Manual Principio de Operacion Hitachi ZW310 (Ingles)

PART NO.
TONFB50-EN-00
ZW310-6
WHEEL LOADER
Technical Manual
Operational Principle
TECHNICAL MANUAL OPERATIONAL PRINCIPLE

ZW
310-6
Wheel Loader
URL:http://www.hitachi-c-m.com
TONFB50-EN-00
Service Manual consists of the following separate Part No.

Technical Manual (Operational Principle) : Vol. No.TONFB50-EN
Technical Manual (Troubleshooting) : Vol. No.TTNFB50-EN
PRINTED IN JAPAN (K) 2015, 12 Workshop Manual : Vol. No.WNFB50-EN
SECTION 1
GENERAL
CONTENTS
Group 1 Specifications
Specifications........................................................................ T1-1-1
Weight of Main Components.......................................... T1-1-2
Group 2 Component Layout
Main Component . .............................................................. T1-2-1
Electric Component Layout (Overview)...................... T1-2-4
Electrical System (Cab)....................................................... T1-2-5
Electrical System (Relays)................................................T1-2-10
Electrical System (Around Hydraulic Oil Tank)........T1-2-11
Electrical System (Around Fuel Tank)..........................T1-2-12
Engine ...................................................................................T1-2-13
Aftertreatment Device.....................................................T1-2-14
Air Cleaner............................................................................T1-2-15
Hydraulic Pump..................................................................T1-2-16
Transmission and Torque Converter Assembly.......T1-2-17
Multiple Control Valve......................................................T1-2-18
Unloader Valve (Brake Charge Valve)/
Combination Valve.......................................................T1-2-19
Flow Regulator Valve........................................................T1-2-20
Brake Valve...........................................................................T1-2-20
Ride Control Valve (Option)............................................T1-2-20
Emergency Steering Group (Option)..........................T1-2-21
Steering Valve......................................................................T1-2-21
Emergency Steering Pump (Option)...........................T1-2-21
Group 3 Component Specifications
Engine...................................................................................... T1-3-1
Engine Accessories.............................................................. T1-3-4
Hydraulic Component........................................................ T1-3-6
Electrical Component.......................................................T1-3-11
TONFB50-EN-00(20160108) NFB50T-1-1
(Blank)
TONFB50-EN-00(20160108) NFB50T-1-2
SECTION 2
SYSTEM
CONTENTS
Group 1 Controller Group 5 Electrical System
Outline..................................................................................... T2-1-1 Outline..................................................................................... T2-5-1
CAN Circuit............................................................................. T2-1-2 Main Circuit............................................................................ T2-5-2
Electric Power Circuit (Key Switch: OFF)...................... T2-5-4
Group 2 Control System CAN Circuit............................................................................. T2-5-6
Outline..................................................................................... T2-2-1 Accessory Circuit (Key Switch: ACC).............................. T2-5-8
Engine Control...................................................................... T2-2-4 Starting Circuit (Key Switch: START)............................T2-5-10
Pump Control......................................................................T2-2-27 Neutral Engine Start Circuit...........................................T2-5-12
Transmission Control........................................................T2-2-34 Charging Circuit (Key Switch: ON)...............................T2-5-14
Fan Control, Valve Control..............................................T2-2-55 Surge Voltage Prevention Circuit.................................T2-5-18
Other Controls....................................................................T2-2-65 Pilot Shut-Off Circuit (Key Switch: ON).......................T2-5-20
Combined Electric and Hydraulic Control Auto Idling Stop Circuit...................................................T2-5-22
Circuit................................................................................T2-2-87 Engine Stop Circuit............................................................T2-5-24
Group 3 Engine System Monitor Circuit....................................................................T2-5-27
Outline..................................................................................... T2-3-1 Air Conditioner Circuit.....................................................T2-5-28
Engine Sensors..................................................................... T2-3-2 Steering Column Monitor Circuit.................................T2-5-31
Fuel Injection Control......................................................... T2-3-3 Head Light Circuit..............................................................T2-5-32
EGR Control............................................................................ T2-3-6 Hazard Light Circuit (Key Switch: OFF).......................T2-5-38
Preheating Control.............................................................. T2-3-8 Turn Signal Light Circuit..................................................T2-5-40
Variable Turbocharger Control........................................ T2-3-9 Horn Circuit (Key Switch: OFF)......................................T2-5-42
Urea SCR System................................................................T2-3-10 Reverse Light/Buzzer Circuit..........................................T2-5-44
