2 M3
L1
X
X1 M4
COLD-START VALVE
X
L1 S
AUXILIARY PUMP
L2
SERVO PISTON
FLUSHING SPOOL
SLIDE 81
• Hydraulic schematic— When the flow divider solenoid is energized, the solenoid causes
FORWARD, LOW SPEED charge oil to flow into the pilot circuit of the flow divider spools.
The flow divider spools move out. In this case, oil is forced to flow
through the flow control orifice. The flow control orifice directs an
equal volume of oil to the left propulsion motor and to the right
propulsion motor, regardless of the pressure demand of the
individual wheels.
116
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REVERSE, HIGH SPEED

A
B

MAKEUP VALVE
FLOW DIVIDER SPOOLS
PRESSURE LIMITER B
A L2
SERVO PISTON
CHARGE
G BRK
VALVE
ROTATING GROUP
S M4
EDC METERING SPOOL
T CHG A B
M5 ACC
B ACCUMULATOR
CHARGE PUMP M3 T P
ROTATING MANIFOLD
GROUP
PPB
M5 M4 L1 L2
PRESSURE SWITCH
SERVO PISTON
X2 L1
X1 COLD-START
VALVE A
SERVO PISTON RAB
FLOW DIVIDER SPOOLS
FLUSHING SPOOL

SHIFT SOLENOID
B
M5
B
MAKEUP VALVE
M3
MAIN RELIEF VALVE
P
PRESSURE LIMITER
T A B T
CHARGE
A
L1
FLUSHING SPOOL
B

ROTATING GROUP
M2
M4
CHARGE PUMP X
ROTATING GROUP M5
A
L2
M5 M4 L1 L2 M3
L1
X
X1 M4
COLD-START VALVE
X
L1 S
AUXILIARY PUMP
L2
SERVO PISTON
FLUSHING SPOOL
SLIDE 82
NOTE: The front propulsion circuit and the rear propulsion circuit • Hydraulic schematic—
are identical. The following description can be used to describe REVERSE, HIGH SPEED
either circuit.
When the work mode switch is in the HIGH-SPEED position, the • Motor shift
shift solenoid is energized. When the shift solenoid is energized, oil
from the auxiliary pump flows into the high side of the servo piston
chamber in the propulsion motors. Oil from the low-pressure side of
the propulsion loop is directed into the low side of the servo piston
chamber in each motor. The pressure differential between the two
sides of the servo piston causes the swashplate in the motor to move
to the minimum angle. In this case, the motor operates in the high-
speed range.
When the machine is traveling in reverse, the top envelope of the • Pump control
pressure control pilot valve is active. The position of the pressure
control pilot valve is determined by the duty cycle of the signal that
is sent from the machine ECM. The machine ECM analyzes the
input signals to determine the magnitude of the output signal which
is sent to the pressure control pilot valve.
117
QESV1123-01
Charge pressure flows across the pressure control pilot valve and
acts against the bottom of the EDC metering spool. The EDC
metering spool moves up, and charge oil is metered across the spool
to the reverse servo piston. The charge oil causes the reverse servo
piston to shift. This shift changes the angle of the swashplate in the
pump, and the pump generates flow in the reverse circuit.
• Reverse circuit flow Reverse circuit oil flows to the reverse multifunction valve and to the
reverse ports of the propulsion motors. Reverse circuit oil in the
reverse multifunction valve closes the makeup valve and acts against
the pressure limiter and the main relief valves. If pressure in the
reverse circuit reaches 34 450 ± 690 kPa (5000 ± 100 psi), the
pressure limiter valve opens. This action directs oil from the reverse
circuit to the forward servo piston. The oil in the forward servo
piston causes the pump to destroke.
If the pressure in the forward servo piston chamber is greater than

the charge pressure, the check valve in the end housing of the pump
opens, and the excess oil pressure in the forward servo piston is
directed into the charge circuit.
The main relief function of the multifunction valves is set

approximately 3450 kPa (500 psi) higher than the pressure limiter
setting. If the pressure in the reverse circuit rises to the main relief
setting, the main relief valve opens. This action directs oil from the
reverse circuit into the charge circuit.
• Forward circuit flow Oil in the reverse circuit causes the propulsion motors to turn. After
the motors are turned, the pressure of the oil is reduced. Oil at a
reduced pressure then enters the forward circuit.
When the traction control switch is in the OFF position, the flow
divider solenoid is de-energized. In this case, the flow divider spools
create an unrestricted path for return oil to flow from the forward
ports of the propulsion motors to the forward port on the
propulsion pump. Inside the pump, forward circuit oil flows to the
forward multifunction valve and back to the rotating group,
completing the drive circuit.
NOTE: When the traction control switch is in the ON position, the

flow divider solenoid is energized, and oil from the high-pressure
circuit is blocked at the solenoid. In this situation, the spring which
acts against the flow divider control spool in the flow divider valve
shifts. When the machine is operating in REVERSE, equal back
pressure is created at each propulsion motor. In this case, action of
the flow divider spool results in equal flow being transferred to each
track motor.
118
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Since forward circuit oil is at a lower pressure than reverse circuit • Flushing valve
oil, reverse circuit oil causes the flushing valves to shift. These shifts
allow oil from the forward circuit to act on the flushing relief valves.
The flushing relief valves open, and 9.5 ± 1.9 L/min (2.5 ± 0.5 U.S.
gal/min) of oil from the forward circuit is directed into the case
drains of the motors.
Forward circuit oil acts against the makeup valve, the relief valve, • Forward multifunction
and the pressure limiter valve in the forward multifunction valve. As valve
the flushing valves remove oil from the forward circuit, the pressure
in the forward circuit decreases. When the pressure in the forward
circuit is less than the pressure in the charge circuit, charge pressure
unseats the makeup valve, and flow from the charge pump enters the
forward circuit. This action allows cool, filtered oil from the charge
circuit to flush the propulsion circuit.
119
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TDSC00073
SLIDE 83
Auxiliary Hydraulic System
GENERAL INFORMATION
• Machine general The auxiliary hydraulic system provides the supply oil for the
information following components:
• front and rear steering cylinders
• shift cylinders in front propulsion motors
• rotor tilt cylinder
• cab slide cylinders
• rotor raise and lower cylinders
• rear door cylinder
• front and rear parking brake pistons
• shift cylinders in rear propulsion motors
• front door cylinder
• rotor axle brake
• steering control unit
120
QESV1123-01
• cylinders for the water spray system
• cylinders for the emulsion spray system.
The auxiliary hydraulic system section of this presentation is divided

into various segments. Each segment shows the location of the
components which are part of the auxiliary hydraulic system. These
segments contain a brief discussion on each component. Cross
sectional views are also used in order to further explain the
operation of some components in the auxiliary system.
The last two segments in this section explain the operation of the
electrical and hydraulic systems. Electrical and hydraulic schematic
are used in these segments in order to trace the current through the
electrical system and trace hydraulic oil through the hydraulic
system.

sections.
IMG_1792_1_79
SLIDE 84
OPERATOR’S CONTROLS (AUXILIARY HYDRAULIC

SYSTEM)
The rotor hood tilt switch (1) and the rotor depth set switch (2) are • Instrument console (right
located on the right side of the instrument panel. side)
121
QESV1123-01
• Component location The rotor hood tilt switch (1) is a toggle switch with three positions.
1. Rotor hood tilt switch The center position is the FLOAT position. The top position of the
2. Rotor depth set switch switch is the SERVICE position. The bottom position is the
RETURN position. When the rotor hood tilt switch is in the
SERVICE position, the rotor hood moves into the service position.
When the switch is in the RETURN position, the rotor hood lowers.
The switch is spring returned from the RETURN position to the
FLOAT position.
When the engine start switch is in the ON position, power transfers

from circuit breaker CB14 to contact 2 of the rotor hood tilt switch
(1). When the rotor hood tilt switch is in the SERVICE position,
power transfers to the rotor hood up solenoid. When the switch is in
the RETURN position, power transfers to the rotor hood down
solenoid.
The rotor depth set switch (2) is a toggle switch with two positions.
The top position of the switch is the HOLD position, and the
bottom position is the RESET position. The switch is spring
returned from the RESET position to the HOLD position.
When the engine start switch is in the ON position, power transfers

from circuit breaker CB13 to contact 2 of the rotor depth set switch
(2). When the rotor depth set switch is in the HOLD position, the
circuit across the switch opens. When the switch is in the RESET
position, power transfers to terminal 9 of the 24-pin connector on
the electronic display group.
122
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3 7
4 8
5 9
IMG_1738_1_90
SLIDE 85
The console to the right of the operator’s seat contains additional • Right console
machine controls which are associated with the auxiliary hydraulic
system.
The steering mode switch (3) is a rotary switch with four positions. • Component location
The switch allows the operator to select from four steering modes. 3. Steering mode switch
Starting in the top position and rotating counterclockwise, the 4. Rotor depth switch
positions of the steering mode switch are as follows: 5. Rear door switch
6. Front door switch
• FRONT 7. Rotor mode switch
8. Rear steering switch
• COORDINATED 9. Cab slide switch
• CRAB
• REAR.
The ECM reads the input from the steering mode switch (3) and
determines how to control steering. Power from circuit breaker
CB13 is transferred to contact A-3, B-3 and A-1 of the switch. The
steering mode switch provides input signals to three terminals of the
electronic display group. The switch position determines the status
of the circuit at each terminal.
123
QESV1123-01
When the steering mode switch (3) is in the REAR position, power
transfers to terminal 27 of the 40-pin connector on the electronic
display group. When the switch is in the CRAB position, power
transfers to terminal 6 and to terminal 27 of the 40-pin connector
on the electronic display group. When the switch is in the
COORDINATED position, power transfers to terminal 5 of the 40-
pin connector on the electronic display group. When the switch is in
the FRONT position, power transfers to terminal 5 and to terminal
6 of the 40-pin connector on the electronic display group.
• Rotor depth switch (4) The rotor depth switch (4) is a two-position toggle switch. The
center position of this switch is the HOLD position. The bottom
position of this switch is the LOWER position. The top position of
this switch is the RAISE position. The switch is spring returned to
the HOLD position.
Power from circuit breaker CB13 is transferred to contact 2 of the

rotor depth switch (4). When the rotor depth switch is in the
LOWER position, power transfers to terminal 2 of the 24-pin
connector on the electronic display group. When the switch is in the
RAISE position, power transfers to terminal 1 of the 24-pin
connector on the electronic display group.
• Rear door switch (5) and The rear door switch (5) and the front door switch (6) are toggle
front door switch (6) switches with three positions. The center position of these switches
is the HOLD position. The bottom position of these switches is the
CLOSE position. The top position of these switches is the OPEN
position. These switches are spring returned to the HOLD position
from the OPEN position and from the CLOSE position. Power from
circuit breaker CB14 is transferred to contact 2 of these switches.
When the rear door switch (5) is in the OPEN position, power
transfers to the rear door open solenoid. When the rear door switch
is in the CLOSE position, power transfers to the rear door close
solenoid. When the front door switch (6) is in the OPEN position,
power transfers to the front door open solenoid. When the front
door switch is in the CLOSE position, power transfers to the front
door close solenoid.
• Cab slide switch (7) The cab slide switch (7) is a toggle switch with three positions. The
center position of the switch is the HOLD position. The right
position of the switch moves the cab to the right. The left position of
the switch moves the cab to the left. The switch is spring returned to
the HOLD position.
124
QESV1123-01
Power is available at contact 1 of the cab slide switch (7) from

contact 1 of the seat switch when the engine start switch is in the
ON position and the seat switch is closed. The seat switch ensures
that the cab cannot be moved unless the operator is sitting in the
seat. When the cab slide switch is in the LEFT position, power
transfers to the cab left solenoid. When the cab slide switch is in the
RIGHT position, power transfers to the cab right solenoid.
The rotor mode switch (8) is a toggle switch with three positions. • Rotor mode switch (8)
The bottom position of the switch is the AUTO position. The center
position of the switch is the MANUAL position. The top position of
the switch is the TRAVEL position.
Power from circuit breaker CB13 is transferred to contact 2 and

contact 5 of the rotor mode switch (8). When the switch is in the
MANUAL position, the circuits across the switch are open. When
the switch is in the AUTO position, power transfers to terminal 26
of the 40-pin connector on the electronic display group. When the
rotor mode switch is in the TRAVEL position, power transfers to
terminal 17 of the 40-pin connector on the electronic display group.
The rear steering switch (9) is a toggle switch with three positions. • Rear steering switch (9)
The center position of the switch is the HOLD position. When the
switch is in the LEFT position, the rear wheels steer
counterclockwise. When the switch is in the RIGHT position, the
rear wheels steer clockwise. The switch is spring returned to the
HOLD position from the LEFT position and from the RIGHT
position.
Power from circuit breaker CB13 is transferred to contact 2 of the

rear steering switch (9). When the rear steering switch is in the
RIGHT position, power transfers to terminal 12 of the 40-pin
connector on the electronic display group. When the rear steering
switch is in the LEFT position, power transfers to terminal 7 of the
40-pin connector on the electronic display group.
125
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10
IMG_1808_1_3
SLIDE 86
• Right side of operator’s The seat switch is located under the right side of the operator’s seat.
seat This switch is a momentary-type switch that is activated by pressure.
• Component location NOTE: The seat switch is not visible in the above photo. The seat
10. Seat switch connector switch can be found when the wiring from seat switch connector
(10) is followed to the switch.
Power transfers from circuit breaker CB14 to contact 2 of the seat

switch (10). When the operator is sitting in the seat, the seat switch
is closed. In this case, power transfers from contact 1 of the seat
switch to contact 2 of the cab slide switch (7).
126
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1 3 4 5 6 7
IMG_1777_1_8
SLIDE 87
ELECTRICAL SYSTEM (AUXILIARY)
The machine circuit breaker panel (1) is located under the operator’s • Left side of machine,
platform, behind the platform access ladder on the left side of the behind platform access
machine. The circuit breaker panel contains the following electrical ladder
components which are included in the auxiliary system:
• rotor service switch (2) • Component location

1. Circuit breaker panel
• circuit breaker CB16 (3) 2. Rotor service switch
• circuit breaker CB15 (4) 4. Circuit breaker CB15
• circuit breaker CB14 (5)
• circuit breaker CB12 (7).
NOTE: The access ladder to the operator’s platform can be swung

away from the machine in order to gain unobstructed access to the
circuit breaker panel (1).
The rotor service switch (2) is a toggle switch with two positions. • Rotor service switch (2)
The top position of the switch is the SERVICE position. The bottom
position of the switch is the OPERATE position. Power from circuit
breaker CB12 (7) is transferred to contact 2 of the switch. Power
from circuit breaker CB16 (3) is transferred to contact 5 of the
switch.
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When the rotor service switch (2) is in the OPERATE position,

power transfers from contact 1 of the switch to terminal A-21 of the
machine ECM. Also, with the switch in the OPERATE position,
power transfers from contact 4 of the switch to the rotor tilt lock
solenoid.
When the main power relay is energized, power from the main
circuit breaker is available at circuit breaker CB12 (7), circuit
breaker CB13 (6), circuit breaker CB14 (5), circuit breaker CB15
(4), and circuit breaker CB16 (3). The main circuit breaker is a
manual-reset breaker rated at 105 amps.
• Circuit breaker CB12 (7) Circuit breaker CB12 (7) is an automatic-reset breaker. This circuit
breaker is rated at 8 amps. Power transfers from circuit breaker
CB12 to the following locations:
• contact 3 of the rotor lift lock switch
• contact “A” of the rotor depth sender
• contact “A” of the front steering angle sensor
• contact “A” of the rear steering angle sensor
• contact 2 of the rotor service switch (2)
• terminal A1 and terminal A18 of the machine ECM.
• contact 2 of the rotor depth switch
• contact 2 of the rear steering switch
• contact A1, contact A3, and contact B3 of the steering mode

switch
• contact 2 of the rotor depth set switch
• contact 2 and contact 5 of the rotor mode switch
• terminal 10 of the 40-pin connector on the electronic display

group.
• Circuit breaker CB14 (5) Circuit breaker CB14 (5) is an manual-reset breaker. This circuit
• contact 2 of the seat switch
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QESV1123-01
• contact 2 of the rotor hood tilt switch
• contact 2 of the rear door switch
• contact 2 of the front door switch.
Circuit breaker CB15 (4) is an automatic-reset breaker. This circuit • Circuit breaker CB15 (4)
breaker is rated at 8 amps. Power transfers from CB15 to terminal
A1 of the four-wheel steering control module.
CB16 to contact 5 of the rotor service switch.
8 9 10 11 12 13
14 15 16
IMG_1871_1_4
SLIDE 88
The machine ECM (8) and four-wheel steering control module (12) • Front of operator’s
are located on the front wall of the electrical compartment, at the platform, right side
front of the operator’s platform. The compartment cover provides
access to these components.
129
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• Component location The machine ECM (8) receives input signals from components
8. Machine ECM around the machine which monitor current machine operating
9. Tactile-membrane conditions. System software compares the gathered input to
switches information stored in the ECM’s memory. The software evaluates
10. LED display the current conditions and generates output signals to control
11. Status indicators machine operation within set parameters.
12. Four-wheel steering
control module The machine ECM (8) has the following two 24-pin connectors:
13. Status indicators connector “A” (15) and connector “B” (14). The four-wheel steering
14. B-connector control module (12) has an 18-pin connector (16).
15. A-connector
16. Connector (18-pin) The machine control system is programmed with self-diagnostic
logic. Service information can be accessed on the display panel of the
electronic display group. Service information can also be accessed
when a service tool is connected to the machine.
• Self-diagnostic logic and The face of the machine ECM (8) has the following four LEDs (11):
troubleshooting LEDs power, system, mode, and status. The LEDs indicate the status of the
device.

NOTE: The face of the machine ECM (8) contains four tactile-
membrane switches (9) and a four-character LED display (10).
These features are not used on the RM-500.
130
QESV1123-01
RM-500 ROTARY MIXER
TERMINALS OF MACHINE ECM FOR AUXILIARY CONTROL

A1 + BATTERY
A4 ROTOR LIFT LOCK SWITCH N.O.
A6 BATTERY
A10 ROTOR LIFT LOCK SWITCH N.C.
A18 + BATTERY
A21 ROTOR SERVICE SWITCH 1 2 3 4 5 6 1 2 3 4 5 6
A23 BATTERY
7 12 7 12
B14 ROTOR HEIGHT SENSOR
13 18 13 18
B19 FRONT STEERING ANGLE SENSOR
B21 REAR STEERING ANGLE SENSOR 19 20 21 22 23 24 19 20 21 22 23 24
B22 SENSOR GROUND B-CONNECTOR A-CONNECTOR

A13 ROTOR LOWER SOLENOID
A14 ROTOR RAISE SOLENOID

B7 CAN LOW
B8 CAN HIGH
B13 CAN SHIELD
0210061308_2_3
SLIDE 89
The machine ECM (8) receives power at terminal A1 and terminal • Machine ECM terminals
A18. The ECM is grounded at terminal A6 and terminal A23. The
machine ECM provides a common sensor ground at terminal B22.
The machine ECM communicates with the other control units on
the machine through the CAN lines at terminal B7, terminal B8, and
terminal B13.
The control functions for the auxiliary system can be divided into • Input terminals
three groups: steering control, rotor control, and rotor depth
control.
NOTE: Refer to “Rotor Drive System and Rotor Lubrication

System” for additional information about the rotor control.
In order to control components in the auxiliary system, the machine

ECM gathers input from components at the following terminals:

normally open contact of the rotor lift lock switch.
131
QESV1123-01

normally closed contact of the rotor lift lock switch.
• Terminal A21—This terminal receives an input signal from

contact 1 of the rotor service switch (2) when the switch is in the
OPERATE position.

signal from the rotor depth sender.

signal from the front steering sensor.

signal from the rear steering angle sensor.
• Terminal A13—This terminal directs a signal to the rotor lower

solenoid.
• Terminal A14—This terminal directs a signal to the rotor raise

solenoid.
The machine ECM transfers information about the steering angle

sensors to the four-wheel steering control module through the CAN
Buss.
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RM-500 ROTARY MIXER

3 2 1
A
TERMINALS OF FOUR-WHEEL STEERING MODULE

C
A1 + BATTERY
A3 BATTERY
D1 + BATTERY
D2 + BATTERY

B1 LEFT STEER VALVE
B2 RIGHT STEER VALVE D

F1 CAN LOW
F2 CAN HIGH E
F3 CAN SHIELD
18-PIN CONNECTOR
0213061054_2_3
SLIDE 90
The four-wheel steering control module (12) has an 18-pin • Four-wheel steer control
connector. The module receives power from circuit breaker CB15 (4) module
at terminal A1, terminal D1, and terminal D2. This control module
is grounded at terminal A3. The machine ECM transfers
information to the four-wheel steer control module through the
CAN Buss.
When the machine ECM determines that the tracking angle of the
rear wheels should be changed, the machine ECM prompts the four-
wheel-steer control module to generate an output signal from either
terminal B1 or terminal B2.
133
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18
17
19
IMG_1806_1_4
SLIDE 91
• Under instrument panel The electronic display group (17) is mounted to the instrument
panel. The electronic display group has a 24-pin connector (18) and
a 40-pin connector (19).
• Component location NOTE: For additional information about the electronic display
17. Electronic display group, refer to “Warning and Monitoring System,” in this
group publication.
18. Connector (24-pin)
134
QESV1123-01
RM-500 ROTARY MIXER

1 (24-PIN) ROTOR RAISE SWITCH
2 (24-PIN) ROTOR LOWER SWITCH
9 (24-PIN) ROTOR DEPTH SET SWITCH
5 (40-PIN) REAR STEER MODE SWITCH 0
6 (40-PIN) REAR STEER MODE SWITCH 1 1 2 3 4 5 6 7 8 9 10 1 2 3 4 5 6
7 (40-PIN) REAR STEER MANUAL LEFT SWITCH

11 20 7 12
9 (40-PIN) BATTERY
21 30 13 18
10 (40-PIN) + BATTERY
31 32 33 34 35 36 37 38 39 40 19 20 21 22 23 24
12 (40-PIN) REAR STEER MANUAL RIGHT
17 (40-PIN) ROTOR MODE 0 (TRAVEL) 40-PIN CONNECTOR 24-PIN CONNECTOR
26 (40-PIN) ROTOR MODE 1 (AUTO)
27 (40-PIN) REAR STEER MODE SWITCH 2

19 (40-PIN) CAN HIGH
30 (40-PIN) CAN LOW
0213061405_2_3
SLIDE 92
Terminal 10 of the 40-pin connector (19) receives power from • Electronic display unit
circuit breaker CB13. The display control panel is grounded at connectors
terminal 9.
The electronic display group (17) receives input signals at the • Input signals to 24-pin
following terminals of the 24-pin connector (18): connector (18)
• Terminal 1—This terminal receives an input signal from the rotor

depth switch when the switch is in the RAISE position.

depth switch when the switch is in the LOWER position.

depth set switch when the switch is in the SET position.
The electronic display group (17) receives input signals at the • Input signals to 40-pin
following terminals of the 40-pin connector (19): connector
135
QESV1123-01
• Terminal 5—This terminal receives an input signal when the

steering mode switch is in the FRONT position and in the
COORDINATED position.

steering mode switch is in the FRONT position and in the REAR
position.
• Terminal 7—This terminal receives an input signal when the rear

steering switch is in the LEFT position.
• Terminal 12—This terminal receives an input signal when the rear

steering switch is in the RIGHT position.

rotor mode switch is in the TRAVEL position.

rotor mode switch is in the AUTO position.

steering mode switch is in the CRAB position and in the REAR
position.
• CAN Buss signals The electronic display group (17) broadcasts input signals to the
machine ECM (8) over the CAN Buss. The CAN Buss terminals for
the display control panel are connected to the following terminals of
the 40-pin connector (19):
• terminal 30—CAN Low
• terminal 19—CAN High
• terminal 20—CAN Shield.
136
QESV1123-01
2
3
IMG_2041_1_5
SLIDE 93
POSITION SENSOR (FRONT STEERING, REAR STEERING,