Engine Output Restriction (Inducement) ................T2-3-14 Brake Light Circuit.............................................................T2-5-46
Aftertreatment Device.....................................................T2-3-18 Parking Brake Circuit.........................................................T2-5-48
Aftertreatment Device Regeneration Control.........T2-3-20 Accessory Circuit................................................................T2-5-53
Work Light Circuit..............................................................T2-5-54
Group 4 Hydraulic System Wiper Circuit........................................................................T2-5-56
Outline..................................................................................... T2-4-1 Cab Dome Light Circuit...................................................T2-5-62
Pilot Circuit............................................................................. T2-4-2
Brake Priority Circuit........................................................... T2-4-4
Service Brake Circuit.........................................................T2-4-10
Parking Brake Circuit.........................................................T2-4-12
Lift Arm / Bucket Operation Control Circuit.............T2-4-14
Fan Circuit.............................................................................T2-4-18
Main Circuit..........................................................................T2-4-20
Steering Priority Circuit....................................................T2-4-22
Steering Operation Control Circuit ............................T2-4-26
Neutral Circuit.....................................................................T2-4-32
Flow Rate Control Circuit................................................T2-4-32
Relief Circuit.........................................................................T2-4-32
Other Circuits......................................................................T2-4-32
Pump Control Circuit........................................................T2-4-34
Parallel Circuit Flow Rate Control.................................T2-4-36
Single Operation Circuit..................................................T2-4-38
Combined Operation Circuit.........................................T2-4-40
Ride Control Circuit (Option).........................................T2-4-44
Emergency Steering Circuit (Option) ........................T2-4-46
TONFB50-EN-00(20160108) NFB50T-2-1
(Blank)
TONFB50-EN-00(20160108) NFB50T-2-2
SECTION 3
COMPONENT OPERATION
CONTENTS
Group 1 Pump Device Steering Pilot Circuit and Its Operation.....................T3-5-18
Hydraulic Pump Outline.................................................... T3-1-1 Flow Amplifier Notch and Pilot Orifice.......................T3-5-20
Main Hydraulic Pump......................................................... T3-1-2
Group 6 Pilot Valve
Main Pump Regulator........................................................ T3-1-5
Outline (Fingertip Control Type Pilot Valve for
Pilot Pump.............................................................................. T3-1-8
Front Attachment)......................................................... T3-6-1
Pump Delivery Pressure Sensor....................................T3-1-10
Operation................................................................................ T3-6-2
Group 2 Control Valve Electromagnetic Detent.................................................... T3-6-6
Outline..................................................................................... T3-2-1 Outline (Joystick Type Pilot Valve for Front
Hydraulic Circuit................................................................... T3-2-6 Attachment)..................................................................... T3-6-8
Main Relief Valve................................................................T3-2-10 Operation................................................................................ T3-6-9
Main Relief Valve Operation...........................................T3-2-11 Electromagnetic Detent..................................................T3-6-16
Overload Relief Valve (with Make-Up Function).....T3-2-12
Group 7 Charging Circuit
Overload Relief Valve Operation..................................T3-2-13
Outline..................................................................................... T3-7-1
Make-up Valve Operation...............................................T3-2-15
Brake Charge Valve (Unloader Valve)............................ T3-7-2
Bleed-Off Compensation Spool....................................T3-2-16
Combination Valve (Manifold Valve)............................. T3-7-6
Bleed-Off Compensator...................................................T3-2-17
Reducing Valve..................................................................... T3-7-7
Bucket Spool........................................................................T3-2-18
Combination Valve (Parallel / Tandem Switching
Bucket Spool Operation..................................................T3-2-19
Solenoid Valve)................................................................ T3-7-9
Lift Arm Spool.....................................................................T3-2-20
Service Brake Accumulator ...........................................T3-7-11
Lift Arm Spool Operation................................................T3-2-21
Lift Arm Flow Rate Control Valve..................................T3-2-24 Group 8 Drive Unit
Ride Control (Option).......................................................T3-2-26 Outline..................................................................................... T3-8-1
Pump Control Valve (Negative Control Relief Main Component................................................................. T3-8-2
Valve)................................................................................T3-2-28 Torque Converter (Lock-Up)............................................. T3-8-8
Transmission........................................................................T3-8-10
Group 3 Cooling Fan System Operation of Transmission..............................................T3-8-12
Fan Pump (Pilot Pump)...................................................... T3-3-1
Transmission Control Valve............................................T3-8-22
Fan Motor............................................................................... T3-3-2
Transmission Regulator Valve........................................T3-8-26
Fan Valve................................................................................. T3-3-4
Safety Valve..........................................................................T3-8-30
Fan Control Valve................................................................. T3-3-7
Torque Converter Safety Valve......................................T3-8-32
Group 4 Steering Pilot Valve Parking Brake.......................................................................T3-8-34
Outline..................................................................................... T3-4-1 Drive Unit Circuit................................................................T3-8-37
Unit Location......................................................................... T3-4-1 Lubrication Lines................................................................T3-8-38
Overview................................................................................. T3-4-2
Group 9 Axle
Structure................................................................................. T3-4-3
Outline..................................................................................... T3-9-1
Operation................................................................................ T3-4-4
Differential.............................................................................. T3-9-2
Group 5 Steering Valve Torque Proportioning Differential (TPD)..................... T3-9-6
Outline..................................................................................... T3-5-1 Limited Slip Differential (LSD) (Option)....................... T3-9-8
Operation................................................................................ T3-5-5 Service Brake.......................................................................T3-9-10
Steering Valve Meter-In Compensator......................... T3-5-8 Final Drive Planetary / Axle Shaft.................................T3-9-11
Steering Main Relief Valve..............................................T3-5-10
Group 10 Brake Valve
Steering Overload Relief Valve......................................T3-5-12
Outline...................................................................................T3-10-1
Operation..............................................................................T3-10-3
Steering Spool Variable Orifice.....................................T3-5-17
Pressure Switch (for Stop Lamp)...................................T3-10-6
TONFB50-EN-00(20160108) NFB50T-3-1
Pressure Sensor (for Declutch)......................................T3-10-7
Group 11 DEF Supply System
System Overview...............................................................T3-11-1
DEF/AdBlue®........................................................................T3-11-2
DEF/AdBlue® Tank..............................................................T3-11-2
Hose Urea.............................................................................T3-11-3
DEF/AdBlue Sensor Unit..................................................T3-11-4
DEF/AdBlue Supply Module..........................................T3-11-6
Coolant Line.........................................................................T3-11-8
Group 12 Others
Steering Accumulator......................................................T3-12-1
Propeller Shaft....................................................................T3-12-2
Ride Control Accumulator (Option)......................... T3-12-10
Priority Hammer Valve.................................................. T3-12-11
Emergency Steering Pump (Option)........................ T3-12-14
TONFB50-EN-00(20160108) NFB50T-3-2
INTRODUCTION
To The Reader
This manual is written for an experienced technician to  If you have any questions or comments, at if you found
provide technical information needed to maintain and any errors regarding the contents of this manual,
repair this machine. please contact using “Service Manual Revision Request
The machine specification and description according to Form” at the end of this manual. (Note: Do not tear off
destination may be explained on this manual. the form. Copy it for usage.):
 Technical Information Center Hitachi Construction
 Be sure to thoroughly read this manual for correct Machinery Co., Ltd.
product information and service procedures.  TEL: 81-29-832-7084
 FAX: 81-29-831-1162
 E-mail: HCM-TIC-GES@hitachi-kenki.com
Additional References
Please refer to the other materials (operator’s manual,
parts catalog, engine technical material and Hitachi
training material etc.) in addition to this manual.
Manual Composition
This manual consists the Technical Manual, the Workshop  Information included in the Workshop Manual:
Manual and the Engine Manual. Technical information needed for maintenance and
repair of the machine, tools and devices needed for
 Information included in the Technical Manual: maintenance and repair, maintenance standards, and
Technical information needed for redelivery and delivery, removal / installation and assemble / disassemble
operation and activation of all devices and systems, procedures.
operational performance tests, and troubleshooting
procedures.  Information included in the Engine Manual:
Technical information needed for redelivery and delivery
and maintenance and repair of the machine, operation
and activation of all devices and systems, troubleshooting
and assemble / disassemble procedures.