ROTOR DEPTH, AND ROTOR LOCK)
The front steering sensor (1) is located near the left front wheel. A • Left front wheel
cover (removed) protects the sensor from debris. The rod (3) moves
with the steering angle of the front wheel. This movement causes the
actuator (2) to rotate the input shaft of the front steering sensor.
Circuit breaker CB12 distributes power to contact “A” of the front • Component location
steering sensor. Contact “B” of the sensor is grounded through the 1. Front steering sensor
common sensor ground on the machine ECM. Contact “C” of the 2. Actuator
sensor provides a pulse-width-modulated signal to terminal B-19 of 3. Rod
the machine ECM. The duty cycle of this signal is proportional to
the steering angle of the front wheels.
In the auxiliary circuit, the machine ECM uses information from the
front steering sensor as an input to the logic that controls the
tracking position of the rear wheels.
137
QESV1123-01
IMG_1816_1_3
SLIDE 94
• Left rear of machine The rear steering sensor (4) is located under a protective cover
(removed). The sensor is mounted on top of the rear wheel tower on
the left side of the machine. When the steering angle of the rear
wheels changes, the input shaft of the sensor rotates.
• Component location Circuit breaker CB12 distributes power to contact “A” of the rear
4. Rear steering sensor steering sensor (4). Contact “B” of the sensor is grounded through
the common sensor ground on the machine ECM. Contact “C” of
the sensor provides a pulse-width-modulated signal to terminal B-21
of the machine ECM. The duty cycle of this signal is proportional to
the steering angle of the rear wheels.
The ECM uses the input signals of the front steering sensor (1) and
the rear steering sensor (4) in order to control the rear steering
solenoids when the machine is in the CRAB, COORDINATED, and
FRONT steering modes.
138
QESV1123-01
IMG_1867_1_3
SLIDE 95
The rotor depth sensor is located on the left side of the machine, • Left rear side of machine
behind a protective cover (5). The machine ECM uses the rotor
depth sensor in order to determine the position of the rotor.
A spring-loaded wand (6), connected to the rotor depth sensor, rides • Component location
on the spacer tube of the chain case. As the rotor depth changes, the 5. Rotor depth sensor
spacer tube moves in an arc. The wand follows the movement of the (cover shown)
chain case. As the wand moves, the shaft of the rotor depth sensor 6. Spring-loaded wand
rotates.
Circuit breaker CB12 distributes power to contact “A” of the rotor

depth sensor. Contact “B” of the sensor is grounded through the
common sensor ground on the machine ECM. Contact “C” of the
sensor provides a pulse-width-modulated signal to terminal B-14 of
the machine ECM. The duty cycle of this signal is proportional to
the height of the rotor.
139
QESV1123-01
10
7 8 9
IMG_1815_1_3
SLIDE 96
• Left side of rotor The rotor lock mechanism is located on the left side of the rotor.
This mechanism is used to hold the rotor at the preset travel height.
When the rotor is at the travel height, a spring pin (9) can be
removed, and lever (7) can be rotated until the shaft of the lever is
positioned between the ears of the bracket (10) which is welded
onto the housing of the rotor depth cylinder. This is the travel-lock
position. Once the lever is in place, the spring pin can be reinstalled
in order to hold the lever in this position. When the lever is in the
travel-lock position, the rotor cannot be lowered.
• Component location The rotor lift lock switch (8) is a proximity-type switch. Contact 3
7. Lever of the switch receives power from circuit breaker CB12. Contact 1
8. Rotor lift lock switch of the switch is grounded through the common sensor ground on the
9. Spring pin machine ECM. Contact 2 of the switch sends a signal to terminal
10. Bracket A10 of the machine ECM when the switch is closed. Contact 4 of
the switch sends an input signal to terminal A4 of the machine ECM
when the switch is open.
When the lever (7) is in the unlocked position, the rotor lift lock
switch (8) senses the presence of the lever. In this condition, the
switch is closed. When the lever is in the locked position, the rotor
lift lock switch is open. The rotor lift lock switch is equipped with
an LED. The LED illuminates when the sensor receives power.
140
QESV1123-01
The machine ECM uses the rotor lift lock switch (8) in order to
monitor the position of the lever. When the lever is in the unlock
position, the machine ECM operates the rotor as normal. When the
lever is in the travel-lock position, the machine ECM will allow the
rotor to be raised but will not allow the rotor to be lowered.
3 4 5
2
6
IMG_1822_1_4
SLIDE 97
HYDRAULIC TANK
The hydraulic tank (1) is located to the rear of the operator’s • To rear of operator’s
platform. The propulsion hydraulic system, fan hydraulic system, platform
auxiliary hydraulic system, and the water spray and emulsion spray
systems share a common hydraulic tank.
The sight gauge (2) indicates the oil level in the tank. The capacity of • Component location
the hydraulic tank is 233 L (61.5 U.S. gal). The tank is equipped 1. Hydraulic tank
with a breather (3). The breather limits the maximum pressure in the 2. Sight gauge
tank to 50 ± 20 kPa (7.3 ± 3 psi). The breather also limits the 3. Breather
vacuum which can be created in the tank to a maximum of 2 ± 0.7 4. Fill port
kPa (0.3 ± 0.1 psi). The fill port (4) is located to the rear of the 5. Return filter
breather. 6. Filter indicator
141
QESV1123-01
Oil from the fan circuit case drain, brake valve drain, hood lift valve
drain, and the case drain lines in the propulsion hydraulic system
flows into the hydraulic tank through the return filter (5). The filter
housing contains a filter indicator (6) and a bypass valve. The filter
indicator shows whether the filter is plugged or needs to be serviced.
The filter is plugged if the filter indicator is in the red zone while the
engine is operating at high idle and the oil is at normal operating
temperature. If the pressure differential across the filter is greater
than 172.5 kPa (25 psi), the bypass valve opens, and return oil flows
directly into the hydraulic tank.
IMG_1935_1_4
SLIDE 98
PISTON PUMP (AUXILIARY)
• Under operator’s platform The auxiliary pump (1) is an axial-piston pump. This pump has a
variable displacement, and the pump is pressure compensated. The
auxiliary pump is splined to the rear propulsion pump, under the
operator’s platform. The pump control valve (2) maintains auxiliary
pump supply pressure at 18 000 ± 345 kPa (2610 ± 50 psi).
• Component location The ports on the auxiliary pump are marked for identification. The
1. Auxiliary pump pump draws oil from the hydraulic tank through the S-port. The
2. Pump control valve case drain line is connected to the L2-port. The B-port supplies oil to
the following components:
• front auxiliary manifold—port “P”
• steering control unit.
142
QESV1123-01
NOTE: The auxiliary pump supplies oil in order to release the

parking brake. The auxiliary pump also supplies the oil which is
used in order to shift the front and rear propulsion motors. For
additional information about the parking brake and the shifting of
the propulsion motors, refer to “Propulsion Hydraulic System,” in
this publication.
RM-500 AUXILIARY HYDRAULIC PUMP
PRESSURE COMPENSATOR SPRING

PRESSURE COMPENSATOR SPOOL
BIAS SPRING SWASHPLATE

SERVO PISTON PISTON
SLIPPER PAD
TO STEERING CONTROL UNIT AND

FRONT AUXILIARY MANIFOLD
VALVE PLATE
INPUT SHAFT
FROM HYDRAULIC TANK
CYLINDER BLOCK
2307955S45J_2_3_4
SLIDE 99
NOTE: The colors on the cross sections and the colors on the • Schematic color codes
hydraulic schematics throughout this presentation denote various
conditions within the system. The legend is as follows:

of the loop

low-pressure side of the propel loop
• orange—charge pressure
143
QESV1123-01
• Cross section—auxiliary This cross-sectional view of the auxiliary pump shows the major
pump pump components. When the auxiliary pump is at rest, the bias
spring forces the swashplate to the maximum angle. Engine rotation
turns the pump input shaft, which then rotates the rotating group.
The rotating group contains a cylinder block and pistons. The piston
slipper pads allow the pistons to follow the angle of the swashplate.
As the slipper pads follow the angle of the swashplate, the pistons
move in and out of the cylinder block. As a piston moves out of the
cylinder block, oil from the hydraulic tank is drawn into the piston
chamber. As a piston moves into the cylinder block, oil is forced out
of the piston chamber.
The pressure compensator spool maintains pump output at a

constant pressure.
IMG_2302_1_3
SLIDE 100
METERING PUMP (STEERING)
144
QESV1123-01
The steering control unit consists of a control section (1) and a • Steering column, front of
metering section (2). The control section contains the steering machine cab
control spool, anticavitation check valves, and line relief and
makeup valves. The metering section contains a gerotor pump.
The steering control spool is a sleeve-type rotary valve with an open • Component location
center. The spool is spring returned. The metering pump is a gerotor- 1. Control section
type pump. The control spool governs the direction of the turn, 2. Metering section
while the metering pump controls the volume of oil flow.
The line relief valves limit the maximum pressure in the steering
cylinders. 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 dead.
IMG_1836_1_4
SLIDE 101
CONTROL VALVE (FRONT AUXILIARY MANIFOLD)
The front auxiliary manifold (1) is located behind the operator’s • Left rear of operator’s
platform on the left side of the machine. The auxiliary pump platform
provides oil to the manifold through the P-port. The oil is returned
to the hydraulic tank through the T-port.
• Component location
1. Front auxiliary
manifold
145
QESV1123-01
RM-500 FRONT AUXILIARY MANIFOLD

COMPONENT LIST
A
2. PARKING BRAKE SOLENOID
3. SHIFT SOLENOID
6 4. ROTOR HOOD LOWER SOLENOID
5. CAB SLIDE RIGHT SOLENOID
5 6. FRONT DOOR CLOSE SOLENOID
7. ROTOR BRAKE SOLENOID
8. ROTOR BRAKE RELEASE SOLENOID
4 9. ROTOR BRAKE PRESSURE TAP (G2)
10. CHECK VALVE (BETWEEN HP2-PORT AND RBP-PORT
3 11. SEQUENCE VALVE
12. PROPULSION MOTOR SHIFT PRESSURE TAP (G4)
2 13. CAB SLIDE PRESSURE TAP (G1)
A 14. ROTOR HOOD RAISE SOLENOID
15. CAB SLIDE LEFT SOLENOID
16. PILOT-OPENED CHECK VALVE (FD2 PORT)
17. FRONT DOOR OPEN SOLENOID
18. FRONT DOOR PRESSURE TAP (TP2)
19. CAB SLIDE PRESSURE REDUCING VALVE
17 20. ROTOR TILT PRESSURE REDUCING VALVE
21. ROTOR TILT LINE RELIEF VALVE
22. SHIFT PRESSURE REDUCING VALVE
16 23. PILOT-OPENED CHECK VALVE (FD1 PORT)
24. AUXILIARY PUMP SUPPLY PRESSURE TAP (TP1)
25. ROTOR TIP PRESSURE TAP (G3)
15 26. ROTOR TIP LOCK SOLENOID
14 27. ROTOR BRAKE PRESSURE REDUCING VALVE
7 28. MAIN RELIEF VALVE
13
8
19 19 20 21 22
12
9
10 11
23
24
25 26 27 28
VIEW A A
2307956_2_3_5
SLIDE 102
• Front auxiliary manifold NOTE: The front auxiliary manifold (1) is equipped with the
parking brake solenoid (2), the shift solenoid (3), and the shift
pressure reducing valve (22). For additional information about these
components, refer to “Propulsion Control System,” in this
publication. The front auxiliary manifold is also equipped with the
rotor brake solenoid (7), the rotor brake release solenoid (8), the
rotor brake pressure tap (9), the check valve (10), and the rotor
brake pressure reducing valve (27). For additional information
about these components, refer to “Rotor Drive System,” in this
publication.
146
QESV1123-01
Supply Pressure Control Components
A main relief valve (28) is installed on the front auxiliary manifold • Component location
(1). This valve is set to open at 20 670 kPa (3000 psi). Since the 2. Parking brake solenoid
setting of this valve is higher than the setting of the pressure 3. Shift solenoid
compensator on the auxiliary pump, the main relief valve acts as a 4. Rotor hood lower
backup relief valve for the auxiliary system. The auxiliary pump solenoid
supply pressure can be measured at the auxiliary pump supply 5. Cab slide right
pressure tap (24). This tap is located in the TP1-port of the solenoid
manifold. 6. Front door close
solenoid
Supply oil from the auxiliary pump acts on one side of the sequence 7. Rotor brake solenoid
valve (11), in opposition to the spring. When supply pressure 8. Rotor brake release
reaches 12 420 ± 690 kPa (1800 ± 100 psi), the brake sequence solenoid
valve shifts against the force of the spring. This shift opens a passage 9. Rotor brake pressure
for supply oil to flow to the downstream components in the tap
auxiliary manifold. The brake sequence valve ensures that the 10. Check valve
steering circuit, the parking brake circuit, the motor shift circuit, 11. Sequence valve
and the rotor brake circuit receive priority flow over all other 12. Pressure tap (shift)
functions in the auxiliary hydraulic system. 13. Pressure tap (cab
slide)
14. Rotor hood raise
Rotor Hood Control Components solenoid
15. Cab slide left solenoid
The rotor tilt pressure reducing valve (20) limits the pressure which 16. Pilot-opened check
is available to the rotor hood solenoids to a maximum of 9660 ± valve
345 kPa (1400 ± 50 psi). The rotor tilt pressure can be measured at 17. Front door open
the rotor tilt pressure tap (25). This tap is located in the G3-port of solenoid
the manifold. 18. Pressure tap (front
door)
The rotor hood lower solenoid (4) and the rotor hood raise solenoid 19. Cab slide pressure
(13) are controlled by the rotor hood tilt switch. When the rotor reducing valve
hood tilt switch is in the FLOAT position, neither solenoid is 20. Rotor tilt pressure
energized. When these solenoids are de-energized (and the rotor reducing valve
service switch is in the OPERATE position) oil is sent into the head 21. Rotor tilt line relief
end of the rotor tilt cylinder and into the rod end of the rotor tilt valve
cylinder. 22. Shift pressure
reducing valve
When the rotor hood tilt switch is in the RETURN position, the 23. Pilot-opened check
rotor hood lower solenoid (4) is energized. When this solenoid is valve
energized (and the rotor service switch is in the OPERATE position) 24. Pressure tap (auxiliary
oil is sent into the head end of the rotor tilt cylinder. In this pump supply)
situation, the rotor hood tilts down. 25. Pressure tap (rotor
tilt)
When the rotor hood tilt switch is in the SERVICE position, the 26. Rotor tilt lock solenoid
rotor hood raise solenoid (14) is energized. In this situation, oil is 27. Rotor brake pressure
sent into the rod end of the rotor tilt cylinder, and the rotor tips up. reducing valve
28. Main relief valve
147
QESV1123-01
• Rotor tilt lock solenoid The rotor service switch controls the rotor tilt lock solenoid (26).
(26) When the rotor service switch is in the OPERATE position, the rotor
tilt lock solenoid is energized. When the rotor service switch is in the
SERVICE position, the rotor tilt lock solenoid is de-energized. When
the rotor tilt lock solenoid is de-energized, oil can only flow out the
rod end of the rotor tilt cylinder if the pressure in the rod end
exceeds the setting of the rotor tilt line relief valve (21).
• Rotor tilt line relief valve The rotor tilt line relief valve (21) limits the pressure in the line to
(21) the rod end of the rotor tilt cylinder to a maximum of 13 800 kPa
(2000 psi). The rotor tilt pressure can be measured by installing a
diagnostic tee in the RT1-port of the auxiliary manifold.
Cab Position Control Components
• Cab slide pressure The cab slide pressure reducing valve (19) limits the pressure which
reducing valve (19) and is available to the cab slide solenoids to a maximum of 6200 ± 170
cab slide pressure tap kPa (900 ± 25 psi). The cab slide pressure can be measured at the
(13) cab slide pressure tap (13). This tap is located in the G1-port of the
manifold.
• Cab slide right solenoid The cab slide right solenoid (5) and the cab slide left solenoid (15)
(5) and cab slide left are controlled by the cab slide switch. When the cab slide switch is
solenoid (15) in the RIGHT position, the cab slide right solenoid is energized.
When the cab slide switch is in the LEFT position, the cab slide left
solenoid is energized.
Front Door Control Components
• Front door close solenoid The front door close solenoid (6) and the front door open solenoid
(6) and front door open (17) are controlled by the front door switch. When the front door
solenoid (17) switch is in the CLOSE position, the front door close solenoid is
energized. When the front door switch is in the OPEN position, the
front door open solenoid is energized.
• Pilot-opened check valves The line to the head ends of the front door cylinders contains a
(16 and 23) pilot-opened check valve (16). The line to the rod ends of the front
door cylinders contains a pilot-opened check valve (23). These pilot-
opened check valves ensure that the front door does not move unless
supply oil is directed into one end of the front door cylinders.
• Front door pressure tap The pressure in the front door circuit can be measured at the front
(18) door pressure tap (18). This pressure tap is located in the TP1-port
of the manifold.
148
QESV1123-01
2 3
1
6
7 8
IMG_1827_1_3
SLIDE 103
CONTROL VALVE (REAR AUXILIARY MANIFOLD)
The rear auxiliary manifold is located on the left side of the • Left rear of operator’s
hydraulic tank. The ports of the rear auxiliary manifold are marked platform
for identification. Supply oil from the auxiliary pump flows from the
P1-port of the front auxiliary manifold to the P-port of the rear
auxiliary manifold. The T-port of the rear auxiliary manifold directs
return oil to the hydraulic tank.
The right rear steering solenoid (1) and left rear steering solenoid (7) • Component location
are located on the top face of the rear auxiliary manifold. The 1. Right rear steering
machine ECM controls these solenoids through the four-wheel solenoid
steering control module. 2. Rear door close
solenoid
The rear door close solenoid (2) and rear door open solenoid (8) are 3. Rotor lower solenoid
also located on the top face of the rear auxiliary manifold. These 4. Rotor raise solenoid
solenoids are controlled by the rear door switch. When the rear door 5. Counterbalance valve
switch is in the OPEN position, the rear door open solenoid is (head end of rear
energized. When the rear door switch is in the CLOSE position, the steering cylinder)
rear door close solenoid is energized. 6. Counterbalance valve
(head end of rear
The rotor lower solenoid (3) and rotor raise solenoid (4) are located steering cylinder)
on the top face of the rear auxiliary manifold. These solenoids are 7. Left rear steering
controlled by the machine ECM. solenoid
8. Rear door open
solenoid
149
QESV1123-01
The rear steering hydraulic circuit contains two counterbalance

valves (5 and 6). One counterbalance valve is in the line to the rod
end of the rear steering cylinder. The other counterbalance valve is in
the line to the head end of the rear steering cylinder. The
counterbalance valves ensure that the rear steering cylinder does not
move unless pressurized oil is directed into one end of the cylinder.
9 10 11
16
12 15
14
13
IMG_1826_1_3
SLIDE 104
• Left rear of operator’s The rear steering hydraulic circuit contains a shuttle valve (9). The
platform shuttle valve works in conjunction with the differential pressure
valve (12). These components ensure that the supply pressure to the
rear steering solenoids is 1030 kPa (150 psi) greater than the system
pressure requirements.
150
QESV1123-01
The line to the head end of the rear door cylinder contains a pilot- • Component location
opened check valve (10). The line to the head end of the rear door 9. Shuttle valve (rear
cylinder contains a pilot-opened check valve (not shown, on steering)
opposite side of manifold). These pilot-opened check valves ensure 10. Pilot-opened check
that the rear door will not move unless pressurized oil is directed valve (head end of rear
into one end of the rear door cylinder. door cylinder
11. Shuttle valve (rotor)
The rotor raise and rotor lower hydraulic circuit contains a shuttle 12. Differential pressure
valve (11). The shuttle valve works in conjunction with the valve (rear steering)
differential pressure valve (14). These components ensure that the 13. Pressure tap (TP1)
supply pressure to the rotor control solenoids is 1030 kPa (150 psi) 14. Differential pressure
greater than the system pressure requirements. valve (rotor)
15. Counterbalance valve
The front face of the auxiliary manifold contains a pressure tap in (rotor lower)
the TP1-port (13). The pressure tap is used to measure supply 16. Counterbalance valve
pressure to the rear auxiliary manifold. (rotor raise)
The rotor raise and lower hydraulic circuit contains two

counterbalance valves (15, lower and 16, raise). The counterbalance
valves ensure that the rotor depth control cylinders do not move
unless pressurized oil is directed into one end of the cylinders.
The rotor raise and rotor lower hydraulic circuit contains a shuttle
valve (11). The shuttle valve works in conjunction with the
differential pressure valve (14). These components ensure that the
supply pressure to the rotor control solenoids is 1030 kPa (150 psi)
greater than the system pressure requirements.
151
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IMG_1775_1_6
SLIDE 105
CONTROL VALVE (MANUAL ROTOR LOWER)
• Behind operator’s station The manual rotor lower valve (1) is located behind the operator’s
station. The valve can be used to manually lower the rotor when the
engine is not running.
• Component location When the manual rotor lower valve (1) is turned counterclockwise,
1. Manual rotor lower a passage is opened between the head end of the rotor elevation
valve cylinders and the rod end of the rotor elevation cylinders. Gravity
then forces the rotor to lower to the ground.
152
QESV1123-01
IMG_1825_1_3
SLIDE 106
HYDRAULIC CYLINDER
The rotor tilt cylinder (1) tilts the rotor hood. When oil is directed • Rear of operator’s
into the rod end of the rotor tilt cylinder, the rotor hood tilts platform
forward. When oil is directed into the head end of the cylinder, the
rotor hood tilts towards the rear. When the rod is fully extended, the
rotor hood is level.
During normal operation, the rotor hood tilt switch is in the FLOAT • Component location
position, and the rotor service switch is in the OPERATE position. 1. Rotor tilt cylinder
Under these conditions, supply oil from the auxiliary pump is
directed into both ends of the rotor tilt cylinder. Since the effective
area of the head end of the cylinder is greater than the effective area
of the rod end, the cylinder rod extends, and the rotor hood remains
level.
The line to the head end of the rotor tilt cylinder contains an orifice
and a check valve. The line to the rod end of the cylinder contains an
orifice and a check valve. The orifice limits the speed at which the
rotor hood will move.
153
QESV1123-01
IMG_1855_1_3
SLIDE 107
• Left front of cab The cab slide cylinders (2) are located in front of the operator’s
platform. The passages to the head ends of the cab slide cylinders
are connected. The passages to the rod ends of the cab slide
cylinders are connected.
• Component location When the cab slide switch is moved to the RIGHT position, oil is
2. Cab slide cylinders directed into the rod ends of the cylinders, and the cab moves to the
right. When the cab slide switch is moved to the LEFT position, oil
is sent into the head ends of the hydraulic cylinders, and the cab
moves to the left.
154
QESV1123-01
5
IMG_1851_1_3
SLIDE 108
The rear door cylinder (3) is located on the rear of the rotor • Rear of rotor housing
housing. When the rear door switch is in the RAISE position, oil is
directed into the rod end of the rear door cylinder. When the rear
door switch is in the LOWER position, oil is directed into the head
end of the cylinder.
A chain (4) on the left side of the rear door (5) can be used in order • Component location
to hold the rear door open during service of the rotor. 3. Rear door cylinder
4. Chain
5. Rear door
155
QESV1123-01
IMG_1850_1_3
SLIDE 109
• Rear right side of The head end of the rear steering cylinder (6) is attached to the rear
machine left bolster, and the rod end of the cylinder is attached to the steering
yoke on the right wheel. A tie rod (not shown), located to the rear of
the rear bolster, connects the steering yoke of the right wheel with
the steering yoke of the left wheel.
• Component location The rear steering solenoids control the oil flow to the rear steering
6. Rear steering cylinder (6). When oil is directed into the head end of the cylinder,
cylinder the rear wheels turn to the right. When oil is directed into the rod
end of the cylinder, the rear wheels turn to the left.
The machine ECM uses input from the front steering sensor and the
rear steering sensors to control the rear steering solenoids when the
machine is in the CRAB, COORDINATED, and FRONT steering
modes. The rear steering switch can be used to manually turn the
rear wheels in any steering mode.
In the CRAB and COORDINATED steering modes, the machine