Page Number
Each page has a number, located on the center lower part
of the page, and each number contains the following
information:
Example:
 Technical Manual: T 1-3-5  Workshop Manual: W 1-3-2-5
T Technical Manual W Workshop Manual
1 Section Number 1 Section Number
3 Group Number 3 Group Number
5 Consecutive Page Number for Each Group 2 Sub Group Number
5 Consecutive Page Number for Each Group
TONFB50-EN-00(20160108) IN-01
INTRODUCTION
Safety Alert Symbol and Headline Notations
In this manual, the following safety alert symbol and
signal words are used to alert the reader to the potential dCAUTION:
for personal injury of machine damage. Indicates potentially hazardous situation which could, if
not avoided, result in personal injury or death.
d This is the safety alert symbol. When you see this IMPORTANT:
symbol, be alert to the potential for personal injury.
Never fail to follow the safety instructions prescribed Indicates a situation which, if not conformed to the
along with the safety alert symbol. instructions, could result in damage to the machine.
The safety alert symbol is also used to draw attention to
component/part weights.
To avoid injury and damage, be sure to use appropriate
fNOTE:
Indicates supplementary technical information or know-
lifting techniques and equipment when lifting heavy
how.
parts.
Units Used
SI Units (International System of Units) are used in this Example: 24.5 MPa (250 kgf/cm2, 3560 psi)
manual. MKSA system units and English units are also
indicated in parentheses just behind SI units. A table for conversion from SI units to other system units
is shown below for reference purposes.
Quantity To Convert From Into Multiply By

Length mm in 0.03937
mm ft 0.003281
Volume L US gal 0.2642
L US qt 1.057
m3 yd3 1.308
Weight kg lb 2.205
Force N kgf 0.10197
N lbf 0.2248
Torque N·m kgf·m 0.10197
Pressure MPa kgf/cm 2
10.197
MPa psi 145.0
Power kW PS 1.360
kW HP 1.341
Temperature °C °F °C×1.8+32
Velocity km/h mph 0.6214
min -1
rpm 1.0
Flow rate L/min US gpm 0.2642
mL/rev cc/rev 1.0
fNOTE: The numerical value in this manual might be

different from the above-mentioned table.
TONFB50-EN-00(20160108) IN-02
SYMBOL AND ABBREVIATION
Symbol / Name Explanation

Abbreviation
TO Technical manual (Operational principle)Technical manual (Operational Principle).
TT Technical manual (Troubleshooting) Technical manual (Troubleshooting).
T/M Technical manual Technical manual.
W, W/M Workshop manual Workshop manual (Removal and Installation, Disassembly
and Assembly).
MC Main Controller Main controller. MC controls the engine, pump, and valve
according to the machine operating condition.
ECM Engine Control Module Engine controller. ECM controls fuel injection amount
according to the machine operating condition.
VGS Variable Geometry System controller Variable turbo controller. VGS is an exhaust turbo charged
system to supercharge the exhaust energy while running
the engine at slow idle speed. VGS optimizes the turbine
rotation, improves the performance at slow-speed torque
and the acceleration, reduces fuel consumption, and reduces
particulate matter (PM) by adjusting the nozzle opening of
turbine housing.
GSM Global System for Mobile communications Communication controller. GSM is a type of wireless
controller communication system, is used in more than on 100
countries around Europe and Asia, and becomes the factual
global standards of the mobile telephone.
GPS Global Positioning System Global positioning system.
CAN Controller Area Network CAN communication. CAN is a serial communications
protocol internationally-standardized by ISO (International
Organization for Standardization).
A/C Air Conditioner Air conditioner.
OP, OPT Option Optional component.
MPDr. Maintenance Pro Dr. MPDr. is software that troubleshooting, monitoring, and
adjustment.
A/I Auto-Idle Auto-idle.
WU Warming-Up Warming-up.
Li Low (Slow) Idle Slow idle engine speed.
ATT Attachment Attachment. Attachment is optional parts such as breaker,
crusher, and pulverizer in this manual.