ECM causes the rear wheels to turn with the front wheels. In CRAB
mode, the front and rear wheels turn in the same direction, allowing
the machine to travel sideways. In the COORDINATED mode, the
front and rear wheels turn in opposite directions, causing the rear of
the machine to follow the front of the machine through the turn. In
the FRONT steering mode, the steering wheel controls the front
wheels, and the machine ECM causes the rear wheels to return to
and remain in a straight travel position.
156
QESV1123-01
10
8
IMG_1849_1_3
SLIDE 110
Rotor depth is controlled by two rotor elevation cylinders (9, right • Right side of machine
shown). One cylinder is located on either side of the rotor hood. The
head end of the cylinder is pinned to the machine frame, and the rod
end is pinned to a chain case. A scale on the front of the cylinder
registers the approximate rotor depth.
The rotor hood is attached to the mainframe by two links (10). As • Component location
the rotor is lowered into the cut, the links compress rubber spheres 7. Pressure tap (rod end
in the frame. The compressed spheres act as springs, applying forces of cylinder)
to the links. These forces act to lift the hood. This action transfers 8. Pressure tap (head end
some of the weight that the hood would otherwise exert on the of cylinder)
ground to the frame, effectively reducing the force of the hood on 9. Rotor elevation
the ground. This effective weight reduction minimizes hood cylinders
“plowing” in soft ground. 10. Links
Two pressure taps (7 and 8) are located above each rotor elevation
cylinder (9). The pressure in the rod end of the rotor elevation
cylinder can be measured at the top pressure tap (7). The pressure in
the head end of the rotor elevation cylinder can be measured at the
bottom pressure tap (8).
157
QESV1123-01
11
IMG_1847_1_3
SLIDE 111
• Front rotor door The hydraulically operated front door contain two front door
cylinders (11).
• Component location Hydraulic operation of the front door allows the operator to control
11. Front door cylinders the door position in order to match specific operating conditions. In
deep, soft, soil stabilization operations, the door is often opened
completely (door parallel to the ground) in order to prevent the
plowing of material. In asphalt reclamation operations, the door is
usually closed in order to prevent asphalt from being thrown out the
front of the mixing chamber. The front door position is also used in
order to control the head of material in front of the rotor.
158
QESV1123-01
RM-500 ELECTRICAL SCHEMATIC

AUXILIARY HYDRAULIC SYSTEM
MACHINE ECM B CONNECTOR
A F711-GN
F712-GY 7 CAN LOW
B F712-GY F711-GN
CAN RESISTOR 8 CAN HIGH
C A249-BK A249-BK 13 CAN SHIELD
C854-PK 14 ROTOR HEIGHT SENSOR
419-YL 419-YL H765-WH 19 FRONT STEERING ANGLE SENSOR
C741-GN H746-GY 21 REAR STEERING ANGLE SENSOR
FRONT DOOR SOLENOID C740-GY C234-BK 22 SENSOR GROUND (-)
CLOSE OPEN (OPEN) RAISE LOWER REAR STEERING
1 SENSOR
ROTOR HOOD TILT 2
1
C727-WH C727-WH 1 2 C741-GN
(DOWN) SOLENOID 183-GY 200-BK
103-YL 3 MACHINE ECM A CONNECTOR
3 2 C740-GY +V A 119-PK
C726-PU GROUND B C234-BK
H746-GY 119-PK 1 BATTERY (+)
ROTOR SIGNAL C K715-PK 4
1 P800-WH FRONT DOOR ROTOR LIFT LOCK SW N.O.
2 200-BK DEPTH C853-GN 235-BK 6 BATTERY (-)
SWITCH C851-YL K716-PU 10 ROTOR LIFT LOCK SW N.C
C726-PU 1 SWITCH H750-BR C739-BR 13 ROTOR LOWER SOLENOID
200-BK 200-BK 2 H751-OR C738-BU 14 ROTOR RAISE SOLENOID
CLOSE OPEN H752-YL 119-PK 18 BATTERY (+)
RIGHT LEFT 419-YL 21 ROTOR SERVICE SWITCH
ROTOR HOOD TILT 2
1
C730-BR FRONT DOOR 1 FRONT STEERING 235-BK 23 BATTERY(-)
(UP) SOLENOID 183-GY 3 SOLENOID 2 C853-GN
SENSOR
C729-BU 103-YL 3
(CLOSE) C851-YL
1 P801-PU +V A 119-PK FOUR-WHEEL STEER
2 200-BK REAR DOOR GROUND B C234-BK CONTROL MODULE
SWITCH REAR SIGNAL C H765-WH
P800-WH STEERING 190-PK A1 BATTERY (+)
200-BK SWITCH 239-BK A3 GROUND (-)
FLOAT X754-GN
ROTOR DEPTH B1 STEER LEFT VALVE
RETURN SERVICE X755-WH B2 STEER RIGHT VALVE
CAB SLIDE 1
REAR DOOR SENDER F712-GY F1 CAN LOW
(LEFT) SOLENOID 2 P800-WH SOLENOID CRAB COORD +V A 119-PK F711-GN F2 CAN HIGH
183-GY 3 (CLOSE) A249-BK F3 CAN SHIELD
200-BK
419-YL
P801-PU GROUND B C234-BK

REAR FRONT SIGNAL C C854-PK
1 L803-OR C730-BR 1 A3
2 200-BK ROTOR HOOD 200-BK 2 103-YL ELECTRONIC DISPLAY GROUP
H750-BR
TILT SWITCH 4 ROTOR LIFT 40 PIN CONNECTOR
P801-PU 4 H751-OR LOCK SWITCH
200-BK 103-YL H750-BR 5 REAR STEER MODE SW (0)
REAR DOOR B3 GROUND 1 C234-BK
H751-OR 6 REAR STEER MODE SW (1)
RIGHT LEFT 2 (N.C.) 2 K716-PU
CAB SLIDE 1
SOLENOID H752-YL
+ BAT 3 119-PK C851-YL 7 REAR STEER MANUAL (LEFT)
(RIGHT) SOLENOID 2 L802-BU (OPEN) 103-YL (N.O.) 4 K715-PK 200-BK 9 BATTERY (-)
G985-PU 3 A1 103-YL 10 BATTERY (+)
L803-OR C853-GN 12 REAR STEER MANUAL (RIGHT)
C729-BU 1 C855-GY
1 L802-BU 200-BK 2 2 P715-BU 17 ROTOR TRAVEL MODE
P714-YL
2 200-BK CAB SLIDE B1 P715-BU
F711-GN 19 CAN HIGH
SWITCH X754-GN A249-BK 20 CAN SHIELD
P714-YL 26 ROTOR AUTO MODE
L803-OR X755-WH
200-BK L802-BU
STEERING C738-BU H752-YL 27 REAR STEER MODE SW (2)
F712-GY 30 CAN LOW
183-GY MODE SWITCH C739-BR
G985-PU 190-PK
200-BK 200-BK
419-YL 103-YL 235-BK ELECTRONIC DISPLAY GROUP
235-BK 24 PIN CONNECTOR
1 C855-GY 239-BK
2 183-GY HOLD RESET
P714-YL
OPERATE SERVICE P715-BU C740-GY 1 ROTOR RAISE
2 C741-GN 2 ROTOR LOWER
1 SEAT 103-YL ROTOR RAISE
419-YL 1 REAR STEER SOLENOID
C855-GY 9 ROTOR DEPTH SET SW
119-PK 3 SWITCH (LEFT) SOLENOID
2 119-PK
4 ROTOR C738-BU
958-YL 1
146-GY DEPTH SET SW X754-GN 119-PK
P714-YL
6 1 2 200-BK
959-WH 2 200-BK 103-YL
5 MANUAL
7
119-PK
146-GY
183-GY
343-PK
190-PK
TRAVEL
103-YL
307-0R AUTO
9 1
8 1 958-YL 2 REAR STEER ROTOR LOWER
10 2 200-BK 103-YL 3
12
(RIGHT) SOLENOID SOLENOID
4
11 ROTOR TIP CYLINDER 103-YL 1 X755-WH 1 C739-BR
10
8
8
6
ROTOR SERVICE (LOCK) SOLENOID 5 P715-BU 2 200-BK 2 200-BK
SWITCH B+ FROM MAIN
200-BK ROTOR MODE SWITCH POWER RELAY
CB16 CB15 CB14 CB13 CB12
183-GY
146-GY 146-GY
103-YL 103-YL
119-PK 119-PK 119-PK
200-BK
0216061109_2_3
SLIDE 112
ELECTRICAL SCHEMATIC (AUXILIARY HYDRAULIC

SYSTEM)
NOTE: The electrical system on this machine is wired according to • Wire color codes
the Caterpillar corporate wiring system. In Caterpillar corporate
wiring, each wire has a color and a number, and each color and
are negative; and orange wires are found in starting circuits. The
Power Distribution
When the main power relay is energized, power is distributed to • Circuit breakers
circuit breaker CB12, circuit breaker CB13, circuit breaker CB14,
circuit breaker CB15, and circuit breaker CB16.
159
QESV1123-01
• Circuit breaker CB12 The 119-PK wire transfers power from circuit breaker CB12 to the
following components: contact 2 of the rotor service switch, contact
3 of the rotor lift lock switch, pin “A” of the rotor depth sensor, pin
“A” of the front steering sensor, pin “A” of the rear steering sensor,
terminal A1 of the machine ECM, and terminal A18 of the machine
ECM.
• Circuit breaker CB13 The 103-YL wire distributes power from circuit breaker CB13 to the
following components: terminal 10 of the 40-pin connector on the
electronic display group; contact 2 and contact 5 of the rotor mode
switch; contact 2 of the rotor depth set switch; contact A3, contact
B3, and contact A1 of the steering mode switch; contact 2 of the rear
steering switch; and contact 2 of the rotor depth switch.
• Circuit breaker CB14 The 183-GY wire distributes power from circuit breaker CB14 to
the following components: pin 2 of the seat switch, contact 2 of the
rotor hood tilt switch, contact 2 of the rear door switch, and contact
2 of the front door switch.
• Circuit breaker CB15 The 190-PK wire distributes power from circuit breaker CB15 to
contact A1 of the four-wheel steer control module.
• Circuit breaker CB16 The 146-GY wire distributes power from circuit breaker CB16 to
contact 5 of the rotor service switch.
Rotor Depth Control
• Automatic control The rotor mode switch provides input signals to the 40-pin
connector on the electronic display group. When the rotor mode
switch is in the TRAVEL position, the circuit at terminal 17 of the
40-pin connector is complete. When the rotor mode switch is in the
AUTO position, the circuit at terminal 26 of the 40-pin connector is
complete. When the rotor mode switch is in the MANUAL position,
no signal is sent to the machine control system.
The CAN lines transfer the input information about the rotor mode
switch from the electronic display group to the machine ECM.
When the machine ECM determines that the rotor mode switch is in
the AUTO position, the ECM automatically controls the rotor
depth.
The machine ECM uses two input signals to automatically control

the rotor depth. The first signal is from the rotor depth set switch,
and the second signal is from the rotor depth sensor. The electronic
display group monitors the position of the rotor depth set switch at
terminal 9 of the 24-pin connector.
160
QESV1123-01
When the rotor depth set switch is in the RESET position, the circuit
at terminal 9 of the 24-pin connector is complete. The CAN lines
transfer this information to the machine ECM. At this point, the
machine ECM records the signal from the rotor depth sensor as the
desired rotor depth. This value is stored in memory until one of the
following conditions occurs:
• The rotor depth switch is moved to the RESET position.
• Machine power is turned off.
The rotor depth sender sends a pulse-width-modulated signal to

terminal B14 of the machine ECM. The machine ECM converts the
pulse-width-modulated signal to an actual-depth value. When the
rotor depth set switch has been moved to the RESET position, the
machine ECM begins to compare the actual-depth value to the
desired-depth value.
During machine operation, if the actual depth is less than the desired
depth, the machine ECM directs an output signal from terminal A13
to the rotor lower solenoid. The strength of this signal depends on
the height of the rotor. If the rotor is above the ground, the machine
ECM lowers the rotor at a high rate. As the rotor approaches the
ground, the machine ECM slows the rotor’s rate of descent. This
feature reduces the load on the engine, and also reduces the
bouncing of the machine when the rotor is lowered into the cut. The
point at which the rotor scratches the ground can be calibrated.
As the rotor lowers into the cut, the machine ECM continues to
monitor the signal from the rotor depth sensor. When the rotor
depth sensor indicates that the actual depth matches the desired
depth, the machine ECM discontinues the signal to the rotor lower
solenoid. At this point, the rotor holds the current position.
Likewise, if the actual depth is greater than the desired depth, the
machine ECM directs an output signal from terminal A14 to the
rotor raise solenoid.
The rotor depth switch can override the automatic rotor control.
The electronic display group monitors the position of the rotor
depth switch at terminal 1 and terminal 2 of the 24-pin connector.
The circuits at these terminals are normally open. If the circuit at
either terminal is closed, the machine ECM directs an output signal
to the appropriate rotor elevation solenoid. When the rotor depth
switch is returned to the HOLD position, automatic depth control
returns to the machine ECM.
When automatic depth control is returned, the machine ECM

compares the actual rotor depth to the desired rotor depth, and
energizes the appropriate rotor elevation solenoid in order to return
the rotor to the desired depth.
161
QESV1123-01
Travel and Service
• Travel When the rotor mode switch is moved to the TRAVEL position,
contacts 1 and 2 of the switch close. This action completes the
circuit at terminal 17 of the 40-pin connector of the electronic
display group. A complete circuit at this terminal prompts the
machine ECM to energize the rotor raise solenoid. When the signal
from the rotor depth sensor indicates that the rotor is at the preset
travel height, the machine ECM discontinues the signal to the rotor
raise solenoid.
The machine ECM monitors the input signals from the service lock
switch at terminal A4 and at terminal A10. The machine ECM uses
these input signals in order to determine if the rotor lift lock
mechanism is engaged. When the lift lock mechanism is engaged, the
machine ECM disables the travel and work modes of the rotor.
When the rotor mode switch is in the TRAVEL position, the rotor
lower function will not operate.
• Service When the rotor hood tilt switch is in the SERVICE position, contacts
2 and 3 of the switch are closed. Current from circuit breaker CB14
flows across the switch to the rotor hood raise solenoid. The current
energizes the solenoid, and the rotor hood moves into the service
position. The rotor hood remains in this position until the rotor
hood tilt switch is moved out of the SERVICE position.
NOTE: Before service is performed on the rotor, the following

operations should be performed: the rotor hood should be tilted to
the service position; the rotor should be raised to the travel position;
and the lift lock mechanism should be engaged. These activities must
be performed before the rotor service switch is moved into the
SERVICE position.
When the rotor service switch is in the SERVICE position, contact 1

and contact 2 are open. Also, in this position, contact 5 and contact
4 of the switch are open. When contacts 1 and 2 of the switch are
open, the circuit to terminal A21 of the machine ECM is open.
When contact 5 and contact 4 are open, the rotor tip lock solenoid
is de-energized.
NOTE: The engine will not run and the engine cannot be started
when the rotor service switch is in the SERVICE position. For
additional information, refer to “Power Distribution and Machine
Starting” in this presentation.
162
QESV1123-01
Steering Control
The steering mode switch provides input to the following terminals • Steering mode switch
of the 40-pin connector on the electronic display group: terminal 5,
terminal 6, and terminal 27. The machine ECM monitors the status
of the circuits at these terminals through the CAN lines. This
information is used in order to determine the position of the steering
mode switch.
NOTE: When the steering mode switch is in the REAR position, the
circuits at terminal 5 and terminal 6 are open, and the circuit at
terminal 27 is closed. In the CRAB position, the circuits at terminal
6 and terminal 27 are closed, and the circuit at terminal 5 is open. In
the COORDINATED position, the circuits at terminal 6 and
terminal 27 are open, and the circuit at terminal 5 is closed. In the
FRONT position, the circuits at terminal 5 and terminal 6 are
closed, and the circuit at terminal 27 is open.
Contact C of the front steering sensor transmits a pulse-width- • Front steering sensor
modulated signal to terminal B19 of the machine ECM. Contact C
of the rear steering sensor transmits a pulse-width-modulated signal
to terminal B21 of the machine ECM. The machine ECM uses these
input signals in order to determine the position of the wheels.
In the COORDINATED steering mode and in the CRAB steering • Coordinated and crab
mode, the machine ECM uses the signal from the front steering steering modes
sensor as a reference. When the steering wheel is moved, the
machine ECM senses the change in position of the front wheels. This
change prompts the machine ECM to energize the appropriate rear
steering solenoid.
The machine ECM controls the rear steering solenoids through the
four-wheel steer control module. The X755-WH wire carries the
signal from terminal B2 of the module to the right rear steering
solenoid. The X754-GN wire carries the signal from terminal B1 of
the module to the left rear steering solenoid.
NOTE: In the COORDINATED steering mode, the machine ECM

turns the rear wheels in the opposite direction of the front wheels. In
the CRAB steering mode, the machine ECM turns the rear wheels in
the same direction as the front wheels.
When the front steering sensor indicates that front wheel movement
has stopped, and the rear steering sensor indicates that the rear
wheels have moved to the same degree as the front wheels, the
machine ECM discontinues the output to the rear steering solenoid.
The machine holds the current steering position until the steering
wheel is moved again.
163
QESV1123-01
NOTE: The four-wheel steer control module sends a pulse-width-

modulated signal to the rear steering solenoids. The duty cycle of the
signal is matched to the duty cycle of the signal from the front
steering sensor. This ensures that the rear-wheel steering speed is
approximately equal to the front-wheel steering speed.
• Front steering mode In the FRONT steering mode, the machine ECM uses the input from
the rear steering sensor in order to center the rear wheels. The
machine ECM holds the rear wheels in the calibrated, straight-travel
position, regardless of the position of the front wheels.
• Rear steering mode In the REAR steering mode, the front and rear wheels are controlled
independently. The steering wheel controls the position of the front
wheels, and the rear steering switch controls the position of the rear
wheels. The machine ECM monitors the input from the rear steering
switch in order to determine the desired travel direction. When the
rear steering switch is in the OFF position, the circuit at terminal 7
and the circuit at terminal 12 of the 40-pin connector on the
electronic display group are open. These open circuits tell the
machine ECM to hold the rear wheels in their current position.
The circuit at terminal 12 of the 40-pin connector is completed

when the rear steering switch is moved into the RIGHT position.
The machine ECM prompts the four-wheel steer control module to
generate an output signal at terminal B2. This signal causes the rear
wheels to turn counterclockwise. The circuit at terminal 7 of the 40-
pin connector is completed when the rear steering switch is moved
into the LEFT position. In this case, the machine ECM prompts the
four-wheel steer control module to generate an output signal at
terminal B1. This signal causes the wheels to turn counterclockwise.
Cab Slide
• Seat switch When the operator is not sitting in the seat, the seat switch is open.
Under these circumstances, the cab cannot be moved from side to
side. When the operator is sitting in the seat, the seat switch is
closed. In this case, the G985-PU wire transfers power to contact 2
of the cab slide switch.
When the cab slide switch is in the RIGHT position, contact 1 and
contact 2 of the switch are closed. In this case, the L802-BU wire
transfers power to the solenoid that allows the cab to move to the
right. When the cab slide switch is in the LEFT position, contact 2
and contact 3 of the switch are closed. In this case, the L803-OR
wire transfers power to the solenoid that allows the cab to move to
the left.
164
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RM-500 AUXILIARY HYDRAULIC SYSTEM

STRAIGHT TRAVEL, HOLD
CAB SLIDE
CYLINDERS
PROPULSION
MOTOR SHIFT
FRONT DOOR
CYLINDERS
ROTOR
AXLE BRAKE
ROTOR
ELEVATION
CYLINDERS REAR STEERING
CYLINDER
ROTOR TILT
CYLINDER
PPB-PORT RAB-PORT REAR DOOR
BRAKE BRAKE CYLINDER
VALVE VALVE
G4 WS PPB G2 HP2 RPG G3 RT1 RT2 G1 CS1 CS2 FD1 FD2

TILT MANUAL
LOCK ROTOR
VALVE LOWER
ROTOR VALVE
LWR LFT RS1 RS2 RD1 RD2
PARKING BRAKE
SHIFT BRAKE CHECK
VALVE VALVE VALVE
ROTOR
TILT
ROTOR VALVE
BRAKE CAB SLIDE
VALVE FRONT DOOR
VALVE VALVE
PRESSURE ROTOR PRESSURE
REDUCING BRAKE REDUCING
VALVE PRESSURE VALVE
REDUCING CAB SLIDE COUNTER
VALVE PRESSURE BALANCE REAR STEERING
REDUCING VALVES VALVE
P VALVE SHUTTLE
VALVES
TP1
SEQUENCE REAR DOOR
VALVE VALVE
MAIN ROTOR
RELIEF VALVE ELEVATION
T VALVE
TP1
DIFFERENTIAL
TP2 P1 T1 PRESSURE DIFFERENTIAL
FRONT AUXILIARY MANIFOLD VALVE PRESSURE
VALVE
FAN CIRCUIT CASE DRAIN

T
STEERING CONTROL UNIT AUX P
TEST PORT
PANEL REAR AUXILIARY MANIFOLD
LINE RELIEF
VALVES PRESSURE COMPENSATOR FRONT PROPEL
SPOOL CHARGE PUMP
B
FRONT
STEERING BRAKE VALVE DRAIN
CYLINDER METERING SUCTION
PUMP MANIFOLD REAR
PROPEL HOOD LIFT VALVE DRAIN
CHARGE
PUMP PROPULSION CASE DRAIN
M2 X
FRONT BIAS
STEERING SPRING OPTION
CYLINDER L2 HYDRAULIC PUMP
TANK EMULSION
RETURN
FILTER BREATHER
MAKEUP VALVES X
M4
STRAINER STRAINER
140 MICRON 140 MICRON
X
CONTROL SPOOL 100 MESH 100 MESH

AUXILIARY PUMP L1 S
DISPLACEMENT PISTON
HYDRAULIC TANK
ELECTRIC PUMP GROUP
0130060343_2_7
SLIDE 113
HYDRAULIC SCHEMATIC (AUXILIARY HYDRAULIC

SYSTEM)
When the auxiliary hydraulic pump is at rest, the bias spring forces • Pump control
the swashplate to the maximum angle. When the engine is started,
the auxiliary hydraulic pump generates flow.
Pump supply oil acts on the pressure compensator spool. Supply oil
acts against the force of the spring. System pressure causes the
pressure compensator spool to shift. This shift directs oil into the
displacement piston cavity.
Pressure in the displacement piston cavity works against the bias

spring. As the pressure in the displacement cavity increases, the
displacement piston moves the swashplate towards minimum angle.
As the swashplate angle decreases, the displacement piston uncovers
a passage. This passage allows oil to flow from the displacement
piston cavity into the pump case.
165
QESV1123-01
At this point, supply pressure decreases. The force from the pressure
compensator spring causes the pressure compensator spool to shift.
This shift opens the displacement piston cavity to the pump case
drain. In this case, the bias spring causes the swashplate angle to
increase.
As the swashplate angle increases, so does the pressure in the system.

The pressure compensator spool senses the increase in pressure. The
pressure compensator spool shifts, and supply oil is directed into the
displacement piston cavity. Eventually, the pressure compensator
spool and the bias spring reach equilibrium. In this state, the
auxiliary hydraulic pump generates just enough flow to maintain the
pressure in the system at 18 000 ± 345 kPa (2610 ± 50 psi).
• Oil distribution Output from the auxiliary pump is sent to the steering control unit
and to the P-port of the front auxiliary manifold. Inside the front
auxiliary manifold, supply oil is available at the shift valve, the
parking brake valve, the pressure reducing valve for the rotor brake,
and the sequence valve.
NOTE: For additional information about the parking brake circuit

and the motor shift circuit, refer to “Propulsion Control System,” in
this publication. For additional information about the rotor brake
circuit, refer to “Rotor Drive System,” in this publication.
• Park brake sequence The sequence valve does not open until the supply pressure from the
valve auxiliary pump reaches 12 420 ± 690 kPa (1800 ± 100 psi). The
sequence valve ensures that a minimum of 12 420 ± 690 kPa (1800
± 100 psi) of oil pressure is available for the following operations:
• steering of the machine
• releasing of the parking brake
• shifting of the propulsion motors.
From the brake sequence valve, oil flows to the remaining valves in
the front auxiliary manifold. Supply oil flows from the P1-port of
the front auxiliary manifold to the P-port of the rear auxiliary
manifold.
• Main relief valve The main relief valve is located in the front auxiliary manifold. This
relief valve limits the maximum pressure in the auxiliary system to
20 670 kPa (3000 psi). The relief valve is a backup for the relief
valve system in the auxiliary pump.
• Rotor hood tilt circuit During normal operation the rotor hood is in a “floating” condition.
Supply oil from the auxiliary pump flows through the pressure
reducing valve. This valve limits the pressure in the lines to the rotor
hood tilt cylinder to 9660 ± 345 kPa (1400 ± 50 psi).
166
QESV1123-01
From the pressure reducing valve, flow is directed to the rotor tilt
valve. This valve has a spring-centered control spool. With the
circuit in FLOAT, the center envelope of the valve is active. When
the rotor service switch is in the OPERATE position, the tilt lock
valve is energized. Under these conditions, supply oil is directed into
both ends of the rotor tilt cylinder. Since the effective area of the
head end of the cylinder is greater than the effective end of the rod
end of the cylinder, the cylinder rod extends and the hood remains
level.
When the machine is traveling straight, the steering control spool in • Straight travel
the steering control unit is in the center position.