HI, Hi High Travel fast position.
LO, Lo Low Travel slow position.
TONFB50-EN-00(20160108) SY-1
SYMBOL AND ABBREVIATION
Symbol / Name Explanation

Abbreviation
DPF Diesel Particulate Filter DPF is a filter which removes particulate matter (PM)
including the toxic substance of exhaust gas of the diesel
engine. Exhaust particulate removal equipment.
DPD Diesel Particulate Diffuser DPD is an exhaust emission control system, a type of DPF,
which cleans up particulate matter (PM) of diesel engine
exhaust gas. DPD is a ceramic filter which traps and filters
PM of exhaust gas. DPD burns up accumulated PM when PM
increases and regenerates the filter.
DOC Diesel Oxidation Catalyst Oxidation catalyst for the diesel engine. Diesel oxidation
catalyst oxidizes unburnt fuel and raises exhaust
temperature.
CSF Catalyzed Soot Filter Filter. The filter traps, burns, and remove particulate matter
(PM) by using high-temperature-exhaust gas with diesel
oxidation catalyst. Catalyst is applied onto the filter. This
advances PM burning.
PM Particulate Matter Particulate matter.
EGR Exhaust Gas Recirculation The EGR control re-circulates a part of exhaust gas in the
intake manifold and combines it with intake-air. Therefore,
combustion temperature is lowered and generation of oxide
of nitrogen (NOx) is controlled.
HRV Hose Rupture Valve Hose rupture valve.
LLC Long Life Coolant Long life coolant.
SCR Selective Catalytic Reduction The urea SCR system injects diesel exhaust fluid to nitrogen
oxide (NOx) exhausted from the engine and purifies NOx.
DCU Dosing Control Unit Urea SCR system controller. DCU controls the diesel exhaust
fluid injection amount according to the machine operating
condition.
S/M Supply Module Diesel exhaust fluid supply module. The diesel exhaust fluid
supply module pumps diesel exhaust fluid to the dosing
module (D/M). Then, it returns diesel exhaust fluid in the
diesel exhaust fluid circuit when the key switch is turned
OFF.
D/M Dosing Module Dosing module. The dosing module (D/M) injects diesel
exhaust fluid into the exhaust piping according to the signal
from DCU.
NOx Nitrogen Oxide Nitrogen oxide.
DEF Diesel Exhaust Fluid Diesel exhaust fluid. The diesel exhaust fluid concentration is
32.5 %, which is specified in ISO22241.
TONFB50-EN-00(20160108) SY-2
SECTION AND GROUP SECTION 1 GENERAL
CONTENTS Group 1 Specifications
SECTION 2 SYSTEM
Group 1 Controller
TECHNICAL MANUAL Group 2 Control System
(Operational Principle) Group 3 Engine System
Group 4 Hydraulic System
Group 5 Electrical System
SECTION 3 COMPONENT OPERATION
Group 1 Pump Device
Group 2 Control Valve
Group 3 Cooling Fan System
Group 4 Steering Pilot Valve
Group 5 Steering Valve
Group 6 Pilot Valve
Group 8 Drive Unit
Group 9 Axle
All information, illustrations and Group 12 Others
specifications in this manual are based on
the latest product information available
at the time of publication. The right is
reserved to make changes at any time
without notice.
COPYRIGHT(C)2015
Hitachi Construction Machinery Co., Ltd.