RIGHT TURN, COORDINATED STEERING
CAB SLIDE
CYLINDERS
PROPULSION
MOTOR SHIFT
FRONT DOOR
CYLINDERS
ROTOR
AXLE BRAKE
ROTOR
ELEVATION
CYLINDER
ROTOR TILT
CYLINDER
VALVE VALVE

TILT MANUAL
LOCK ROTOR
VALVE LOWER
ROTOR VALVE
PARKING BRAKE
SHIFT BRAKE CHECK
VALVE VALVE VALVE
ROTOR
TILT
ROTOR VALVE
BRAKE CAB SLIDE
VALVE FRONT DOOR
VALVE VALVE
P VALVE SHUTTLE
VALVES
TP1
SEQUENCE REAR DOOR
VALVE VALVE
MAIN ROTOR
T VALVE
TP1
DIFFERENTIAL
VALVE

T
TEST PORT
LINE RELIEF
SPOOL CHARGE PUMP
B
FRONT
PUMP MANIFOLD REAR
CHARGE
M2 X
FRONT BIAS
TANK EMULSION
RETURN
FILTER BREATHER
MAKEUP VALVES X
M4
STRAINER STRAINER
X

AUXILIARY PUMP L1 S
DISPLACEMENT PISTON
HYDRAULIC TANK
ELECTRIC PUMP GROUP
0130060343_3_7
SLIDE 114
When the operator turns the steering wheel to the right, the spool of • Hydraulic schematic
the steering control valve shifts. Pump supply oil enters the steering
control unit, flows across the spool of the steering control valve, and
flows into the metering section.
167
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• Steering control unit When the steering wheel is turned, the metering pump also turns.
operation The metering pump directs flow through the spool of the steering
control valve and into the head end of the right steering cylinder and
the rod end of the left steering cylinder. Oil which flows into the
steering cylinders causes the machine to turn right. As the operator
turns the steering wheel faster, the metering pump increases the flow
to the steering cylinders. Therefore, the machine turns faster. Oil
from the rod end of the right steering cylinder and oil from the head
end of the left steering cylinder return to the tank through the
control spool.
The metering pump continues to direct flow to the steering cylinders

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. In this case, the machine continues to turn at the
same radius until the operator moves the steering wheel again.
NOTE: If a shock load causes the pressure in the lines to the

steering cylinders to increase to 20 670 kPa (3000 psi), the steering
relief valves open. The makeup valves allow displaced oil from the
high-pressure side of the steering cylinders to flow into the low-
pressure side of the cylinders. This action fills any void which was
created by movement of the cylinders.
• Rear wheel control The machine ECM monitors the position of the front wheels and
uses the input to control the position of the rear wheels. With the
steer mode switch in the COORDINATED position, as the front
wheels steer to the right, the machine ECM sends a signal to the left
rear steering solenoid.
When the left steering solenoid is energized, oil is metered across the
spool. This oil is then delivered to the inlet check valve, the shuttle
valve, and the counterbalance valve into the head end of the left
steering cylinder and the rod end of the right steering cylinder. As
pressure builds in the rod end of the right steering cylinder, the
cylinder retracts. As pressure builds in the head end of the left
steering cylinder, the rod extends. At this point the counterbalance
valve opens. The counterbalance valve allows oil from the head end
the right steering cylinder and the rod end of the left steering
cylinder to flow into the return line.
At the shuttle valve, pressure in the line to the cylinders shifts the
shuttle valve. This pressure then acts against the differential pressure
valve, in conjunction with the spring. The differential pressure valve
allows enough oil to flow across the steering proportional valve to
create a 1030 kPa (150 psi) pressure drop across the valve. Larger
proportional valve openings require more flow to create the same
pressure drop, resulting in faster steering cylinder speeds.
168
QESV1123-01
When oil is directed into the rod end of the rear steering cylinder, the
rear wheels turn to the left. When the front wheels stop turning, the
machine ECM discontinues the signal to the rear steering solenoid.
In this case, the rear wheels remain in the current tracking position
until the steering wheel is moved again.
NOTE: Rear steering operation while the steer mode switch is in

CRAB follows the same principles. The machine ECM monitors the
position of the front wheels and directs an output signal to the
appropriate rear steering solenoid. However, when the front wheels
are turned right, the machine ECM directs an output signal to the
right rear steering solenoid, and when the front wheels are turned
left, the ECM generates an output signal to the left rear steering
solenoid. In either situation, the front and rear wheels are turned the
same direction, and the machine moves diagonally.
169
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ROTOR TILT, CAB SLIDE, FRONT DOOR OPEN, ROTOR LIFT, REAR DOOR OPEN
CAB SLIDE
CYLINDERS
PROPULSION
MOTOR SHIFT
FRONT DOOR
CYLINDERS
ROTOR
AXLE BRAKE
ROTOR
ELEVATION
CYLINDER
ROTOR TILT
CYLINDER
VALVE VALVE

TILT MANUAL
LOCK ROTOR
VALVE LOWER
ROTOR VALVE
PARKING BRAKE
SHIFT BRAKE CHECK
VALVE VALVE VALVE
ROTOR
TILT
ROTOR VALVE
BRAKE CAB SLIDE
VALVE FRONT DOOR
VALVE VALVE
P VALVE SHUTTLE
VALVES
TP1
SEQUENCE REAR DOOR
VALVE VALVE
MAIN ROTOR
T VALVE
TP1
DIFFERENTIAL
VALVE

T
TEST PORT
LINE RELIEF
SPOOL CHARGE PUMP
B
FRONT
PUMP MANIFOLD REAR
CHARGE
M2 X
FRONT BIAS
TANK EMULSION
RETURN
FILTER BREATHER
MAKEUP VALVES X
M4
STRAINER STRAINER
X

AUXILIARY PUMP L1 S
DISPLACEMENT PISTON
HYDRAULIC TANK
ELECTRIC PUMP GROUP
0130060343_4_7
SLIDE 115
• Rotor hood UP When the rotor tilt switch is in the UP position, the hood raise
solenoid is energized. In this situation, reduced pump supply oil is
directed into the rod end of the rotor tilt cylinder. The cylinder
retracts, and oil in the head end of the cylinder is directed into the
return line which is inside the front auxiliary manifold. An orifice in
the return line from the head end of the rotor tilt cylinder limits the
speed at which the rotor hood moves.
• Cab slide A pressure reducing valve limits the pressure which is available to
the cab slide cylinders to 6200 ± 170 kPa (900 ± 25 psi). When the
cab slide switch is actuated, the cab slide valve directs oil to the cab
slide cylinders. The lines to the cylinders contain pilot-opened check
valves. These valves ensure that the cab does not move unless
pressurized oil is directed into one end of the cab slide cylinders.
170
QESV1123-01
When the front door switch is in the OPEN position, the front door • Front door OPEN
valve directs supply oil to the rod ends of the front door cylinders.
The lines to the cylinders contain pilot-opened check valves. These
valves ensure that the front door does not move unless pressurized
oil is directed into one end of the front door cylinders. An orifice in
the return line from the head ends of the front door cylinders limits
the speed at which the front door moves.
When the rotor lift solenoid is energized, oil is delivered to the inlet • Rotor lift
check valve, the shuttle valve, and the counterbalance valve which is
in the line to the head ends of the rotor depth control cylinders. The
inlet check valve opens, and oil flows into the rod ends of the rotor
depth control cylinders. As pressure builds in the rod ends of the
rotor depth control cylinders, the cylinders retract. This action
causes the counterbalance valve to open. The counterbalance valve
allows oil from the head ends of the rotor depth cylinders to flow
into the return line.
At the shuttle valve, pressure in the line to the rod end of the rotor
depth control cylinders shifts the shuttle valve. This pressure acts
against the differential pressure valve, in conjunction with the
spring. The differential pressure valve allows enough oil to flow
across the rotor depth proportional valve to create a 345 kPa (50
psi) pressure drop across the valve. Larger proportional valve
openings require more flow to create the same pressure drop,
resulting in faster rotor-depth-cylinder speeds.
When the rear door switch is in the OPEN position, the rear door • Rear door OPEN
valve directs supply oil to the rod ends of the rear door cylinders.
The lines to the cylinders contain pilot-opened check valves. These
valves ensure that the rear door does not move unless pressurized oil
is directed into one end of the rear door cylinders. An orifice in the
return line from the head end of the rear door cylinder limits the
speed at which the rear door moves.
171
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TDSC00073
SLIDE 116
Hydraulic Cooling System
INTRODUCTION
• Machine general The machine is equipped with an electronically controlled cooling

information fan. The fan is hydraulically operated. The machine ECM controls
the fan speed using input signals from the following components:
• engine coolant temperature sensor
• intake air temperature sensor
• hydraulic oil temperature sensor
• air-conditioning control unit (if equipped).
The higher the temperature, the higher the fan speed. This system
reduces noise and uses less energy than a single-speed fan.
The hydraulic fan system section of this presentation is divided into

various segments. Each segment shows the location of the
components which are part of the hydraulic fan system. These
segments contain a brief discussion on each of the components. A
cross-sectional view is also used in order to further explain the
operation of the fan pump.
172
QESV1123-01
electrical and hydraulic systems. Electrical and hydraulic schematics
electrical system and to trace hydraulic oil through the hydraulic
system.

sections.
1 2 3 4
IMG_1777_1_9
SLIDE 117
FAN ELECTRICAL SYSTEM
The machine circuit breaker panel (1) is located under the operator’s • Left side of machine,
platform, behind the platform access ladder on the left side of the behind platform access
machine. The circuit breaker panel contains the following electrical ladder
components, which are included in the hydraulic cooling system:
• circuit breaker CB15 (2) • Component location

5. Main circuit breaker
• main circuit breaker (5)

173
QESV1123-01
• Main circuit breaker (5) The main circuit breaker (5) is a manual-reset breaker. This circuit
breaker is rated at 105 amps. When the electrical disconnect switch
is in the ON position, power transfers from the main circuit breaker
to circuit breaker CB7 (3) and to the main power relay. When the
main power relay is energized, power is available at circuit breaker
CB12 (4) and at circuit breaker CB15 (2).
• Circuit breaker CB7 (3) Circuit breaker CB7 (3) is a manual-reset breaker. This circuit
CB7 to terminal J1-48, terminal J1-52, and terminal J1-53 of the
engine ECM.
CB12 to contact “A” of the hydraulic oil temperature sensor. Power
from this circuit breaker is also available at terminal A1 and
terminal A18 of the machine ECM.
CB15 to terminal A1 of the fan control module.
6 7 8 9 10 11
12 13 14
IMG_1871_1_5
SLIDE 118
• Front of operator’s The machine ECM (6) and fan control module (10) are located on
platform, right side the front wall of the electrical compartment at the front of the
operator’s platform. The cab must be moved to the operator’s far
right or far left, and the service panel must be removed in order to
access these components.
174
QESV1123-01
The engine ECM and the fan control module (10) send input signals • Component location
to the machine ECM (6) through the controller area network 6. Machine ECM
(CAN). The engine ECM transmits engine coolant temperature 7. Tactile-membrane
information and intake air temperature information. The fan switches
control module transmits hydraulic oil temperature data. 8. LED display
9. Status indicators
System software in the machine ECM (6) compares each of the 10. Fan control module
above parameters to programmed set points. If the data indicate that 11. Status indicators
all three of the temperature values are less than their corresponding 12. B-connector
set point values, the machine ECM operates the fan at its minimum 13. A-connector
speed. If the temperature of a monitored parameter exceeds the set 14. Connector (18-pin)
point of the parameter, the machine ECM increases the fan speed.
The machine ECM controls fan speed through the fan control
module (10).
If the machine is equipped with an air-conditioning system, the fan

control module (10) provides status information about the system to
the machine ECM (6). When the air-conditioning system is
operating, the machine ECM increases the fan speed to the air-
conditioning threshold valve. The machine ECM holds the fan speed
constant until the air-conditioning system is stopped, or until one of
the monitored temperatures exceeds its set point.
The machine ECM (6) has the following two 24-pin connectors: • Connectors
connector “A” (13) and connector “B” (14). The fan control
module (10) has an 18-pin connector (14).
The machine ECM (6) receives power at terminal A1 and terminal

terminal B13.
The face of the machine ECM (8) has the following four LEDs (11): • Self-diagnostic logic and
power, system, mode, and status. The LEDs indicate the status of the troubleshooting LEDs
device.

175
QESV1123-01
membrane switches (9) and a four-character LED display (10).
These features are not used on the RM-500.
RM-500 ROTARY MIXER

3 2 1
A
TERMINALS OF FAN CONTROL MODULE

C
A1 + BATTERY
A3 BATTERY
C3 HYDRAULIC OIL TEMPERATURE SENSOR
D1 + BATTERY
D3 AIR-CONDITIONING PRESSURE SWITCH

B1 FAN EDC D

F1 CAN LOW
F2 CAN HIGH E
F3 CAN SHIELD
18-PIN CONNECTOR
0213061054_2_4
SLIDE 119
• Fan control module The fan control module (10) has an 18-pin connector. The module
terminals receives power from circuit breaker CB15 (2) at terminal A1 and at
terminal D1. This control module is grounded at terminal A3.
Terminal C3 of the fan control module (10) receives a pulse-width

modulated input signal from the hydraulic oil temperature sensor.
Terminal D3 of the fan control module receives an input signal from
the terminal 10 of the air-conditioning control unit. The fan control
module shares this information with the machine ECM (6) across
the CAN Buss.
After the machine ECM (6) calculates the target fan speed, the ECM
prompts the fan control module (10) to generate a pulse-width
modulated output signal from terminal B1. This signal is sent to the
EDC on the fan pump. The strength of the signal is inversely
proportional to the fan speed.
176
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15
16
5
17
6 18
7
IMG_2003_1_4
SLIDE 120
The intake air temperature sensor (15) is mounted in the intake • Left side of engine
manifold, on the left side of the engine. The engine ECM (16) is
mounted below and to the rear of the sensor. The left engine
compartment door and left fender provide access to these
components.
The engine ECM (16) has the following two 70-pin connectors: J2 • Component location
connector (17) and J1 connector (18). The J2 connector gathers 15. Intake air temperature
input signals from components which monitor engine operating sensor
conditions. The J1 connector transmits information to the machine 16. Engine ECM
ECM through the CAN Buss. 17. J2 connector
18. J1 connector
The intake air temperature sensor (15) is a resistance-type device.
Contact 1 of the intake air temperature sensor is connected to
terminal J2-35 of the engine ECM (16). Contact 2 of this sensor is
connected to the common sensor ground at terminal J2-18 of the
engine ECM. The engine ECM measures the resistance through the
sensor in order to determine the temperature of the intake air.
The engine ECM (16) sends the intake air temperature value to the
machine ECM (6) through the CAN Buss. Intake air temperature is
one of the parameters that the machine ECM uses in order to
determine the target speed of the cooling fan.
177
QESV1123-01
RM-500 ROTARY MIXER
TERMINALS OF ENGINE ECM FOR FAN CONTROL

J1-48 + BATTERY
J1-52 + BATTERY
13 1
J1-53 + BATTERY
23 14
J1-61 BATTERY
31 24
J1-63 BATTERY
39 32
J1-65 BATTERY
47 40
J2-18 TEMPERATURE SENSOR COMMON
57 48
J2-32 ENGINE COOLANT TEMPERATURE SENSOR
70 58
J2-35 INTAKE AIR TEMPERATURE SENSOR

J1-34 CAN LOW
J1 AND J2 CONNECTORS
J1-42 CAN SHIELD
J1-50 CAN HIGH
0224060730_2_3
SLIDE 121
• Engine ECM terminals Power transfers from circuit breaker CB7 (3) to terminal J1-48,
J1-65. The engine ECM provides a common sensor ground at
terminal J2-18.
The engine coolant temperature sensor provides an input signal to

terminal J2-32 of the engine ECM (16). The intake air temperature
sensor (15) provides an input signal to terminal J2-35 of the engine
ECM. The engine ECM transmits intake air temperature data and
engine coolant temperature data to the machine ECM (6) through
the CAN Buss.
178
QESV1123-01
19
IMG_1948_1_3
SLIDE 122
The engine coolant temperature sensor (19) is located on the right • Right front of engine
side of the engine. The right engine compartment door provides
access to this component.
The engine coolant temperature sensor (19) is a resistance-type • Component location

device. Contact 1 of the engine coolant temperature sensor is 19. Engine coolant
connected to terminal J2-32 of the engine ECM (16). Contact 2 of temperature sensor
this sensor is connected to the common sensor ground at terminal
J2-18 of the engine ECM. The engine ECM measures the resistance
through the sensor in order to determine the temperature of the
engine coolant.
The engine ECM (16) sends the engine coolant temperature value to
the machine ECM (6) through the CAN Buss. Engine coolant
temperature is one of the parameters that the machine ECM uses in
order to determine the target speed of the cooling fan.
179
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20
IMG_1823_1_3
SLIDE 123
• Left rear of machine, front The hydraulic oil temperature sensor (20) is installed in the front
of hydraulic tank side of the hydraulic tank. The sensor is located at the lower left
corner of the tank.
• Component location Power transfers from circuit breaker CB12 to contact “A” of the
20. Hydraulic oil hydraulic oil temperature sensor (20). Contact “B” of the sensor is
temperature sensor connected to the sensor ground at terminal B22 of the machine
ECM (6). Contact “C” of this sensor provides a pulse-width-
modulated input signal to terminal C3 of the fan control module
(10).
The hydraulic oil temperature is one of the parameters that the ECM
uses in order to determine the target speed of the cooling fan.
180
QESV1123-01
IMG_1829_1_4
SLIDE 124
HYDRAULIC OIL FILTER (HYDRAULIC FAN SYSTEM)
The hydraulic oil filter (2) is located on the right side of the machine, • Right side of machine
behind the cab access ladder. Return oil from the fan circuit flows
through this filter. The outlet of this filter is connected to the inlet
line of the fan pump.
A scheduled oil sampling (S•O•S) tap (1) is located in the base of the • Component location
filter. This tap is used to collect hydraulic oil samples. 1. S•O•S tap
2. Hydraulic oil filter
181
QESV1123-01
1 2 3
IMG_2001B_1_3
SLIDE 125
PISTON PUMP (HYDRAULIC FAN)
• Left side of engine The fan pump (1) is located on the left side of the engine. The engine
• Component location The fan pump (1) is an axial-piston pump. The pump draws oil from
1. Fan pump the hydraulic tank through the suction line (5). Pump supply oil
2. Outlet line flows to the fan motor through the outlet line (2). The case drain line
3. Pressure tap (4) returns oil from the pump case to the hydraulic tank.
4. Case drain line
5. Suction line Supply pressure from the fan pump (1) can be measured at the
pressure tap (3) that is installed in the outlet line (2).
NOTE: The fan hydraulic circuit shares a common hydraulic tank

and oil cooler with other machine hydraulic systems.
182
QESV1123-01
7
DSC00010 1_1_4
SLIDE 126
The fan solenoid (6) and the fan control valve (7) are mounted to the • Left side of machine
fan pump (1). The engine compartment cover provides access to
these components.
The fan solenoid (6) is a proportional solenoid. The machine ECM • Component location
controls the fan solenoid through the fan control module. After the 6. Fan solenoid
machine ECM calculates a target speed for the fan, the ECM 7. Fan control valve
prompts the fan control module to send a pulse-width modulated
signal to the fan solenoid. The signal is inversely proportional to the
fan speed. The fan solenoid and the fan control valve (7) work
together in order to control the supply flow from the fan pump.
183
QESV1123-01
RM-500 FAN PUMP
SERVO PISTON
BIAS SPRING
DISPLACEMENT PISTON CAVITY
INPUT SHAFT
VALVE PLATE
SWASHPLATE
SLIPPER PAD PISTON CYLINDER BLOCK

BYPASS SPOOL BYPASS SPOOL
FAN CONTROL SOLENOID
CONTROL SPOOL
2307973_2
SLIDE 127
• Schematic color codes NOTE: The colors on the cross sections and hydraulic schematics
throughout this presentation denote various conditions within the
system. The legend is as follows:

of the loop

low-pressure side of the propulsion loop
• orange—charge or pilot pressure
184
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This cross-sectional view of the fan pump shows the major pump
components. When the fan pump is at rest, the bias spring forces the
swashplate to the maximum angle. Engine rotation turns the pump
input shaft, which then rotates the rotating group.
The rotating group contains a cylinder block and pistons. The piston
slipper pads allow the pistons to follow the angle of the swashplate.
As the slipper pads follow the angle of the swashplate, the pistons
move in and out of the cylinder block. As a piston moves out of the
cylinder block, oil from the hydraulic tank is drawn into the piston
chamber. As a piston moves into the cylinder block, oil is forced out
of the piston chamber.
Inside the pump control valve, supply oil flows to the bypass spool.
Holes in the bypass spool allow oil to fill the spring chamber. From
the spring chamber, oil flows to the control spool. The fan control
solenoid determines the position of the control spool.
As the operating temperature of the machine increases, the machine

ECM decreases the strength of the signal which is sent to the cooling
fan solenoid. This action causes the control spool to close.
As the control spool closes, the pressure which acts against the
bypass spool and in conjunction with the spring increases. The
bypass spools shifts, and the pressure in the displacement piston
cavity decreases. As the pressure in the piston cavity decreases, the
bias spring forces the displacement piston to move the swashplate in
the pump to a greater angle. The pump produces more flow, and the
speed of the fan motor increases.
185
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1 2
IMG_1860_1_3
SLIDE 128
GEAR MOTOR (HYDRAULIC FAN)
• Component Location The fan motor (1) is mounted to the face of the radiator. The motor
1. Fan motor is a gear-type hydraulic motor that rotates the fan.
2. Port L
3. Port B Pump supply oil enters the fan motor (1) through the B-port (3). The
4. Port A speed of the motor is determined by the machine ECM. The
maximum speed of the fan motor is 1175 ± 25 RPM.
After rotating the fan motor, the oil flows out the A-port (4). This oil
is directed through the oil cooler. Case drain oil from the fan motor
is returned to the tank through the L-Port (2) of the motor.
186
QESV1123-01
IMG_2001_1_3
SLIDE 129
HYDRAULIC OIL COOLER
The hydraulic oil cooler (1) is located on the left side of the engine • Front left side of engine
compartment. The engine compartment cover provides access to this compartment
component.
Case drain oil from the propulsion hydraulic system and return oil • Component location
from the cooling fan motor is directed through the hydraulic oil 1. Hydraulic oil cooler
cooler (1). From the oil cooler, the oil flows through the return filter.
187
QESV1123-01
RM-500 HYDRAULIC COOLING FAN

ELECTRICAL SYSTEM
119-PK
C234-BK
190-PK
FAN CONTROL MODULE
HYDRAULIC OIL 190-PK A1 BATTERY
FAN CONTROL 239-BK A3 GROUND
TEMPERATURE SENSOR 239-BK H746-YL B1 FAN EDC
SOLENOID 442-GY C3 HYD OIL TEMP
+V A 119-PK
GROUND C234-BK 190-PK D1 BATTERY
B 1 H746-YL 521-YL
SIGNAL C 442-GY D3 A/C CLUTCH
2 239-BK F712-GY F1 CAN LOW
F711-GN F2 CAN HIGH
A249-BK F3 CAN SHEILD
442-GY
INTAKE AIR
TEMPERATURE SWITCH MACHINE ECM B CONNECTOR
F712-GY 7 CAN LOW
SIGNAL 1 C967-BU F711-GN 8 CAN HIGH
GROUND 2 G833-PK A/C CLUTCH 10 521-YL A249-BK 13 CAN SHEILD
C234-BK 22 SENSOR GROUND
ENGINE COOLANT AIR-CONDITIONING C234-BK

TEMPERATURE SWITCH CONTROL UNIT
MACHINE ECM B CONNECTOR
SIGNAL 1 995-BU
GROUND 2 G833-PK TO AIR-CONDITIONOING 119-PK 1 BATTERY (+)
PRESSURE SWITCH 521-YL
235-BK 6 BATTERY ( )
119-PK 18 BATTERY (+)
ENGINE ECM J2 CAN RESISTOR 235-BK 23 BATTERY ( )
TEMPERATURE SENSOR COMMON 18 G833-PK
ENGINE COOLANT TEMPERATURE 32 995-BU A F711-GN
INTAKE AIR TEMPERATURE 35 C967-BU B F712-GY
C A249-BK
119-PK
190-PK
119-PK
ENGINE ECM J1
MAIN
119-PK
190-PK
CAN DATA LINK (+) 50 F711-GN F711-GN
CAN DATA LINK (-) 34 F712-GY F712-GY POWER
CAN DATA LINK SHIELD 42 A249-BK A249-BK RELAY
BATTERY (+) 48 150-RD FROM ENGINE
BATTERY (+) 52 150-RD 150-RD START SWITCH
BATTERY (+) 53 150-RD
8
8
GROUND (-) 61 229-BK
GROUND (-) 63 229-BK 229-BK
GROUND (-) 65 229-BK 105 B+
8
CB15 CB12
MAIN
CIRCUIT
CB7 BREAKER
0223060725_2_3
SLIDE 130
ELECTRICAL SCHEMATIC (COOLING SYSTEM)
• Power distribution When the electrical disconnect switch is in the ON position, power
is available at the main circuit breaker. Power transfers from the
main circuit breaker to circuit breaker CB7 and to the gate of the
main power relay. The 150-RD wire transfers power from circuit
breaker CB7 to the following places:
• terminal J1-48 of the engine ECM
• terminal J1-53 of the engine ECM.
The main power relay is energized when the engine start switch is in
the ON position or when the switch is in the START position. When
the main power relay is energized, power is distributed to circuit
breaker CB12 and to circuit breaker CB15.
188
QESV1123-01
The 119-PK wire distributes power from circuit breaker CB12 to the
following places:
• contact “A” of the hydraulic oil temperature sensor
• terminal B1 of the machine ECM
• terminal B18 of the machine ECM.
The 190-PK wire distributes power from circuit breaker CB15 to

terminal A1 and to terminal D1 of the fan control module.
The machine ECM controls the fan speed using input signals from • Fan control input
the following components:
• engine coolant temperature sensor
• intake air temperature sensor
• hydraulic oil temperature sensor
• air-conditioning control unit (if equipped).
The 995-BU wire connects contact 1 of the engine coolant • Engine coolant
temperature sensor to terminal J2-32 of the engine ECM. The G833- temperature sensor
PK wire connects contact 2 of the engine coolant temperature sensor
to terminal J2-18 of the engine ECM. The engine ECM measures the
resistance through the engine coolant temperature sensor. Software
in the ECM calculates a temperature value for the measured
resistance. The engine ECM broadcasts the engine coolant
temperature value to the machine ECM over the CAN Buss.
NOTE: At 25 °C (77 °F), the resistance through the sensor is 1000

Ohms. At 100 °C (212 °F), the resistance through the sensor is 68
Ohms. The temperature-to-resistance correlation of the sensor is not
linear.
The C967-BU wire connects contact 1 of the intake air temperature • Intake air temperature
sensor to terminal J2-35 of the engine ECM. The G833-PK wire sensor
connects contact 2 of the intake air temperature sensor to terminal
J2-18 of the engine ECM. The engine ECM measures the resistance
through the intake air temperature sensor. Software in the ECM
calculates a temperature value for the measured resistance. The
engine ECM broadcasts the intake air temperature value to the
machine ECM over the CAN Buss.
NOTE: At 25 °C (77 °F), the resistance through the sensor is 1000

Ohms. At 100 °C (212 °F), the resistance through the sensor is 68
Ohms. The temperature-to-resistance correlation of the sensor is not
linear.
189
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• Hydraulic oil temperature The C234-BK wire connects contact “B” of the hydraulic oil
sensor temperature sensor to terminal A22 of the machine ECM. The 442-
GY wire connects contact “C” of the sensor to terminal C3 of the
fan control module. The hydraulic oil temperature sensor sends a
pulse-width-modulated signal to the fan control module. The duty
cycle of the signal is proportional to the temperature of the
hydraulic oil. The higher the temperature, the higher the duty cycle.
The fan control module transmits the hydraulic oil temperature
information to the machine ECM over the CAN Buss.
NOTE: The duty cycle of the signal from the hydraulic oil
temperature sensor is 25 percent when the oil temperature is 23 °C
(73 °F). The duty cycle of the signal is 81 percent when the oil
temperature is 98 °C (208 °F). The temperature-to-duty cycle
relationship is linear.
• Air-conditioning control On machines that are equipped with an air-conditioning system, the
unit 521-YL wire connects terminal 10 of the air-conditioning control
unit to terminal D3 of the fan control module. When the air-
conditioning system is operating, the air-conditioning control
module provides an input signal to the fan control module. The fan
control module transmits the air-conditioning status information to
the machine ECM over the CAN Buss.
• Fan speed control System software in the machine ECM compares temperature values
to programmed set points in order to calculate the target fan speed.
If the data indicate that all three of the temperature values are less
than their corresponding set point values, the machine ECM
operates the fan at its minimum speed. If the temperature of a
monitored parameter exceeds the set point of the parameter, the
machine ECM increases the fan speed.
The machine ECM controls fan speed through the fan control
module. After the machine ECM calculates the target fan speed, the
ECM prompts the fan control module to generate a pulse-width
modulated signal from terminal B1. The H746-YL wire transfers
this signal to the fan solenoid. The signal is inversely proportional to
the fan speed.
When the air-conditioning system is operating, the machine ECM

increases the fan speed to the air-conditioning threshold valve. The
machine ECM holds the fan speed constant until the air-
conditioning system is stopped or until one of the monitored
temperatures exceeds its set point.
190
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MINIMUM SPEED
FILTER
ASSEMBLY
WATER OR
EMULSION
PUMP INLET
SOS
PORT
PRESSURE
TAP
OIL
FAN ANTICAVITATION COOLER
PUMP CHECK VALVE
B
B FAN
RETURN MOTOR
FILTER BYPASS
S
SPOOL
FAN
CONTROL
VALVE
L A
L
L1
FROM FRONT WHEEL MOTORS
0124060812_2
SLIDE 131
HYDRAULIC SCHEMATIC (COOLING SYSTEM)
When the engine is operating, the fan pump generates flow. Pump • Oil distribution
supply oil is directed to the fan motor. Supply oil is also directed to
the fan control valve. Inside the fan motor, supply oil closes the
anticavitation check valve. Supply oil is also available at the inlet
port of the rotating group of the fan motor.
Inside the fan control valve, supply oil acts on the bypass spool and
flows through an orifice. Downstream from the orifice, supply oil
acts against the opposite side of the bypass spool, in conjunction
with a spring. Supply oil also flows to the fan control valve.
The fan control valve contains the cooling fan solenoid. The • Cooling fan solenoid
machine ECM evaluates the operating temperature of the machine
in order to determine how to control the fan solenoid. When the
operating temperature is low, the machine ECM sends the maximum
signal to the fan control solenoid. In this case, the fan control valve
opens a passage for supply oil to flow into the pump case drain.
191
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As supply oil flows across the fan control valve, the bypass spool
shifts against the force of the spring. This shift directs oil into the
displacement piston cavity. Pressure in the displacement piston
cavity works against the bias spring. As the pressure in the
displacement cavity increases, the displacement piston moves the
swashplate to the minimum angle. In this case, the fan motor
operates at minimum speed.

MAXIMUM SPEED
FILTER
ASSEMBLY
WATER OR
EMULSION
PUMP INLET
SOS
PORT
PRESSURE
TAP
OIL
FAN ANTICAVITATION COOLER
PUMP CHECK VALVE
B
B FAN
RETURN MOTOR
FILTER BYPASS
S
SPOOL
FAN
CONTROL
VALVE
L A
L
L1
FROM FRONT WHEEL MOTORS
0124060812_3
SLIDE 132
• Temperature increase As the operating temperature of the machine increases, the machine
ECM decreases the strength of the signal which is sent to the cooling
fan solenoid. This action causes the fan control valve to close.
As the fan control valve closes, the pressure which acts against the
bypass spool and in conjunction with the spring increases. The
bypass spools shifts, and the pressure in the displacement piston
cavity decreases. As the pressure in the piston cavity decreases, the
bias spring forces the displacement piston to move the swashplate in
the pump to a greater angle. The pump produces more flow, and the
speed of the fan motor increases.
192
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NOTE: Under normal operating conditions, the machine ECM

always sends a signal to the cooling fan solenoid. The signal is never
completely discontinued. The minimum signal determines the
maximum fan speed.
When the engine is stopped, the inertia of the fan blades and of the • Anticavitation check valve
rotating components in the fan motor cause the fan motor to
continue to turn for a brief period. Since the engine is not operating
during this time, the fan pump does not provide flow in order to
prevent motor cavitation. In this case, the anticavitation check valve
opens. The anticavitation check valve prevents motor cavitation by
allowing the fan motor to draw oil from the return line.
193
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TDSC00073
SLIDE 133
Rotor Drive System
INTRODUCTION
• Machine general The rotor drive system consists of the following components:
information
• three-speed planetary transmission
• drive line
• rotor brake
• shear disc (or optional torque limiter)
• axle and gear reducer combination
• two drive chains.
When the rotor is operating, power transfers to the three-speed

rotor transmission. The machine ECM controls the solenoid valves
which shift the rotor transmission. The transmission output shaft
transfers power through the shear disk (or the optional torque
limiter) to the rotor axle. The rotor axle transmits power to the
rotor chain drive sprockets. The chain drive sprockets pull the chain
which turns the rotor.
194
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The rotor hydraulic system provides the oil that engages the rotor
clutches. This system also circulates oil from the rotor transmission
through the hydraulic oil cooler. The internal components of the
rotor transmission are splash lubricated. The rotor transmission
housing acts as the reservoir for the rotor hydraulic system.
This section of the presentation is divided into various segments. • Section description
The segments show the location of the components which are part
of the rotor drive and rotor lubrication systems. The segments
contain a brief discussion on each of the components in these
systems.
electrical system and hydraulic oil through the hydraulic system.

sections.
195
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RM-500 MIXING CHAMBER

WITH UNIVERSAL ROTOR
4 5 6
0301060757_2_3
SLIDE 134
MIXING CHAMBER
• Mixing chamber with The primary applications for the RM-500 are asphalt road
universal rotor reclamation and soil stabilization. In road reclamation, the rotor
cuts under the asphalt surface (4) and into the aggregate base (5).
The up-cutting action of the rotor fractures the asphalt and throws
the large pieces into the breaker bar (2) in order to further pulverize
the material. After the asphalt is pulverized, the asphalt and the
aggregate base are mixed in the mixing chamber (1). These two
components form an upgraded base material (6). The upgraded base
material is then redistributed on the road surface.
• Component location NOTICE

1. Mixing chamber During proper machine application, the rotor cuts through the
2. Breaker bar asphalt wear surface and into the base material. This action provides
3. Front door relief for the cutter bits, extending bit life.
4. Asphalt surface
5. Aggregate base
6. Upgraded base
7. Rear door
196
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In soil stabilization, the rotor mixes the native soil with a chemical
additive in order to produce a more stable base material. The
universal rotor or the soil rotor can be used in this application. The
soil rotor is larger in diameter and cuts deeper than the universal
rotor. Because of the larger rotor and the consistency of the soil, the
breaker bar (2) must be removed when the soil rotor is in use.
During machine operation, processed material is discharged from

the back of the rotor hood through the rear door (7). In order to
obtain the desired material size, the operator can close the door. This
retains material in the mixing chamber for a longer period. A small
door opening generally results in smaller processed material. A large
door opening has the opposite effect.
Rotor speed and travel speed are also important factors in

determining the size of the processed material. Higher rotor speeds
or slower travel speeds generally result in smaller processed
material.
NOTE: The rear door (7) and the front door (3) can also be opened
in order to reduce drag when the machine is operating in soft
material.
NOTE: Reclamation is not a rock crushing process. Therefore, the

smallest processed material which is possible will be approximately
equal to the size of the original aggregate.
197
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IMG_1928_1_3
SLIDE 135
ROTOR
• Universal rotor The following three rotor styles can be used on the machine:
• Component location • universal rotor

1. Bolt-on tool holder
2. Base block • soil rotor
3. Cutter tip
4. Paddle • combination rotor.
5. Triple-tree tool
All three rotors are 2438 mm (96 in) wide. The diameter, and
therefore, the cutting depth varies between the rotor styles. The
machine in the above illustration is equipped with a universal rotor.
The universal rotor cuts to a maximum depth of 406 mm (16 in).

This rotor style has 200 cutting tools. The cutting tools are arranged
in a chevron pattern. Cutter tips (3) are driven into bolt-on tool
holders (1). The bolt-on tool holders are secured in the base blocks
(2) with a bolt. The bolt is located on the back side of the base
block. The base blocks are welded onto the rotor mandrel. With this
design, if the rotor encounters an obstruction, the bolt-on tool
holder will usually break first.
Paddles (4) are welded onto the rotor mandrel, between the cutting
tools. These paddles help carry material to the breaker bar. The
paddles also help carry material over the rotor. Triple-tree tools (5)
on the each end of the rotor clean up loose material and protect the
ends of the rotor from wear.
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6
7
8
0308060728_1_3
SLIDE 136
The soil rotor is primarily used in soil stabilization applications. The • Soil rotor
soil stabilization rotor cuts to a maximum depth of 508 mm (20 in).
This rotor style has 238 cutting tools. The cutting tools are arranged
in a chevron pattern.
The cutting tips (8) are driven into tool holders (7). Each tool holder • Component location
is part of the original stand-off block (6). A relief radius is cast into 6. Stand-off block
the stand-off block at the base of the tool holder. The stand-off 7. Tool holder
blocks are welded onto the rotor mandrel. With this design, if the 8. Cutting tip
rotor encounters an obstruction, the tool holder will usually break
first. If a tool holder breaks, a new tool holder can be welded onto
the stand-off block.
199
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10
12
11
0308060857_1_3
SLIDE 137
• Combination rotor The combination rotor is primarily used in soil stabilization

applications. A secondary application for this rotor is light cuts of
asphalt reclamation. The combination rotor cuts to a maximum
depth of 508 mm (20 in). This rotor style has 114 cutting tools. The
cutting tools are arranged in a chevron pattern.
• Component location Cutting tips (11) are driven into bolt-on tool holders (10). The bolt-
9. Stand-off block on tool holders are secured in the stand-off blocks (9) with a bolt.
10. Bolt-on tool holder The bolt is located on the back side of the stand-off block. The
11. Cutting tip stand-off blocks are welded onto the rotor mandrel. With this
12. End ring design, if the rotor encounters an obstruction, the bolt-on tool
holder will usually break first.
Replaceable end rings (12) are bolted onto the sides of the rotor
mandrel. These rings protect the sides of the mandrel from wear.
200
QESV1123-01
IMG_1792_1_80
SLIDE 138
OPERATOR CONTROLS (ROTOR DRIVE SYSTEM)
The load control switch (1), the rotor control switch (2), and the • Right side of instrument
rotor speed switch (3) are located on the right side of the instrument panel
panel. These switches provide input to the rotor control logic.
The load control switch (1) is a toggle switch with two positions. • Component location
The bottom position of this switch is OFF, and the top position is 1. Load control switch
ON. Circuit breaker CB13 distributes power to contact 2 of the load 2. Rotor control switch
control switch. When this switch is in the ON position, a signal is 3. Rotor speed switch
sent to terminal 6 of the 24-pin connector on the electronic display
group. The electronic display group transfers information about the
load control switch to the machine ECM through the CAN Buss.
When the machine ECM determines that the load control switch (1)
is ON, the system initiates the load control logic. If the engine speed
drops below 1400 RPM while the machine is operating, the machine
ECM stops the propulsion system. If the engine speed remains less
than 1400 RPM for two seconds, the machine ECM will stop the
rotor.
NOTE: For additional information about the load control switch

(1), refer to “Propulsion Control System,” in this publication.
201
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• Rotor control switch (2) The rotor control switch (2) is a toggle switch with two positions.
The top position of the switch is the ON position. The bottom
position of the switch is the OFF position. The switch has a locking
mechanism. The lock must be released in order to move the switch
into the ON position. The switch can be freely moved from the ON
position to the OFF position.
Power transfers from circuit breaker CB13 to contact 2 of the rotor

control switch (2). When the switch is in the OFF position, a signal
is sent from contact 1 of the switch to terminal 15 of the 40-pin
ON position, a signal is sent from contact 3 of the switch to terminal
16 of the 40-pin connector on the electronic display group. The
electronic display group transfers information about the rotor
control switch to the machine ECM through the CAN Buss.
• Rotor speed switch (3) The rotor speed switch (3) is a toggle switch with three positions.
This switch allows the operator to choose between three operating
speeds. The bottom position of the switch is the 115 RPM position.
The center position of the switch is the 160 RPM position. The top
position of the switch is the 215 RPM position.
Power transfers from circuit breaker CB13 to contact 2 and to

contact 5 of the rotor speed switch (3). When the switch is in the
115 RPM position, a signal is sent to terminal 13 of the 40-pin
215 RPM position, a signal is sent from contact 6 of the switch to
The electronic display group transfers information about the rotor
speed switch to the machine ECM through the CAN Buss.
202
QESV1123-01
IMG_1759_1_3
SLIDE 139
The rotor service switch (4) is located inside the electrical box on the • Left side of machine, to
left side of the machine, near the steps. The door of the box provides left of steps
access to this component.
The rotor service switch (4) is a toggle switch with two positions. • Component location
The bottom position of the switch is OPERATE, and the top 4. Rotor service switch
position of the switch is SERVICE. Circuit breaker CB12 distributes
power to contact 2 of the switch. Power transfers from circuit
breaker CB16 to contact 5 of the switch. Contact 1 of the switch is
connected to terminal A21 of the machine ECM. Contact 4 of the
switch is connected to the rotor brake check solenoid.
When the rotor service switch (4) is in the OPERATE position, the
machine ECM receives an input signal at terminal A21. When the
switch is in SERVICE, the circuit to terminal A21 of the machine
ECM is open. When the rotor service switch is in the SERVICE
position, the engine will not operate, and the starter will not crank
the engine.

power transfers from contact 4 of the switch to the rotor brake
check solenoid.
203
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1 2 3 4 5
IMG_1777_1_10
SLIDE 140
ELECTRICAL SYSTEM (ROTOR DRIVE)
• Left side of machine, The machine circuit breaker panel (1) is located under the operator’s
behind platform access platform, behind the platform access ladder on the left side of the
ladder machine. The circuit breaker panel contains the following circuit
breakers, which are part of the rotor drive system:
• Component location • circuit breaker CB16 (2)

2. Circuit breaker CB16 • circuit breaker CB7 (3)
• circuit breaker CB12 (5).

When the electrical disconnect switch is in the ON position, power

from the main circuit breaker is available at circuit breaker CB7 (3).
When the main power relay is energized, power from the main
circuit breaker is available at circuit breaker CB12 (5), circuit
breaker CB13 (4), and circuit breaker CB16 (2).
• Circuit breaker CB7 (3) Circuit breaker CB7 (3) is a manual-reset breaker. This circuit
CB7 to terminal J1-48, terminal J1-52, and terminal J1-53 of the
engine ECM.
204
QESV1123-01
• contact “A” of the rotor depth sender
• contact 2 of the rotor speed switch
• contact 5 of the rotor speed switch
• contact 2 of the rotor control switch

group.
205
QESV1123-01
6 7 8 9
10 11
IMG_1871_1_6
SLIDE 141
• Front of operator’s The machine ECM (6) is located on the operator’s platform, on the
platform, right side front wall of the electrical compartment. The machine ECM has the
following two 24-pin connectors: connector “A” (11) and connector
“B” (10). The cab must be moved to the operator’s far right or far
left, and the service panel must be removed in order to access these
components.
• Component location The engine ECM and the electronic display group send input signals
6. Machine ECM to the machine ECM (6) through the controller area network
7. Tactile-membrane (CAN). The engine ECM transmits engine speed information. The
switches electronic display group transmits switch position data.
8. LED display
9. Status indicators System software in the machine ECM (6) reads the input signals and
10. B-connector determines how to control the rotor. In order to engage the rotor, the
11. A-connector engine must be operating at low idle and the rotor must be at travel
height. If the machine ECM determines that the operator has moved
the rotor control switch into the ON position with an engine speed
greater than low idle, the ECM invokes the rotor override logic. In
this case, the operator error light on the electronic display group will
be illuminated. The operator must return the engine speed to low
idle and cycle the rotor control switch through the OFF position in
order to reset the system.
206
QESV1123-01
If the machine ECM determines that the operator has moved the • Rotor control logic
rotor control switch into the ON position while the rotor was not at
the travel height, the ECM invokes the rotor override logic. In this
case, the operator error light on the electronic display group will be
illuminated. The operator must raise the rotor to the travel height
and cycle the rotor control switch through the OFF position in order
to reset the system.
When the machine ECM determines that the operator has moved
the rotor control switch into the ON position with the engine at low
idle and the rotor at the travel height, the ECM will engage the rotor
using the following sequence. First, the machine ECM disengages
the rotor brake. Then, after a three-to-four-second delay, the
machine ECM engages the first gear solenoid, regardless of the
position of the rotor speed switch.
If the rotor speed switch is not in the 115 position when the machine
ECM engages the rotor, the ECM will advance the rotor
transmission to the selected rotor speed, as long as the engine
remains at low idle. The machine ECM will only allow the operator
to change the rotor speed when the engine is operating at low idle.
If the engine speed drops below 1400 RPM while the machine is
operating, the machine ECM stops the propulsion system. If the
engine speed remains less than 1400 RPM for two seconds, the
machine ECM will stop the rotor. If the machine ECM determines
that the rotor service switch is in the SERVICE position, the ECM
will not engage the rotor.
The face of the machine ECM (6) has the following four LEDs (9): • Self-diagnostic logic and
power, system, mode, and status. The LEDs indicate the status of the troubleshooting LEDs
device.

membrane switches (7) and a four-character display (8). These
features are not used on the RM-500.
207
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RM-500 ROTARY MIXER
TERMINALS OF MACHINE ECM FOR ROTOR CONTROL

A1 + BATTERY
A6 BATTERY
A18 + BATTERY
A21 ROTOR SERVICE SWITCH
A23 BATTERY 1 2 3 4 5 6 1 2 3 4 5 6
B14 ROTOR HEIGHT SENDER

7 12 7 12
B22 COMMON SENSOR GROUND
13 18 13 18
A7 ROTOR TRANSMISSION 3 19 20 21 22 23 24 19 20 21 22 23 24
A8 ROTOR TRANSMISSION 2 B-CONNECTOR A-CONNECTOR

A9 ROTOR TRANSMISSION 1
A17 ROTOR BRAKE SOLENOID

B7 CAN LOW
B8 CAN HIGH
B13 CAN SHIELD
0210061308_2_4
SLIDE 142
• Machine ECM terminals The machine ECM (6) receives power at terminal A1 and terminal
terminal B13.
• Input terminals In order to control rotor operation, the machine ECM gathers input
from the CAN Buss and from components at the following
terminals:
• Terminal A21—This terminal receives an input signal from

contact 1 of the rotor service switch when the switch is in the
OPERATE position.
• Terminal B14—This terminal receives a pulse-width modulated

input signal from the rotor depth sender.
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• Terminal A7—This terminal directs a signal to the third-gear

solenoid when the ECM determines that the rotor should be
operating at 215 RPM.
• Terminal A8—This terminal directs a signal to the second-gear

• Terminal A9—This terminal directs a signal to the first-gear

• Terminal A17—This terminal directs a signal to the rotor brake

solenoid when the ECM determines that the rotor brake should be
released.
13
12
14
15
IMG_1806_1_5
SLIDE 143
The electronic display group (12) is mounted to the instrument • Under instrument panel
panel. The electronic display group has a 24-pin connector (13) and
a 40-pin connector (14).
NOTE: For additional information about the electronic display • Component location
group, refer to “Warning and Monitoring System,” in this 12. Electronic display
publication. group
The CAN resistor (15) is located near the electronic display group 14. Connector (40-pin)
(12). This resistor dampens radio interference over the CAN Buss. 15. CAN resistor
209
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RM-500 ROTARY MIXER

6 (24-PIN) LOAD CONTROL SWITCH
9 (40-PIN) BATTERY
10 (40-PIN) + BATTERY 1 2 3 4 5 6 7 8 9 10 1 2 3 4 5 6
13 (40-PIN) ROTOR SPEED SWITCH 0

11 20 7 12
14 (40-PIN) ROTOR SPEED SWITCH 1 21 30 13 18
15 (40-PIN) ROTOR ENGAGE SWITCH

31 32 33 34 35 36 37 38 39 40 19 20 21 22 23 24
16 (40-PIN) ROTOR DISENGAGE SWITCH
CAN TERMINAL CAN BUSS 40-PIN CONNECTOR 24-PIN CONNECTOR
19 (40-PIN) CAN HIGH

30 (40-PIN) CAN LOW
0213061405_2_4
SLIDE 144
• Electronic display unit Terminal 10 of the 40-pin connector (14) receives power from
connectors circuit breaker CB13 (4). The display control panel is grounded at
terminal 9.
• Input signals to 24-pin The electronic display group (12) receives an input signal from
connector (18) terminal 6 of the 24-pin connector (13) when the load control
switch is in the ON position.
• Input signals to 40-pin The electronic display group (12) receives input signals at the
connector following terminals of the 40-pin connector (14):

rotor speed switch is in the 115 position.

rotor speed switch is in the 160 position.

rotor control switch is in the ON position.
210
QESV1123-01

rotor control switch is in the OFF position.
The electronic display group (12) broadcasts input signals to the • CAN Buss signals
machine ECM (6) over the CAN Buss. The CAN Buss terminals for
the electronic display group are connected to the following terminals
of the 40-pin connector (14):
• terminal 30—CAN Low
• terminal 19—CAN High
• terminal 20—CAN Shield.
16
17 18
IMG_2003_1_5
SLIDE 145
The engine ECM (16) is mounted on the left side of the engine. The • Left side of engine
engine compartment cover and left fender provide access to these
components.
The engine ECM (16) has the following two 70-pin connectors: J2 • Component location
connector (17) and J1 connector (18). The J2 connector gathers 16. Engine ECM
input signals from the engine speed and timing sensors. The J1 17. J2 connector
connector transmits information to the machine ECM through the 18. J1 connector
CAN Buss.
211
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RM-500 ROTARY MIXER
TERMINALS OF ENGINE ECM FOR ROTOR CONTROL

J1-48 + BATTERY
J1-52 + BATTERY
J1-53 + BATTERY 13 1
J1-61 BATTERY 23 14
J1-63 BATTERY 31 24
J1-65 BATTERY 39 32
J2-48 SECONDARY ENGINE SPEED AND TIMING (+) 47 40
J2-49 SECONDARY ENGINE SPEED AND TIMING ( ) 57 48
J2-58 PRIMARY ENGINE SPEED AND TIMING (+) 70 58
J2-59 PRIMARY ENGINE SPEED AND TIMING ( )

J1-34 CAN LOW J1 AND J2 CONNECTORS
J1-42 CAN SHIELD

J1-50 CAN HIGH
0224060730_2_4
SLIDE 146
• Engine ECM terminals Power transfers from circuit breaker CB7 (3) to terminal J1-48,
J1-65.
Terminal J2-48 of engine ECM (16) sends power to contact 2 of the

secondary speed and timing sensor. Contact 1 of the sensor is
operation, the secondary speed and timing sensor generates a series
of pulses as teeth on the camshaft gear pass the sensor. All but one of
212
QESV1123-01
Terminal J2-58 of engine ECM (16) sends power to contact 2 of the

primary speed and timing sensor. Contact 1 of the sensor is
operation, the primary speed and timing sensor generates a series of
The engine ECM (16) compares the input from the speed and timing
sensors in order to determine the speed of the engine. The engine
ECM broadcasts the engine speed information to the machine ECM
(6) across the CAN Buss.
19
20
IMG_1867_1_4
SLIDE 147
The rotor depth sensor is located on the left side of the machine, • Left rear side of machine
behind a protective cover (19). The machine ECM (6) uses the rotor
depth sensor in order to determine the position of the rotor.
A spring-loaded wand (20) which is connected to the rotor depth • Component location
sensor rides on the spacer tube of the chain case. As the rotor depth 19. Rotor depth sensor
changes, the spacer tube moves in an arc. The wand follows the (cover shown)
movement of the chain case. As the wand moves, the shaft of the 20. Spring-loaded wand
rotor depth sensor rotates.
213
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Circuit breaker CB12 (5) distributes power to contact “A” of the

rotor depth sensor. Contact “B” of the sensor is grounded through
the common sensor ground on the machine ECM (6). Contact “C”
of the sensor provides a pulse-width-modulated signal to terminal B-
14 of the machine ECM. The duty cycle of this signal is proportional
to the height of the rotor.
The machine ECM (6) will not engage the rotor if the rotor height is
lower than the travel height.
IMG_1947_1_3
SLIDE 148
GEAR PUMP AND OIL COOLER (ROTOR TRANSMISSION)
• Right side of engine The rotor transmission pump (1), the rotor transmission oil cooler
(2), and the transmission relief valve (3) are located on the right side
of the engine. The engine compartment cover provides access to
these components.
• Component location The rotor transmission pump (1) is a gear-type pump. This pump
1. Rotor transmission draws oil from the rotor transmission housing. The rotor
pump transmission pump provides the oil that engages the transmission
2. Rotor transmission oil clutches. This pump also provides the oil that cools, cleans, and
cooler lubricates components inside the rotor housing and components
3. Transmission relief inside the flywheel housing.
valve
214
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The rotor transmission oil cooler (2) is a jacket-water cooler. The

rotor transmission pump delivers 27-to-34 L/min (7-to-9 U.S.
gal/min) to the rotor transmission valve. The remaining oil is
directed into the transmission housing and to the rotor transmission
cooler.
The transmission relief valve (3) limits the supply pressure from the
rotor transmission pump (1) to a maximum of 4130 kPa (600 psi).
This valve is not adjustable.
IMG_1832_1_3
SLIDE 149
OIL FILTER (ROTOR TRANSMISSION)
The transmission oil filter (1) is located on the right side of the • Right side of machine
machine.
The filter housing contains a bypass valve, a pressure switch, an • Component location
S•O•S tap, and a pressure tap. If the pressure differential across the 1. Transmission oil filter
filter is greater than 345 kPa (50 psi), the bypass valve opens, and
pump supply oil flows around the filter.
NOTE: The pressure switch provides input to the warning and

monitoring system. For additional information about this
component, refer to “Warning and Monitoring System,” in this
publication.
215
QESV1123-01
1
4
5
3
IMG_1945_1_3
SLIDE 150
TRANSMISSION HYDRAULIC CONTROL (ROTOR)
• Under operator’s platform The transmission control valve (1) is located under the operator’s
platform. The deck plates provide access to this component.
• Component location Three solenoids are mounted to the transmission control valve (1).
1. Transmission control When the rotor speed switch is in the 115 position, the number-five
valve solenoid (6) is energized. When the rotor speed switch is in the 160
2. P1-pressure tap position, the number-six solenoid (5) is energized. When the rotor
3. P3-pressure tap speed switch is in the 215 position, the number-three solenoid (4) is
4. Number-three solenoid energized.
5. Number-six solenoid
6. Number-five solenoid Pressure in the transmission circuit can be measured at the P1-
pressure tap (2). Lube pressure can be measured at the P3-pressure
tap (3). With the engine operating at high idle, P1-pressure should
be 1929 ± 69 kPa (280 ± 10 psi), and P3-pressure should be 689 ±
207 kPa (100 ± 30 psi).
216
QESV1123-01
7 8
10 14
11
12
15
13
SLIDE 77-71_1_3
SLIDE 151
When the rotor transmission control valve is removed, the following • Rotor transmission
passages and components are visible: control valve
• number-one clutch passage (7) • Component location

7. Number-one clutch
• number-three clutch passage (8) passage
8. Number-three clutch
• lube return check valve (9) passage
9. Lube return check
• number-two clutch passage (10)
valve
• supply passage (11) 10. Number-two clutch
passage
• lube passage (12) 11. Supply passage
12. Lube passage
• oil cooler bypass passage (13) 13. Oil cooler bypass
passage
• drain passage (14) 14. Drain passage
15. Load piston drain
• load piston drain passage (15). passage
217
QESV1123-01
16
17 18
SLIDE 78-72_1_3
SLIDE 152
• Top of rotor transmission With the control valve removed, the oil cooler bypass relief valve
(16) is visible. The relief valve is set to 965 kPa (140 psi). When the
pressure reaches the relief setting, the relief valve opens, and oil is
directed into the transmission lube line through passages in the
transmission case.
• Component location A flow control valve is located in the supply inlet port (17). The flow
16. Oil cooler bypass control valve ensures that 27-to-34 L/min (7-to-9 U.S. gal/min) of oil
relief valve flows to the control valve. Excess oil is directed into the
17. Inlet port transmission lube circuit.
18. Transmission lube
port The transmission lube inlet port (18) from the oil cooler contains a
275 kPa (40 psi) check valve which maintains back pressure to force
oil to lubricate the engine flywheel and pump drive gear.
218
QESV1123-01
P2 RM-500
(PLUGGED)
3 ROTOR TRANSMISSION
VALVE
NEUTRAL
THIRD-SPEED SELECTOR SPOOL

PLUG SPOOL
CHECK VALVE
LOAD PISTON 3 NUMBER-THREE CLUTCH
MODULATING RELIEF VALVE

P3
TO OIL COOLER,
SECOND-SPEED SELECTOR SPOOL
TRANSMISSION,
AND ENGINE
GEAR LUBE
NUMBER-TWO CLUTCH 2 NUMBER-ONE CLUTCH
FIRST-SPEED SELECTOR SPOOL

5 1
ROTOR SOLENOID CLUTCH
SPEED ENERGIZED APPLIED
1 5 2
2 6 1
3 3 3
N -- --
6
P1
PUMP SUPPLY
0303061336_2_6
SLIDE 153
The transmission control valve contains the following five main • Rotor transmission valve,
components: NEUTRAL
• Solenoid valves—The transmission control valve is equipped with

three solenoid valves. The solenoid valves control the flow of oil to
the selector spools.
• Selector spools—The transmission control valve is equipped with

three selector spools. The selector spools route oil to the
transmission clutches.
• Modulating relief valve—The modulating relief valve works in

conjunction with the load piston to provide a controlled pressure
rise in the transmission clutches, and to control P1-pressure. This
valve directs excess oil into the lube circuit.
• Load piston—The load piston works in conjunction with the

modulating relief valve to provide a controlled pressure rise in the
transmission clutches, and to control P1-pressure.
219
QESV1123-01
• Check valve—The check valve senses P1-pressure. During shifts,

the check valve opens the load piston cavity to the lube circuit.
After the shift occurs, the check valve closes the passage from the
load piston to the lube circuit. This action allows the modulating
relief valve to complete a controlled pressure rise.
Supply oil from the transmission pump flows to the three solenoid
valves and to the three selector spools. When the rotor transmission
is in NEUTRAL, P1-oil in the slug cavities of the selector spools
maintains all of the spools in the clutch-disengaged position.
P1-oil in the slug chamber of the modulating relief valve and in the
load piston cavity maintains the modulating relief valve and load
piston in positions which allow excess P1-oil to flow into the lube
circuit.
P1-oil in the slug chamber of the check valve keeps the check valve
closed.
220
QESV1123-01
RM-500 ROTOR TRANSMISSION

PRESSURE CONTROL
CHECK VALVE
P3
TO OIL COOLER,
TRANSMISSION NORMAL OPERATION
& ENGINE
GEAR LUBE
P1

LOAD PISTON
CLUTCH FILL AND

RESET (DUMP)
P1
CLUTCH FILL AND

START OF MODULATION
P1
0306060627_2
SLIDE 154
The modulating relief valve and load piston work together in order • Rotor transmission
to control P1-pressure. These components also control the increase pressure control
of pressure during clutch engagement. The check valve senses low
P1-pressure during a shift. When this occurs, the check valve moves
to the right. This movement opens the load piston cavity to the lube
circuit. The check valve closes after the clutch fills, and the
modulating relief valve and load piston complete a controlled
pressure rise.
The normal condition represents when the transmission is in

NEUTRAL, or when a clutch is fully engaged. In the normal
condition, P1-oil fills the slug chamber of the modulating relief valve
and the slug chamber of the check valve. Oil meters through a
screened orifice in the check valve and into the load piston chamber.
Reduced-pressure oil acts against the load piston and the
modulating relief valve. As a result, P1-pressure is limited by the
spring force on the load piston, and the modulating relief valve
meters excess flow into the lube circuit.
221
QESV1123-01
During the clutch-fill-and-reset condition, P1-pressure momentarily

decreases. The decrease in pressure allows the check valve to move
to the right. The check valve opens the load piston cavity to the
drain. The load piston springs move the load piston to the right until
the load piston contacts the modulating relief valve. The modulating
relief valve then moves right. Movement of the modulating relief
valve blocks the passage to the P3-circuit.
At the start of modulation, P1-pressure increases to the initial

pressure setting. Pressure in the slug chamber of the modulating
relief valve moves the valve to the left. P1-pressure in the slug
chamber of the check valve closes the check valve. At this time, oil
flows through the screened orifice and into the load piston chamber.
The controlled increase in pressure continues until the normal
condition is reached.
222
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P2 RM-500
(PLUGGED)
VALVE
FIRST SPEED

PLUG SPOOL
CHECK VALVE

P3
TO OIL COOLER,
TRANSMISSION,
AND ENGINE
GEAR LUBE

5 1
1 5 2
2 6 1
3 3 3
N -- --
6
P1
PUMP SUPPLY
0303061336_3_6
SLIDE 155
When the rotor speed switch is in the 115 position, the number-five • Rotor transmission valve,
solenoid is energized. The number-five solenoid directs P1-oil to the FIRST SPEED
right end of the first-speed selector spool. The first-speed selector
spool shifts to the left. This shift opens a passage to the number-two
clutch, and the number-two clutch engages.
When the first-speed selector spool is shifted to the left, P1-oil is

blocked from the number-three solenoid and the number-six
solenoid. The passages to these solenoids are open to the lube
circuit.
NOTE: The cascading oil flow to the solenoid valves prevents

multiple clutch engagement.
223
QESV1123-01
P2 RM-500
(PLUGGED)
VALVE
SECOND SPEED

PLUG SPOOL
CHECK VALVE

P3
TO OIL COOLER,
TRANSMISSION,
AND ENGINE
GEAR LUBE

5 1
1 5 2
2 6 1
3 3 3
N -- --
6
P1
PUMP SUPPLY
0303061336_4_6
SLIDE 156
• Rotor transmission valve, When the rotor speed switch is in the 160 position, the number-six
SECOND SPEED solenoid is energized. The number-six solenoid directs P1-oil to the
left end of the second-speed selector spool. The second-speed
selector spool shifts to the right. This shift opens a passage to the
number-one clutch, and the number-one clutch engages.
NOTE: P1-oil cascades through the first-speed selector spool to the

second-speed selector spool. P1-oil is not available at the number-
three solenoid.
224
QESV1123-01
P2 RM-500
(PLUGGED)
VALVE
THIRD SPEED

PLUG SPOOL
CHECK VALVE

P3
TO OIL COOLER,
TRANSMISSION,
AND ENGINE
GEAR LUBE

5 1
1 5 2
2 6 1
3 3 3
N -- --
6
P1
PUMP SUPPLY
0303061336_5_6
SLIDE 157
When the rotor speed switch is in the 215 position, the number- • Rotor transmission valve,
three solenoid is energized. The number-three solenoid directs P1-oil THIRD SPEED
to the left end of the third-speed selector spool. The third-speed
selector spool shifts to the right. This shift opens a passage to the
number-three clutch, and the number-three clutch engages.
NOTE: P1-oil cascades through the first-speed selector spool and

through the second-speed selector spool before it reaches the third-
speed selector spool and the number-three solenoid.
225
QESV1123-01
PLANET CARRIER RM-500 ROTOR TRANSMISSION

NUMBER-TWO CLUTCH FIRST SPEED
NUMBER-ONE CLUTCH
NUMBER-THREE CLUTCH
NUMBER-THREE CLUTCH HOUSING
FRONT RING GEAR
LUBE
RELIEF
SUN GEAR
INPUT SHAFT OUTPUT SHAFT AND

DRIVELINE FLANGE
SUN GEAR HUB
FRONT PLANET GEARS

(6 EACH)
INPUT RING GEAR
REAR PLANET GEARS
SHOWS POWER DISTRIBUTION
(3 EACH)
0306061018_2_5
SLIDE 158
ROTOR TRANSMISSION
• Rotor transmission, first The rotor transmission contains two planetary gear sets and three
speed clutches. When the rotor speed switch is in the 115 position, the
number-two clutch is engaged.
The input shaft transfers power from the engine flywheel to the
input ring gear. The input ring gear transfers power to the rear
planet gears, which rotate the sun gear. The two planetary gear sets
share a common sun gear and planet carrier. The sun gear rotates
the front planet gears.
Since the number-two clutch holds the front ring gear stationary, the
front planet gears walk around the front ring gear. This motion
causes the planet carrier to rotate in the same direction as the input
shaft. The planet carrier is bolted to the number-three clutch
housing, and the number-three clutch housing is splined to the
output shaft.
226
QESV1123-01

NUMBER-TWO CLUTCH SECOND SPEED
NUMBER-ONE CLUTCH
NUMBER-THREE CLUTCH
FRONT RING GEAR
LUBE
RELIEF
SUN GEAR

DRIVELINE FLANGE
SUN GEAR HUB
FRONT PLANET GEARS

(6 EACH)
INPUT RING GEAR
REAR PLANET GEARS
(3 EACH)
0306061018_3_5
SLIDE 159
When the rotor speed switch is in the 160 position, the number-one • Rotor transmission,
clutch is engaged. Rotation of the input shaft turns the input ring second speed
gear. The input ring gear transfers power to the rear planet gears.
Since the number-one clutch holds the sun gear stationary, the rear
planet gears walk around the sun gear. This motion causes the
planet carrier to rotate in the same direction as the input shaft. The
planet carrier transfers power to the output shaft through the
number-three clutch housing.
227
QESV1123-01

NUMBER-TWO CLUTCH THIRD SPEED
NUMBER-ONE CLUTCH
NUMBER-THREE CLUTCH
FRONT RING GEAR
LUBE
RELIEF
SUN GEAR

DRIVELINE FLANGE
SUN GEAR HUB
FRONT PLANET GEARS

(6 EACH)
INPUT RING GEAR
REAR PLANET GEARS
(3 EACH)
0306061018_4_5
SLIDE 160
• Rotor transmission, third When the rotor speed switch is in the 215 position, the number-
speed three clutch is engaged. Rotation of the input shaft turns the input
ring gear. The number-three clutch connects the input ring gear to
the number-three clutch housing. In this case, power transfers from
the input shaft to the output shaft without a speed reduction.
228
QESV1123-01
IMG_1846_1_3
SLIDE 161
TORQUE LIMITING COUPLER
NOTE: A shear disc is the standard coupling mechanism between • Under machine
the rotor transmission and the rotor axle. On the standard machine,
the shear bolt will break if the rotor strikes an immovable object.
When the shear bolt is broken, the transmission is disconnected
from the rotor axle. The machine must be stopped for repair after
the shear bolt breaks.
The machine may be equipped with an optional torque limiter (2). • Component location
On these machines, power transfers from the rotor transmission to 1. Input flange of rotor
the optional torque limiter through a U-joint drive line. The torque axle
limiter bolts directly to the input flange (1) of the rotor axle. 2. Torque limiter
The torque limiter (2) is a friction joint, which is spring loaded. The
joint slips when the rotor encounters shock loads. The torque limiter
is self-resetting, so the machine does not need to be stopped for
repairs after the rotor encounters a shock load. The torque limiter
can withstand 6552 ± 1311 N•m (4818 ± 964 lb ft) of torque before
slipping. If the rotor strikes an immovable object, the torque limiter
can absorb enough energy to stall the engine.
229
QESV1123-01
RM-500 TORQUE LIMITER
WEAR INDICATOR
SPRING BOLTS PRESSURE PLATE
OUTPUT HUB
INPUT HUB
FRICTION PLATES
FRICTION DISKS
SECTION A A
0306061439_3_4_5
SLIDE 162
• Cross section—torque The torque limiter (1) contains friction disks and friction plates. The
limiter friction disks are splined to the output hub. The friction plates are
connected to the input hub.
The spring bolts pull the input hub and the pressure plate together.
These bolts compress the friction disks and the friction plates. The
quantity and strength of the spring bolts determines the torque
limiter’s capacity. The spring cups are color coded according to the
forces they exert. The torque limiter has six red, four blue, and two
white spring cup assemblies.
The torque limiter is equipped with two wear indicator pins. The
torque limiter mechanism must be rebuilt when the wear indicator
pins protrude beyond the outer surface of the pressure plate. The
torque capacity may decrease rapidly if the limiter is allowed to
wear beyond this point.
NOTE: For additional information about maintenance of the

torque limiter, refer to Operation and Maintenance Manual, Form
REHS2768.
230
QESV1123-01
2
1
2
3
4
IMG_1870_1_3
SLIDE 163
ROTOR AXLE
The rotor axle (4) is a single-speed axle with a planetary gear • Under machine
reducer (2) mounted at each end. A frame mounting plate (1) is
bolted to each gear reducer. The frame mounting plate connect the
rotor axle to the machine frame.
Each planetary gear reducer drives a sprocket, which is located in • Component location
the chain case (3). A flanged spacer tube (not shown) maintains 1. Frame mounting plate
proper alignment of the chain cases. The chain cases pivot around 2. Planetary gear reducer
the rotor axle. 3. Chain case
4. Rotor axle
NOTE: The rotor provides up-cutting action.
231
QESV1123-01
3
6
IMG_1854_1_3
SLIDE 164
• Right side of machine The sprocket that is driven by the planetary gear reducer (2) is
located inside the chain case (3). The sprocket drives a chain, which
drives the rotor. The chain case has three access ports. The cover
plates (6) over these ports can be removed in order to inspect the
rotor drive chain.
• Component location NOTE: The above photo shows the chain case of a pre-production
3. Chain case machine. The reservoir (5) is not on the production machines. Refer
5. Reservoir to the next illustration for the location of the reservoir.
6. Cover plates
232
QESV1123-01
6 7 8
IMG_2329A_1_3
SLIDE 165
The rotor bearings are lubricated with 30W engine oil. The oil • Front of hydraulic tank
reservoir (6) for the bearings is mounted to the front of the hydraulic
oil tank. The reservoir contains two compartments. The
compartments share a common fill port (7). A breather (8) is located
on top of the reservoir.
The reservoir (6) is made of translucent plastic. The divider between • Component location
the two compartments indicates the level of oil in the reservoir. The 6. Reservoir
oil level should be higher than the divider. 7. Fill port
8. Breather
233
QESV1123-01
2
IMG_1938_1_4
SLIDE 166
ROTOR BRAKE
• Under machine The rotor brake (1) is located on the drive line between the rotor
transmission and the torque limiter. The brake holds the rotor
against the drag of the transmission when the rotor is not operating.
The deck of the operator’s platform provides access to the rotor
brake. The cover plate on the bottom of the machine also provides
access to the brake.
• Component location The rotor brake (1) is spring applied and hydraulically released.
1. Rotor brake When the brake is applied, the calipers hold the disk (2). The disk is
2. Disk connected to the drive line between the transmission and the torque
limiter.
The auxiliary hydraulic system supplies oil to release the brake, and
the machine ECM controls brake operation. The brake solenoids are
located on the front auxiliary manifold. When the rotor mode
switch on the instrument panel is in the OFF position, the rotor
brake is engaged.
234
QESV1123-01
3 4
5
6
IMG_1838_1_5
SLIDE 167
The front auxiliary manifold is located behind the operator’s • Behind operator’s
platform on the left side of the machine. The auxiliary pump platform
provides oil to the manifold through the P-port. The oil is returned
to the hydraulic tank through the T-port.
The rotor brake solenoid (3) and the rotor brake check solenoid (4) • Component location
are located on the top face of the front manifold. The machine ECM 3. Rotor brake solenoid
controls the rotor brake solenoid. When the solenoid is energized, 4. Rotor brake check
the rotor brake is released. solenoid
5. Pressure reducing
The rotor service switch controls the brake check solenoid (4). This valve
solenoid is energized when the rotor service switch is in the 6. Pressure tap
OPERATE position. When energized, the brake check solenoid
allows supply oil from the rotor brake solenoid to flow out the B2-
port of the auxiliary manifold to the rotor brake. When de-
energized, the brake check solenoid allows supply oil from the
accessory pump to release the rotor brake.
NOTE: For additional information about the rotor brake check

solenoid (4), refer to “Accessory Circuit,” in this publication.
The pressure reducing valve (5) for the rotor brake circuit is located
on the rear face of the front manifold. This valve limits the pressure
that is available to release the rotor brake to 10 350 ± 170 kPa
(1500 ± 25 psi). The pressure downstream from the pressure
reducing valve can be checked at the pressure tap (6) in the G2-port
of the front auxiliary manifold.
235
QESV1123-01
RM-500 ROTOR DRIVE SYSTEM

NUMBER-FIVE NUMBER-SIX NUMBER-THREE
ROTOR BRAKE ROTOR BRAKE SOLENOID SOLENOID SOLENOID
CHECK SOLENOID SOLENOID (FIRST GEAR) (SECOND GEAR) (THIRD GEAR)
GN
GN
GN
GN
GN
GN
MACHINE ECM A CONNECTOR
1
2
1
2
235-BK 235-BK 6 BATTERY ( )
1
2
1
2
1
2
923-GY 7 ROTOR TRANSMISSION 3
958-YL
200-BK
720-PU
200-BK
922-BR 8 ROTOR TRANSMISSION 2
921-WH
235-BK
922-BR
235-BK
923-GY
235-BK
921-WH 9 ROTOR TRANSMISSION 1
720-PU 17 ROTOR BRAKE SOLENOID
419-YL 21 ROTOR SERVICE SWITCH
235-BK
922-BR
921-WH MACHINE ECM B CONNECTOR
720-PU
119-PK 119-PK F712-GY 7 CAN LOW
8 419-YL F711-GN 8 CAN HIGH
OPERATE SERVICE A249-BK 13 CAN SHIELD
CB12 C854-PK 14 ROTOR HEIGHT
1
419-YL
ROTOR DEPTH C234-BK 22 SENSOR GROUND
119-PK 3 SENDER
146-GY 2 +V A 119-PK
8 4 C234-BK
146-GY 958-YL GROUND B
6 SIGNAL C C854-PK
CB16 5
959-WH ELECTRONIC DISPLAY GROUP
7 306-BR
24-PIN CONNECTOR
307-GN 9
103-YL OFF ON P719-YL 6 LOAD CONTROL SWITCH
8 8
10 1
2
CB13 12 103-YL 3
11 P719-YL
ELECTRONIC DISPLAY GROUP
B+ FROM MAIN ROTOR SERVICE SWITCH LOAD CONTROL 40-PIN CONNECTOR
POWER RELAY 958-YL SWITCH 200-BK 9 BATTERY ( )
103-YL 103-YL 103-YL 10 BATTERY (+)
P716-WH P716-WH 13 ROTOR SPEED SWITCH 0
P718-BR P718-BR 14 ROTOR SPEED SWITCH 1
K712-OR K712-OR 15 ROTOR ENGAGE SWITCH
2 K713-YL K713-YL 16 ROTOR DISENGAGE SWITCH
1 3
15 150-RD 1 F711-GN 19 CAN HIGH
2 P716-WH A249-BK 20 CAN SHIELD
103-YL 3 F712-GY 30 CAN LOW
CB7
103-YL 4 CAN RESISTOR

5 P718-BR
6 ENGINE ECM J1 CONNECTOR
A F711-GN
B+ FROM ROTOR B F712-GY F712-GY 34 CAN LOW
MAIN CIRCUIT SPEED SWITCH C A249-BK A249-BK 42 CAN SHIELD
BREAKER K712-OR 150-RD 48 BATTERY (+)
K713-YL F711-GN 50 CAN HIGH
150-RD 150-RD 52 BATTERY (+)
ON OFF 150-RD 53 BATTERY (+)
1 150-RD 55 BATTERY (+)
2 K712-OR SECONDARY ENGINE 229-BK 61 BATTERY ( )
103-YL 3 SPEED AND TIMING SENSOR 229-BK BATTERY ( )
K713-YL 63
SIGNAL ( ) BK 1 E963-BK
4 SIGNAL (+) WH 2 E964-WH
5
6
PRIMARY ENGINE ENGINE ECM J2 CONNECTOR
ROTOR
CONTROL SWITCH SPEED AND TIMING SENSOR E964-WH 48 SECONDARY ENGINE SPEED TIMING (+)
150-RD E963-BK 49 SECONDARY ENGINE SPEED TIMING ( )
SIGNAL ( ) 1 E965-BU E966-YL 58 PRIMARY ENGINE SPEED TIMING (+)
SIGNAL (+) 2 E966-YL E965-BU 59 PRIMARY ENGINE SPEED TIMING ( )
0228060809_2_3
SLIDE 168
ELECTRICAL SCHEMATIC (ROTOR DRIVE SYSTEM)
• Electrical schematic— NOTE: The electrical system on this machine is wired according to
rotor drive system the Caterpillar corporate wiring system. In Caterpillar corporate
wiring, each wire has a color and a number, and each color and
are negative; and orange wires are found in starting circuits. The
• Power distribution When the electrical disconnect switch is in the ON position, power
is available at the main circuit breaker. Power transfers from the
main circuit breaker to circuit breaker CB7. When the engine start
switch is in the ON position, the main power relay is energized.
When the main power relay is energized, power is distributed to
circuit breaker CB12, circuit breaker CB13, and circuit breaker
CB16.
236
QESV1123-01
The 150-RD wire transfers power from circuit breaker CB7 to the • Circuit breaker CB7
following places:
• terminal J1-53 of the engine ECM.
The 119-PK wire transfers power from circuit breaker CB12 to the • Circuit breaker CB12
following components:
• pin “A” of the rotor depth sensor
The 103-YL wire distributes power from circuit breaker CB13 to the • Circuit breaker CB13
following components:

group
• contact 2 and contact 5 of the rotor speed switch
• contact 2 of the rotor control switch.
The 146-GY wire distributes power from circuit breaker CB16 to • Circuit breaker CB16
contact 5 of the rotor service switch.
The rotor control switch provides input to terminal 15 and to • Rotor OFF
The electronic display group monitors the status of the circuit at
these terminals in order to determine the position of the rotor
control switch.
When the rotor control switch is in the OFF position, the circuit at
terminal 16 of the 40-pin connector on the electronic display group
is closed, and the circuit at terminal 17 of this connector is open.
The electronic display group broadcasts the position of the rotor
control switch to the machine ECM through the CAN Buss. When
the rotor control switch is in the OFF position, the machine ECM
does not energize the rotor brake solenoid, nor does the ECM
energize any of the rotor transmission solenoids.
237
QESV1123-01
• Rotor brake check When the rotor service switch is in the OPERATE position, contact
solenoid 4 and contact 5 of the switch are closed. In this case, the 958-YL
wire transfers power to the rotor brake check solenoid. The rotor
engagement parameters have no impact on the operation of the
rotor brake check solenoid. The rotor brake check solenoid is
energized during normal machine operation, regardless of the
condition of the rotor.
• Rotor engagement When the rotor control switch is in the ON position, the circuit at
parameters terminal 16 of the 40-pin connector on the electronic display group
is open, and the circuit at terminal 17 of this connector is closed.
This circuit status prompts the machine ECM to determine if the
rotor engagement parameters are met.
The rotor engagement parameters are as follows:
• The rotor control switch must have been in the OFF position when
the engine was started, or the system must have been reset after
the engine was started.
• The engine must be at low idle.
• The rotor must be at the travel height.
• The rotor service switch must be in the OPERATE position.
If the machine ECM determines that the rotor control switch was in
the ON position while the engine was started, the machine ECM
will not engage the rotor, and the system generates an operator error.
In order to clear the error and reset the system, the operator must
move the rotor control switch into the OFF position.
The engine ECM monitors the speed and timing sensors in order to
determine the speed of the engine. The engine ECM monitors the
primary engine speed and timing sensor at terminal J2-58 and
terminal J2-59. The engine ECM monitors the secondary engine
speed and timing sensor at terminal J2-48 and terminal J2-49. The
engine ECM converts the input signals from the engine speed and
timing sensors into an engine speed value. The machine ECM reads
the engine speed input across the CAN Buss.
If the engine speed is greater than the low-idle specification when the
rotor control switch is moved into the ON position, the machine
ECM will not engage the rotor, and the system generates an operator
error. In order to clear the error and reset the system, the operator
must move the rotor control switch into the OFF position. The
operator must return the engine to low idle before the rotor control
switch is moved back to the ON position.
238
QESV1123-01
The rotor depth sender sends a pulse-width-modulated signal to

terminal B14 of the machine ECM. This sender is grounded through
the common sensor ground at terminal B22 of the machine ECM.
The machine ECM converts the pulse-width-modulated signal from
the rotor depth sender to an actual-depth value for the rotor.
If the machine ECM determines that the height of the rotor is less
than the service-height specification when the rotor service switch is
moved into the ON position, the machine ECM will not engage the
rotor, and the system generates an operator error. In order to clear
the error and reset the system, the operator must move the rotor
control switch into the OFF position. The operator must raise the
rotor to the travel height before the rotor control switch is moved
back to the ON position.
The machine ECM monitors the position of the rotor service switch
at terminal A21. When the rotor service switch is in the OPERATE
position, the 419-YL wire transfers an input signal to terminal A21
of the machine ECM. When the rotor service switch is in the
SERVICE position, the circuit at terminal A21 of the machine ECM
is open. If the machine ECM determines that the rotor service switch
is in the SERVICE position, the machine ECM will not engage the
rotor.
If the machine ECM determines that all rotor engagement • Rotor engagement
parameters are met, the ECM generates an output signal at terminal
A17. The 720-PU wire transfers this signal to the rotor brake
solenoid. After a three-to-four-second delay, the machine ECM
generates a second output signal. This signal originates from
terminal A9. The 921-WH wire transfers this signal to the number-
five solenoid.
The delay between the release of the brake and the engagement of
the rotor ensures that the rotor brake is completely released before
the rotor is engaged. The machine ECM always engages the rotor in
the lowest gear, regardless of the position of the rotor speed switch.
The electronic display group monitors the circuits at terminal 13 • Rotor speed control
and terminal 14 of the 40-pin connector in order to determine the
position of the rotor speed switch. The P716-WH wire connects
contact 1 of the rotor speed switch to terminal 13 of the 40-pin
connector on the electronic display group. The P718-BR wire
connects contact 6 of the rotor speed switch to terminal 14 of the
40-pin connector on the electronic display group.
239
QESV1123-01
When the rotor speed switch is in the 115 position, the circuit at
terminal 13 of the 40-pin connector on the electronic display group
is closed. In this case, the circuit at terminal 14 of the 40-pin
connector is open. When the rotor speed switch is in the 160
position, the circuit at terminal 13 and the circuit at terminal 14 of
the 40-pin connector are open. When the rotor speed switch is in the
215 position, the circuit at terminal 14 of the 40-pin connector is
closed, and the circuit at terminal 13 is open.
The electronic display group broadcasts the position of the rotor

speed switch to the machine ECM through the CAN Buss. If the
rotor speed switch is not in the 115 position when the machine
ECM engages the rotor, the ECM will advance the rotor
transmission to the selected rotor speed, as long as the engine
remains at low idle.
The machine ECM will only allow the operator to change the rotor
speed when the engine is operating at low idle. If the operator
attempts to change the rotor speed while the engine speed is greater
than low idle, the system generates an operator error. In this case,
the rotor speed remains constant. In order to reset the system, the
rotor speed switch must be returned to the position that matches the
current rotor speed.
When the rotor speed switch is in the 160 position, the machine
ECM directs an output signal from terminal A8 to the number-six
solenoid. When the rotor speed switch is in the 215 position, the
machine ECM directs an output signal from terminal A7 to the
number-three solenoid.
The machine ECM forces the rotor to shift in a sequence. Only one
shift can be made at a time. The machine ECM creates a time delay
between shifts. The upshift delay and the downshift delay are both
two-to-three seconds.
• Load control Terminal 6 of the 24-pin connector on the electronic display group
monitors the position of the load control switch. When the load
control switch is in the OFF position, the circuit at terminal 6 of the
24-pin connector is open. When the load control switch is in the ON
position, the circuit at terminal 6 of the 24-pin connector is closed.
When the load control system is ON, the machine ECM monitors
the engine speed. If the engine speed drops below 1400 RPM while
the machine is operating, the machine ECM stops the propulsion
system. If the engine speed remains less than 1400 RPM for two
seconds, the machine ECM will stop the rotor.
240
QESV1123-01
When the machine ECM determines that the rotor control switch is • Rotor disengagement
moved into the OFF position while the rotor is operating, the ECM
discontinues the signal to the currently energized clutch solenoid.
After a three-to-four-second delay, the machine ECM discontinues
the signal to the rotor brake. The delay allows the rotor to slow
before the brake is engaged.
The machine ECM will immediately disengage the rotor under • Failure modes
abnormal operating conditions. The following is a summary of the
failure modes which cause the ECM to disengage the rotor:
If the machine ECM determines that the input signals from the rotor
control switch are faulty, the ECM will not engage the rotor.
If the machine ECM determines that the circuit to the rotor brake
solenoid is open or the circuit contains a short to ground, the ECM
will not engage the rotor.
If the machine ECM determines that the circuit to any of the clutch
solenoids is either open or that one of the circuits contains a short to
ground, the ECM disengages the rotor.
If the machine ECM determines that the circuit to any of the clutch
solenoids contains a short to battery, the machine ECM immediately
sets the rotor brake.
241
QESV1123-01
RM-500 ROTOR DRIVE AND LUBRICATION SYSTEM

ROTOR DISENGAGED
FILTER PRESSURE SWITCH TRANSMISSION LUBE INLET RELIEF VALVE

DIFFERENTIAL PRESSURE VALVE
SOS P ROTOR AXLE BRAKE
FLOW CONTROL VALVE
ROTOR TRANSMISSION FILTER P3 P1

FROM RAB-PORT
ROTOR BRAKE VALVE
TRANSMISSION
CONTROL
VALVE FRONT AUXILIARY
MANIFOLD
PLUG
SPOOL G2 RPG
ROTOR
TRANSMISSION
OIL COOLER ROTOR BRAKE
CHECK SOLENOID
LOAD PISTON
ROTOR ROTOR ROTOR BRAKE
TRANSMISSION TRANSMISSION SOLENOID
RELIEF VALVE LUBRICATION
CHECK VALVE SHIFT SPOOL
NO. 5 CLUTCH
SOLENOID
NO. 5 CLUTCH
PRESSURE SEQUENCE
REDUCING VALVE
SHIFT SPOOL VALVE
FLYWHEEL TRANS-
MISSION NO. 6 CLUTCH
GEAR SOLENOID
LUBE GEAR
LUBE NO. 6 CLUTCH P
ROTOR
TRANSMISSION
GEAR PUMP SHIFT SPOOL TP1
NO. 3 CLUTCH MAIN
SOLENOID RELIEF
NO. 3 CLUTCH VALVE
T
SUCTION TP2
STRAINER ROTOR TRANSMISSION
SUMP
0127060744_2_5
SLIDE 169
HYDRAULIC SCHEMATIC (ROTOR DRIVE SYSTEM)
• Hydraulic schematic— When the engine is operating, the rotor transmission pump draws
rotor disengaged oil from the rotor transmission sump, through a suction screen.
Supply oil from the pump flows to the rotor transmission relief valve
and to the rotor transmission filter. The transmission filter housing
contains a bypass valve. If the pressure differential across the filter is
greater than 345 kPa (50 psi), the bypass valve opens, and pump
supply oil flows directly to the rotor transmission control valve.
• Lubrication circuit The flow control valve divides the supply oil between the lube circuit
and the transmission control circuit. This valve ensures that the
transmission control circuit receives enough flow to engage the rotor
transmission.
Lube oil is directed to the differential pressure valve and to the rotor
transmission oil cooler. The differential pressure valve ensures that
transmission gear lube receives flow. Outlet oil from the oil cooler is
directed through the flywheel gear lube.
242
QESV1123-01
The flywheel gears and the internal components of the rotor

transmission are splash lubricated. Inlet oil to these components
drains into the rotor transmission sump.
When the rotor is disengaged, the shift spools open passages • Transmission control
between the clutch chambers and the rotor transmission sump. In valve
this case, none of the clutches are engaged, and the rotor
transmission is in neutral.
The auxiliary pump directs oil to the P-port of the front auxiliary • Rotor brake ENGAGED
manifold. This oil flows through the pressure reducing valve and
becomes available at the rotor brake solenoid. When the rotor is
disengaged, the rotor brake solenoid is de-energized. In this case, oil
is not available to release the rotor brake.
When the rotor service switch is in the OPERATE position, the rotor
brake check solenoid is energized. In this case, return oil from the
rotor axle brake is directed into the return line of the front auxiliary
manifold.
243
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ROTOR BRAKE RELEASE

FLOW CONTROL VALVE

FROM RAB-PORT
ROTOR BRAKE VALVE
TRANSMISSION
CONTROL
MANIFOLD
PLUG
SPOOL G2 RPG
ROTOR
TRANSMISSION
CHECK SOLENOID
LOAD PISTON
NO. 5 CLUTCH
SOLENOID
NO. 5 CLUTCH
PRESSURE SEQUENCE
REDUCING VALVE
SHIFT SPOOL VALVE
FLYWHEEL TRANS-
GEAR SOLENOID
LUBE GEAR
LUBE NO. 6 CLUTCH P
ROTOR
TRANSMISSION
NO. 3 CLUTCH MAIN
SOLENOID RELIEF
NO. 3 CLUTCH VALVE
T
SUCTION TP2
SUMP
0127060744_3_5
SLIDE 170
• Hydraulic schematic— When the rotor engagement parameters have been met, the machine
rotor brake released ECM energizes the rotor brake solenoid. In this case oil flows out
the RPG-port of the front auxiliary manifold and through an orifice.
Downstream from the orifice, oil flows into the rotor brake
chamber. The orifice provides a controlled release of the rotor brake.
244
QESV1123-01

ROTOR ENGAGED

FLOW CONTROL VALVE

FROM RAB-PORT
ROTOR BRAKE VALVE
TRANSMISSION
CONTROL
MANIFOLD
PLUG
SPOOL G2 RPG
ROTOR
TRANSMISSION
CHECK SOLENOID
LOAD PISTON
NO. 5 CLUTCH
SOLENOID
NO. 5 CLUTCH
PRESSURE SEQUENCE
REDUCING VALVE
SHIFT SPOOL VALVE
FLYWHEEL TRANS-
GEAR SOLENOID
LUBE GEAR
LUBE NO. 6 CLUTCH P
ROTOR
TRANSMISSION
NO. 3 CLUTCH MAIN
SOLENOID RELIEF
NO. 3 CLUTCH VALVE
T
SUCTION TP2
SUMP
0127060744_4_5
SLIDE 171
After the machine ECM has provided a sufficient amount of time for • Hydraulic schematic—
the rotor brake to completely release, the ECM generates an output rotor engaged
signal to the number-five clutch solenoid. This solenoid energizes,
and oil moves the shift spool. The shift spool opens a passage for
supply oil to flow into the number-five clutch. The shift spool also
opens the downstream control valves to the rotor transmission
sump. The number-five clutch engages, and the rotor operates at 115
RPM.
NOTE: The transmission control valve on the above schematic is a

simplified representation of the valve. For a detailed operational
description of this valve, refer to the cross sectional views in section
entitled “Transmission Hydraulic Control (Rotor),” in this
publication.
245
QESV1123-01
TDSC00073
SLIDE 172
Accessory System
INTRODUCTION
• Machine general The accessory system contains an electric motor and pump group.
information This group provides the oil for the following functions:
• opening and closing the engine compartment
• manually releasing the rotor brake
• manually releasing the parking brake.
The electric motor and pump group can be used when the engine is
operating and when the engine is off.
• Section description This section of the presentation is divided into various segments.
The segments show the location of the components which are part
of the accessory system. The segments contain a brief discussion on
each of the components in this system.
electrical system and hydraulic oil through the hydraulic system.
246
QESV1123-01

sections.
1 2
IMG_1759_1_6
SLIDE 173
OPERATOR CONTROLS
The rotor service switch (1) and the hood actuation switch (2) are • Left side of machine, to
located on the left side of the machine inside the electrical box which left of steps
is near the steps. The door of the box provides access to these
components.
The rotor service switch (1) is a toggle switch with two positions. • Component location
The bottom position of the switch is the OPERATE position, and 1. Rotor service switch
the top position of the switch is the SERVICE position. Power 2. Hood actuation switch
transfers from circuit breaker CB16 to contact 5 of the switch.
Contact 4 of the switch is connected to the rotor brake check
solenoid. Contact 6 of the switch is connected to the number-four
diode.

power transfers from contact 4 of the switch to the rotor brake
check solenoid. When the rotor service switch is in the SERVICE
position, power transfers from contact 6 of the switch to contact 2
of the number-four diode.
247
QESV1123-01
• Hood actuation switch (2) The hood actuation switch (2) is a toggle switch with three
positions. The bottom position of the switch is the LOWER
position. The center position of the switch is the HOLD position,
and the top position of the switch is the RAISE position. The switch
is spring returned from the RAISE position to the HOLD position.
The switch is also spring returned from the LOWER position to the
HOLD position.
Power transfers from circuit breaker CB3 to contact 2 and to

contact 5 of the hood actuation switch (2). Contact 1 of the switch is
connected to the hood lower solenoid. Contact 3 of the switch is
connected to the hood lift solenoid. Contact 4 and contact 6 of the
switch are connected to a diverter solenoid. These contacts are also
connected to contact 2 of the number-two diode.
1 2 3
IMG_1777_1_15
SLIDE 174
ELECTRICAL COMPONENTS (ACCESSORY SYSTEM)
• Left side of machine, The machine circuit breaker panel (1) is located under the operator’s
behind platform access platform, behind the platform access ladder which is on the left side
ladder of the machine. The circuit breaker panel contains the following
components, which are part of the accessory system:
• Component location • circuit breaker CB16 (2)

4. Accessory relay • accessory relay (4).
248
QESV1123-01

When the electrical disconnect switch is in the ON position, power

from the main circuit breaker is available at circuit breaker CB3 (3).
When the main power relay is energized, power is available at circuit
breaker CB16 (2).
Circuit breaker CB3 (3) is a manual-reset breaker. This circuit • Circuit breaker CB3 (3)
CB3 to contact 2 of the hood actuation switch and to contact 5 of
the hood actuation switch.
The accessory relay (4) controls the coil of the accessory motor • Accessory relay (4)
relay. When the accessory relay is energized, power transfers from
contact 87 of the relay to the coil of the accessory motor relay.
The accessory relay (4) can be energized under any of the following
conditions:
• The electrical disconnect switch is in the ON position, the

accumulator pressure switch is closed, and the hood actuation
switch is in the LOWER position.
• The electrical disconnect switch is in the ON position, the

accumulator pressure switch is closed, and the hood actuation
switch is in the RAISE position.
• The main power relay is energized, the accumulator pressure

switch is closed, and the rotor service switch is in the SERVICE
position.
NOTE: The engine does not need to be operating in any of the

above cases.
249
QESV1123-01
IMG_1809_1_3
SLIDE 175
• Left side of machine, The accessory motor relay (5) and the number-one diode (6) are
circuit breaker panel open located on the left side of the machine under the operator’s platform.
The circuit breaker panel (1) must be opened in order to access these
components.
• Component location The accessory relay (4) controls the accessory motor relay (5). When
5. Accessory motor relay the accessory relay is energized, the accessory motor relay is also
6. Number-one diode energized. When the accessory motor relay is energized, power
transfers from the main circuit breaker to the electric motor and
pump group.
The number-one diode (6) protects the accessory motor relay (5)
from power surges, which can occur just after the coil of the relay is
de-energized.
250
QESV1123-01
IMG_1812_1_3
SLIDE 176
The number-four diode (7) and the number-two diode (8) are • Left side of machine,
located under the operator’s platform, behind the platform access circuit breaker panel open
ladder which is on the left side of the machine. The circuit breaker
panel (1) must be opened in order to access these components.
The number-four diode (7) and the number-two diode (8) allow • Component location
either the rotor service switch or the hood actuation switch to 7. Number-four diode
energize the coil of the accessory relay (4). 8. Number-two diode
251
QESV1123-01
2
1
IMG_1845_1_4
SLIDE 177
ELECTRIC MOTOR AND PUMP GROUP
• Under machine, between The machine is equipped with an accessory motor (1) which drives
front frame and rotor front the accessory pump (2). This electric motor and pump group is
door mounted under the machine. The group is located between the front
frame and the front door of the rotor.
• Component location The accessory motor (1) can operate when the engine is operating or
1. Accessory motor when the engine is stopped. Power from the machine batteries drives
2. Accessory pump the accessory motor. The accessory hydraulic pump (2) provides oil
flow for the following functions:
• opening and closing the engine compartment
• manually releasing the rotor brake
• manually releasing the parking brake.
252
QESV1123-01
1
4
2
5
3
IMG_1844_1_3
SLIDE 178
ENGINE HOOD MANIFOLD
The engine hood manifold (1) is mounted under the machine. This • Under machine, between
manifold is located between the front frame and the front door of front frame and rotor front
the rotor. The engine hood manifold is equipped with three door
solenoids, a pressure tap (4), a pressure reducing valve (5), and a
relief valve (not shown, on top face of manifold). The ports on the
engine hood manifold are marked for identification purposes.
NOTE: The relief valve limits the supply pressure from the
accessory pump to a maximum of 15 500 kPa (2250 psi).
The diverter solenoid (2) is controlled by the hood actuation switch. • Component location
When the hood actuation switch is in the HOLD position, the 1. Engine hood manifold
diverter solenoid is de-energized. When the hood actuation switch is 2. Diverter solenoid
either in the RAISE position or in the LOWER position, the diverter 3. Hood lower solenoid
solenoid is energized. 4. Pressure tap
The diverter solenoid (2) directs oil either to the engine hood valve
solenoids or to the brake release manifold. When the diverter 6. Hood lift solenoid
solenoid is de-energized, oil is directed out the PBV-port to the brake
release manifold. When the diverter solenoid is energized, oil is
directed to the engine hood solenoids.
253
QESV1123-01
• Hood lower solenoid (3) The hood lower solenoid (3) is controlled by the hood actuation
switch. When the switch is in the LOWER position, the hood lower
solenoid is energized. The hood lower solenoid directs oil out the
H2-port of the manifold and into the rod end of the engine hood
cylinder.
• Pressure reducing valve The pressure reducing valve (5) limits the pressure that is available
(5) and pressure tap (4) to the engine hood solenoids to a maximum of 5690 ± 345 kPa (825
± 50 psi). This pressure can be measured at the pressure tap (4), in
the G-port of the manifold.
• Hood lift solenoid (6) The hood lift solenoid (6) is controlled by the hood actuation
switch. When the switch is in the LIFT position, the hood lift
solenoid is energized. The hood lift solenoid directs oil out the H1-
port of the manifold and into the head end of the engine hood
cylinder.
4
2
3
5
6
IMG_1835_1_5
SLIDE 179
• Left side of machine The brake release manifold is located on the left side of the machine,
behind the operator’s platform.
254
QESV1123-01
When the diverter solenoid, on the engine hood manifold is de- • Component location
energized and the accessory pump is operating, oil is directed to the 1. Accumulator
P-port of the brake release manifold. This oil flows to the 2. Diverter valve
accumulator (1), to the diverter valve (2), and to the pressure switch 3. Pressure switch
(3). 4. Needle valve
The accumulator (1) stores hydraulic pressure. The accumulator valve
maintains the pressure in the parking brake circuit or in the rotor 6. Pressure tap (G-port)
brake circuit when the brake has been manually released.
The diverter valve (2) is a simple gate valve. When the valve is
rotated fully counterclockwise, oil from the accessory pump is
directed to the parking brake circuit. When this valve is rotated fully
clockwise, oil from the accessory pump is directed to the rotor
brake.
The pressure switch (3) senses the pressure at the P-port of the brake
release manifold. This pressure switch is normally closed. The
pressure switch is in the ground circuit for the coil of the accessory
relay. When the pressure switch is closed, the accessory motor can
operate. When the pressure switch is open, the accessory motor
cannot operate. The pressure switch controls the cut-in and the cut-
out pressure for the accumulator-charging function.
The needle valve (4) must be closed in order to use the accessory
system to release the parking brakes. When the valve is rotated fully
clockwise, the valve is closed.
The pressure reducing valve (5) limits the pressure in the parking
brake circuit to a maximum of 3800 ± 345 kPa (550 ± 50 psi). Brake
release pressure can be measured at the pressure tap (6) which is
located in the G-port of the manifold.
255
QESV1123-01
IMG_1853_1_3
SLIDE 180
CYLINDER (ENGINE HOOD)
• Inside engine The machine is equipped with one hydraulic cylinder (1) to open
compartment and close the engine compartment. The cylinder is located on the
right side of the engine compartment.
• Component location The hydraulic cylinder (1) is equipped with a counterbalance valve
1. Hydraulic cylinder (2). The counterbalance valve ensures that the engine compartment
(engine compartment does not move unless pump supply oil is sent into one end of the
enclosure) hydraulic cylinder.
2. Counterbalance valve
256
QESV1123-01
RM-500 ACCESSORY CIRCUIT

958-YL
OPERATE SERVICE
1
419-YL
HOOD LOWER ROTOR BRAKE
119-PK 3 SOLENOID CHECK SOLENOID
2
4 958-YL C890-BU 958-YL
146-GY 146-GY 1 1
8 6 959-WH 200-BK 2 200-BK 2
5
CB16 7 343-PK
307-0R 9 200-BK 200-BK
8
10 HOOD LIFT DIVERTER
12 SOLENOID SOLENOID
11
B+ FROM MAIN C889-BR 1 P993-OR 1
POWER RELAY ROTOR SERVICE 200-BK
200-BK 2 2
SWITCH
200-BK 200-BK
HOLD 959-WH
RAISE P993-OR NUMBER-FOUR DIODE
LOWER
1 956-BR 1
2 C890-BU
105-BR 3 959-WH 2
C889-BR A 776-YL
10 105-BR 4 B
P993-OR C 200-BK 200-BK
105-BR 6
CB3 5 P993-OR
956-BR 1
101-RD HOOD ACTUATION PRESSURE P993-OR 2
SWITCH SWITCH
NUMBER-TWO DIODE
105-BR
960-BU
200-BK 960-BU 1
B+ FROM MAIN 200-BK 2
CIRCUIT BREAKER
776-YL
956-BR
200-BK
960-BU
NUMBER-ONE DIODE
ACCESSORY
RELAY
85 86
87
101-RD 777-PU 777-PU + M 200-BK 105-BR 960-BU 200-BK 200-BK
30
ACCESSORY 87A
MOTOR RELAY
ELECTRIC 960-BU
200-BK
MOTOR
0310060735_2_3
SLIDE 181
ELECTRICAL SCHEMATIC (ACCESSORY SYSTEM)
When the electrical disconnect switch is in the ON position, power • Electrical schematic—
from the main circuit breaker is available at the gate of the accessory accessory circuit
motor relay and at circuit breaker CB3. The 105-BR wire transfers
power from circuit breaker CB3 to the following places:
• contact 2 of the hood actuation switch
• contact 5 of the hood actuation switch
• contact 30 of the accessory relay.
When the main power relay is energized, power is available at circuit

breaker CB16. The 146-GY wire transfers power from circuit
breaker CB16 to contact 5 of the rotor service switch.
257
QESV1123-01
• Engine hood LOWER When the hood actuation switch is in the LOWER position, power
transfers into the C890-BU wire and into the P993-OR wire. The
C890-BU wire transfers power to the hood lower solenoid. The
P993-OR wire transfers power to the diverter solenoid and to the
number-two diode. The hood lower solenoid and the diverter
solenoid remain energized until the hood actuation switch is
released from the LOWER position.
Power in the P993-OR wire transfers through the number-two diode

and into the 956-BR wire. This wire transfers power to contact 86
of the accessory relay. The 776-YL wire connects contact 85 of the
accessory relay to the A-contact of the pressure switch. When the
pressure switch is closed, the ground path for the coil of the
accessory relay is complete, and the coil of the relay is energized.
When the coil of the accessory relay is energized, contact 30 and

contact 87 of the relay are closed. In this case, the 960-BU wire
transfers power to the coil of the accessory motor relay, and the coil
of this relay energizes. When the coil of the accessory motor relay is
energized, the 777-PU wire transfers power to the electric motor.
NOTE: The electric motor will operate as long as the pressure

switch is closed. If the pressure switch is open, the ground path for
the coil of the accessory relay is open. In this case, the coil of the
accessory motor relay is de-energized, and the electric motor will not
operate. If the electric motor does not operate when the hood
actuation switch is in the LOWER position, it may be necessary to
release the pressure in the accumulator. The pressure in the
accumulator is released when the diverter valve on the brake release
manifold is opened.
• Engine hood RAISE When the hood actuation switch is in the RAISE position, power
transfers into the C889-BR wire and into the P993-OR wire. The
C889-BR wire transfers power to the hood lift solenoid. The P993-
OR wire transfers power to the diverter solenoid and to the number-
two diode. The hood lift solenoid and the diverter solenoid remain
energized until the hood actuation switch is released from the RAISE
position.
Power in the P993-OR wire transfers through the number-two diode

and into the 956-BR wire. This wire transfers power to contact 86
of the accessory relay. The 776-YL wire connects contact 85 of the
accessory relay to the A-contact of the pressure switch. When the
pressure switch is closed, the ground path for the coil of the
accessory relay is complete, and the coil of the relay is energized.
258
QESV1123-01

NOTE: The electric motor will operate as long as the pressure

switch is closed. If the pressure switch is open, the ground path for
the coil of the accessory relay is open. In this case, the coil of the
accessory motor relay is de-energized, and the electric motor will not
operate. If the electric motor does not operate when the hood
actuation switch is in the RAISE position, it may be necessary to
release the pressure in the accumulator. The pressure in the
accumulator is released when the diverter valve on the brake release
manifold is opened.
The rotor service switch can be used to release the parking brake or • Rotor service switch
to release the rotor brake. When the rotor service switch is in the
SERVICE position, contact 5 and contact 6 of the switch are closed.
In this case, the 959-WH wire transfers power to the number-four
diode.
Power in the P959-WH wire transfers through the number-four

diode and into the 956-BR wire. This wire transfers power to
contact 86 of the accessory relay. The 776-YL wire connects contact
85 of the accessory relay to the A-contact of the pressure switch.
When the pressure switch is closed, the ground path for the coil of
the accessory relay is complete, and the coil of the relay is energized.
The pressure switch senses the pressure in the accumulator.

The electric motor will operate as long as the pressure switch is

closed. When the motor operates, the hydraulic pump generates oil
flow. The oil is directed to either the parking brake circuit or the
rotor brake circuit. In either case, the pressure in the system
increases. When the pressure in the accumulator reaches the
actuation pressure of the pressure switch, the switch opens. When
the pressure switch is open, the ground path for the coil of the
accessory relay is open, the coil of the accessory motor relay is de-
energized, and the electric motor does not operate.
259
QESV1123-01
RM-500 ACCESSORY SYSTEM

ENGINE HOOD RAISE
ELECTRIC MOTOR AND PUMP GROUP ENGINE HOOD SOLENOIDS

SUCTION MANIFOLD DIVERTER SOLENOID
RELIEF VALVE
RETURN FILTER
PUMP ENGINE HOOD
P
H2 CYLINDER
H1
SUCTION SCREEN
M
ROTOR
AXLE BRAKE
DC MOTOR
HYDRAULIC TANK T
COUNTERBALANCE VALVE
PBV FAV G
PRESSURE REDUCING VALVE
ACCUMULATOR
(PARTIAL VIEW)
PRESSURE SWITCH
PPB G2 HP2 RPG
ACC P
ROTOR BRAKE CHECK SOLENOID
ROTOR BRAKE SOLENOID

DIVERTER VALVE
PRESSURE PRESSURE
REDUCING REDUCING SEQUENCE VALVE
VALVE VALVE
PARKING
BRAKES BRK
P
RAB
G
MAIN
T PPB RELIEF
NEEDLE VALVE VALVE
T
PARKING BRAKE SOLENOID

0308061302_2_5
SLIDE 182
HYDRAULIC SCHEMATIC (ACCESSORY SYSTEM)
• Hydraulic schematic, When the electric motor is operating, the accessory pump draws oil
accessory system from the hydraulic tank through a suction screen. The electric motor
operates the hydraulic pump. Supply oil from the pump flows
through the backflow check valve and is directed to the P-port of the
engine hood manifold.
Inside the engine hood manifold, supply oil acts against the relief
valve, and supply oil flows to the diverter solenoid. When the
diverter solenoid is energized, supply oil is directed through a check
valve. From the check valve, supply oil flows through an orifice and
through the pressure reducing valve. The pressure reducing valve
limits the downstream pressure to 5690 ± 345 kPa (825 ± 50 psi).
260
QESV1123-01
The engine hood solenoids are downstream from the pressure

reducing valve. When the hood actuation switch is in the RAISE
position, the engine hood lift solenoid is energized. In this case, the
reduced-pressure oil flows out the H1-port of the engine hood
manifold. This oil is directed into the counterbalance valve. The
check valve in the bottom counterbalance valve opens, and oil flows
into the head end of the engine hood cylinder.
As the pressure in the head end of the engine hood cylinder

increases, the top counterbalance valve opens. This action opens a
passage for oil in the rod end of the engine hood cylinder to return
to the hydraulic tank.
NOTE: The raise circuit and the lower circuit follow the same
principles of operation.
261
QESV1123-01

PARKING BRAKE RELEASE

RELIEF VALVE
RETURN FILTER
PUMP ENGINE HOOD
P
H2 CYLINDER
H1
SUCTION SCREEN
M
ROTOR
AXLE BRAKE
DC MOTOR
HYDRAULIC TANK T
PBV FAV G
ACCUMULATOR
(PARTIAL VIEW)
PRESSURE SWITCH
PPB G2 HP2 RPG
ACC P

DIVERTER VALVE
PRESSURE PRESSURE
VALVE VALVE
PARKING
BRAKES BRK
P
RAB
G
MAIN
T PPB RELIEF
NEEDLE VALVE VALVE
T

0308061302_3_5
SLIDE 183
• Hydraulic schematic— When the rotor service switch is first moved into the SERVICE
accessory system position, the diverter solenoid is de-energized, the rotor brake check
solenoid is de-energized, and the electric motor operates the
hydraulic pump. The pump draws oil from the hydraulic tank
through a suction screen. Supply oil from the pump flows through
the backflow check valve and is directed to the P-port of the engine
hood manifold.
When the diverter solenoid is de-energized, supply oil is directed out

the PBV-port of the engine hood manifold. This oil flows into the P-
port of the brake release manifold. When the diverter valve in the
brake manifold is in the PARKING BRAKE position, oil from the
accessory pump is directed into the parking brake circuit.
The needle valve in the brake release manifold must be closed in

order to cause oil to flow to the pressure reducing valve. This valve
reduces the downstream pressure to 3800 ± 345 kPa (550 ± 50 psi).
The reduced pressure oil flows to the parking brake cylinders.
262
QESV1123-01
Oil pressure in the parking brake cylinders compresses the springs in

the brakes, and the parking brakes release. After the brakes are fully
released, the pressure upstream of the pressure reducing valve
increases. This causes oil to flow into the accumulator. When the
pressure in the accumulator reaches the actuation pressure of the
pressure switch, the switch opens. At this point, the electric motor
stops, and the hydraulic pump no longer produces flow. The
backflow check valve in the electric motor and pump group blocks
the oil in the circuit, and the accumulator maintains the pressure in
the parking brake cylinders.
If the pressure in the accumulator decreases to the 12 300 ± 345 kPa

(1785 ± 50 psi), the switch closes. In this case, the electric motor
operates the pump. The pump and motor operate until the pressure
in the circuit reaches 13 780 kPa (2000 psi).
263
QESV1123-01

ROTOR BRAKE RELEASE

RELIEF VALVE
RETURN FILTER
PUMP ENGINE HOOD
P
H2 CYLINDER
H1
SUCTION SCREEN
M
ROTOR
AXLE BRAKE
DC MOTOR
HYDRAULIC TANK T
PBV FAV G
ACCUMULATOR
(PARTIAL VIEW)
PRESSURE SWITCH
PPB G2 HP2 RPG
ACC P

DIVERTER VALVE
PRESSURE PRESSURE
VALVE VALVE
PARKING
BRAKES BRK
P
RAB
G
MAIN
T PPB RELIEF
NEEDLE VALVE VALVE
T

0308061302_4_5
SLIDE 184
• Hydraulic schematic— When the rotor service switch is first moved into the SERVICE
accessory system position, the diverter solenoid is de-energized, the rotor brake check
solenoid is de-energized, and the electric motor operates the
hydraulic pump. The pump draws oil from the hydraulic tank
through a suction screen. Supply oil from the pump flows through
the backflow check valve and is directed to the P-port of the engine
hood manifold.
When the diverter solenoid is de-energized, supply oil is directed out

the PBV-port of the engine hood manifold. This oil flows into the P-
port of the brake release manifold. When the diverter valve in the
brake manifold is in the ROTOR BRAKE position, oil from the
accessory pump is directed out the RAB-port of the brake release
manifold. This oil flows into the HP2-port of the front auxiliary
manifold.
264
QESV1123-01
Inside the front auxiliary manifold, oil from the accessory pump
flows through a check valve. Downstream of the check valve, the
rotor brake check solenoid prevents the oil from entering the return
line in the front auxiliary manifold. Instead, oil is forced out the
RPG-port of the front manifold.
Downstream of the RPG-port, the oil flows through an orifice and

into the rotor brake cylinder. Oil pressure in the rotor brake cylinder
compresses the springs in the brakes, and the rotor brake releases.
After the brake is fully released, the pressure in the system increases.
This causes oil to flow into the accumulator. When the pressure in
the accumulator reaches the actuation pressure of the pressure
switch, the switch opens. At this point, the electric motor stops, and
the hydraulic pump no longer produces flow. The backflow check
valve in the electric motor and pump group blocks the oil in the
circuit, and the accumulator maintains the pressure in the rotor
brake cylinder.
If the pressure in the accumulator decreases to the 12 300 ± 345 kPa

(1785 ± 50 psi), the switch closes. In this case, the electric motor
operates the pump. The pump and motor operate until the pressure
in the circuit reaches 13 780 kPa (2000 psi).
265
QESV1123-01
TDSC00073
SLIDE 185
Conclusion
SUMMARY
• Objectives in review 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 of and properly use 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.
266
Slide List
1. Machine view 36. Water spray switches
2. Machine view 37. Right console
3. Rear door 38. Rotor lift lock switch
4. Left side of engine 39. Fuel level sender
5. Right side of engine 40. Hydraulic oil temperature sender
6. Air filter indicator 41. Rotor oil temperature sensor
7. Machine view 42. OIl filter switches
8. Electrical disconnect and auxiliary start 43. Rotor height sender
connector 44. Travel speed sensor
9. Batteries 45. Machine view
10. Alternator 46. Instrument panel
11. Circuit breaker panel 47. Right console
12. Inside circuit breaker panel 48. Inside right console
13. Instrument panel 49. Limp home switches
14. Start relay 50. Rotor service switch
15. Forward and reverse switches 51. Fuses and relays
16. Machine ECM cabinet 52. Machine ECM
17. Engine ECM 53. Machine ECM terminals—propulsion
18. Electrical schematic—power distribution control
and machine starting 54. Fan control module terminals
19. Machine view 55. Engine ECM
20. Gauges 56. Engine ECM connector
21. Gauge controller 57. Display unit
22. Electrical schematic—gauge control circuit 58. Electronic display unit connectors
23. Electronic display group 59. Backup alarm relay
24. Display panel 60. Backup alarm
25. Indicators 61. Front wheel position sensor
26. Display connectors 62. Machine speed sensor
27. Electrical schematic—display group con- 63. Hydraulic tank
nectors
64. Cooling package
28. Modes of operation
65. Propulsion charge filters
29. Run mode
66. Pressure taps
30. Diagnostic mode
67. Rear propulsion pump
31. Setup mode
68. Cross section–propulsion pump
32. Calibration mode
69. Cross section–multifunction valve
33. Water menu
70. Cross section–multifunction valve
34. Emulsion menu
71. Piston Motor (Front Propulsion)
35. Instrument panel
267
Slide List
72. Front motor cross section 106. Rotor tilt cylinder
73. Front flow divider 107. Cab slide cylinder
74. Rear flow divider 108. Rear door cylinder
75. Parking Brake Control Valve 109. Rear steering cylinder
76. Manual brake release pump 110. Rotor depth cylinders
77. Gear reducer cross section 111. Front door cylinders
78. Propulsion electrical schematic 112. Electrical schematic—auxiliary hydraulic
79. Hydraulic schematic—propulsion system system
NEUTRAL 113. Hydraulic schematic—auxiliary hydraulic
FORWARD, LOW SPEED 114. Hydraulic schematic—auxiliary hydraulic
TRACTION CONTROL 115. Hydraulic schematic—auxiliary system
82. Hydraulic schematic—propulsion system 116. Machine view
REVERSE, HIGH SPEED 117. Circuit breaker panel
83. Machine view 118. Machine ECM
84. Operators Controls 119. Fan control module connector
85. Operators side console 120. Engine ECM
86. Seat switch 121. Engine ECM connector
87. Circuit breaker panel 122. Engine coolant temperature sensor
88. Machine ECM 123. Hydraulic oil temp sensor
89. ECM connector—auxiliary system 124. Oil cooler return filter
90. Four-wheel steering control module 125. Fan pump
91. Electronic display group 126. Fan solenoid
92. Electronic display unit connectors 127. Cross section—fan pump
93. Front steering sensor 128. Fan motor
94. Rear steering sensor 129. Hydraulic oil cooler
95. Rotor depth sensor 130. Electrical schematic—hydraulic cooling
96. Rotor lift lock switch fan
97. Hydraulic tank 131. Hydraulic schematic—fan system
98. Auxiliary pump 132. Hydraulic schematic—fan system
99. Cross section–auxiliary pump 133. Machine view
100. Steering control unit 134. Rotor mixing chamber
101. Control valve (front auxiliary manifold) 135. Soil stabilization rotor
102. Front auxiliary manifold 136. Soil rotor
103. Control valve (rear auxiliary manifold) 137. Combination rotor
104. Control valve—rear auxiliary manifold 138. Right side of instrument panel
105. Control valve (manual rotor lower) 139. Rotor service switch
268
Slide List
140. Circuit breaker panel 177. Accessory motor and pump group
141. Machine ECM 178. Engine hood manifold
142. Machine ECM connectors—rotor system 179. Brake release manifold
143. Electronic display group 180. Engine compartment cylinders
144. Electronic display unit connectors 181. Electrical schematic—accessory circuit
145. Engine ECM 182. Hydraulic schematic—accessory circuit,
146. Engine ECM connector engine hood raise
147. Rotor depth sensor 183. Hydraulic schematic—accessory circuit
148. Rotor transmission pump 184. Hydraulic schematic—accessory circuit
149. Transmission oil filter 185. Machine view
150. Transmission control valve 186.
151. Rotor transmission control valve
152. Rotor transmission housing
153. Rotor transmission valve—neutral
154. Transmission pressure control
155. Transmission control valve—first speed
156. Transmission control valve—second speed
157. Transmission control valve—third speed
158. Rotor transmission—first speed
159. Rotor transmission—second speed
160. Rotor transmission—third speed
161. Torque limiter
162. Cross section—torque limiter
163. Rotor axle
164. Rotor chain case
165. Rotor bearing reservoir
166. Rotor brake
167. Rotor brake solenoids
168. Electrical schematic—rotor drive system
169. Hydraulic schematic—rotor disengaged
170. Hydraulic schematic—rotor brake release
171. Hydraulic schematic—rotor engaged
172. Machine view
173. Rotor service switch
175. Accessory motor relay
176. Diodes
269
R
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PLACE GRAPHIC HERE

RM-500 ROTARY MIXER

MEETING GUIDE QESV1123-01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SLIDES AND SCRIPT

1. locate and identify major components on the machine;

RM500 Rotary Mixer Service Manual

Fundamentals of Mobile Hydraulics TEVR9001

Estimated Time: 6 Hours

Power Distribution and Machine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Warning and Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Propulsion Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

Auxiliary Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120

Hydraulic Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172

Rotor Drive System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194

Accessory System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246

RM-500 Rotary Mixer

The RM-500 Rotary Mixer is a Caterpillar pavement maintenance • General information

The RM-500 Rotary Mixer is a hydrostatically driven machine. The

The RM-500 Rotary Mixer is equipped with several on-board

The computers receive input signals from sensors around the

1. Locate and identify major components on the machine.

The rotor drive system consists of a three-speed planetary

• Rear of machine During machine operation, processed material is discharged from

NOTE: Reclamation is not a rock crushing process; therefore, the

NOTE: The starter is located below the engine ECM (13).

Power Distribution and Machine

When the machine is running, the alternator supplies power to the

The power distribution and machine starting section of this

• CB8—road light, beacon, horn switches, and the flasher

• CB4—work lights relay.

• CB16—beacon and service lights

• CB15—four-wheel steering and fan controls

• CB14—front and rear doors

• CB12—machine control and rotor service.

NOTE: The circuit breaker panel has two empty holes. On

The bottom position of the ground-level shutoff switch is the RUN

The engine ECM monitors the position of the ground-level shutoff

When the ground-level shutoff switch is in the STOP position, the

The throttle control switch (13) is a two-position toggle switch. The

If the rotor control switch is in the ON position when the engine is

The rotor control switch is a two-position toggle switch which has a

Circuit breaker CB13 provides power to contact 1 of the forward

While the engine is starting, engine start logic is in effect. Software

23 FORWARD PROPULSION SWITCH

NOTE: If the electrical disconnect switch is in the ON position and

The 103-YL wire transfers power from CB13 to the following

The machine ECM monitors the condition of the forward switch at

The machine ECM monitors the condition of the parking brake

The electronic display group monitors the position of the throttle

The electronic display group broadcasts the throttle switch

The electronic display group monitors the position of the rotor

When the rotor control switch is in the ON position while the

NOTE: The 306-BR wire changes to the 343-PK wire at a

If the rotor service switch is in the SERVICE position, the power

Warning and Monitoring System

During a level-two warning, a warning message is shown on the

During a level-three warning, a warning message is shown on the