Tokyo, Japan
All rights reserved
TONFB50-EN-00(20160108)
TECHNICAL MANUAL (Troubleshooting)
SECTION 4 OPERATIONAL PERFORMANCE TEST
Group 1 Introduction
Group 2 Standard
Group 3 Engine Test
Group 4 Machine Performance Test
Group 5 Component Test
Group 6 Adjustments
SECTION 5 TROUBLESHOOTING
Group 1 Diagnosing Procedure
Group 2 Monitor
Group 3 e-Service
Group 5 Troubleshooting A
Group 6 Troubleshooting B
Group 7 Air Conditioner
TONFB50-EN-00(20160108)
SECTION 1
GENERAL
CONTENTS
Specifications........................................................................ T1-1-1
Weight of Main Components.......................................... T1-1-2
Main Component . .............................................................. T1-2-1
Electric Component Layout (Overview)...................... T1-2-4
Electrical System (Cab)....................................................... T1-2-5
Electrical System (Relays)................................................T1-2-10
Electrical System (Around Hydraulic Oil Tank)........T1-2-11
Electrical System (Around Fuel Tank)..........................T1-2-12
Engine ...................................................................................T1-2-13
Aftertreatment Device.....................................................T1-2-14
Air Cleaner............................................................................T1-2-15
Hydraulic Pump..................................................................T1-2-16
Transmission and Torque Converter Assembly.......T1-2-17
Multiple Control Valve......................................................T1-2-18
Unloader Valve (Brake Charge Valve)/
Combination Valve.......................................................T1-2-19
Brake Valve...........................................................................T1-2-20
Emergency Steering Group (Option)..........................T1-2-21
Steering Valve......................................................................T1-2-21
Emergency Steering Pump (Option)...........................T1-2-21
Engine...................................................................................... T1-3-1
Engine Accessories.............................................................. T1-3-4
Hydraulic Component........................................................ T1-3-6
Electrical Component.......................................................T1-3-11
TONFB50-EN-00(20160108) NFB50T-1-1
(Blank)
TONFB50-EN-00(20160108) NFB50T-1-2
SECTION 1 GENERAL
Specifications
90Z7B-FK-GSC
GSC LSC
Bucket Capacity: heaped m3 (Y3) 4.2 (5.5) 4.7 (6.1)
Operating Weight kg (lbs) 24180 (53310) 24670 (54390)
Tipping Load (Full Turn) kg (lbs) 16410 (36180) 15550 (34285)
Engine CUMMINS QSL9 CUMMINS QSL9
A: Overall Length mm (in) 9025 (355) 9140 (360)
B: Overall Width (Bucket) mm (in) 3100 (122) 3100 (122)
C: Overall Height mm (in) 3530 (139) 3530 (139)
D: Wheel Base mm (in) 3450 (136) 3450 (136)
E: Tread mm (in) 2230 (88) 2230 (88)
F: Ground Clearance mm (in) 505 (20) 505 (20)
G: Bucket Hinge Height mm (in) 4425 (174) 4425 (174)
H: Dumping Clearance (45 °) mm (in) 3095 (122) 3010 (119)
I: Dumping Reach (45 °) mm (in) 1310 (52) 1400 (55)
R1: Minimum Rotation Radius mm (in) 6270 (247) 6270 (247)
R2: Bucket Carry Position mm (in) 7335 (289) 7365 (290)
Travel Speed Forward/Reverse km/h (mph) 35.9/35.9 (22.3/22.3) 35.9/35.9 (22.3/22.3)
Transmission Speeds (F/R) - 4/4 4/4
Articulation Angle (Left/Right) deg (°) 37 37
Tire Size - 26.5R25 (L3) 26.5R25 (L3)
fNOTE:  * BOC (Bolt-On Cutting Edge)

 These specifications are subject to change without notice.
TONFB50-EN-00(20160108) T1-1-1
SECTION 1 GENERAL
Weight of Main Components
Item Approx. Weight Approx. Weight

Remarks
Unit Name Part Name (kg) (lb)
Front chassis 1920 4240
Rear chassis 1890 4170
Floor board 290 640
Engine room assy 290 640 Frame mount
Rear grill mount 65 145
Side cover (main) 40 x 2 (RH, LH) 90 x 2 (RH, LH)
Roof 50 115 Front: 35 (80), Rear: 15 (35)
Deck 60 (RH), 45 (LH) 130 (RH), 100 (LH) With handrails. (See D&R S/M W3-4-2.)
Fender 20 x 2 45 x 2
145 (Front) 320 (Front)
Belly guard Option
100 (Rear) 220 (Rear)
Chassis Hydraulic tank 165 365
Fuel tank 335 735
The weight differs depending on the
Bucket (GSN) 1815 4000
bucket type.
Lift Arm 1710 3770
Z-Lever (Bell Crank) 425 940
Bucket Link 96 210
Counter weight 745 x 2 1635 x 2
ROPS Cab mount 590 1300
Battery box 95 210
Battery 45 x 2 100 x 2
Tire 670 x 4 1480 x 4 26.5R25 (L3) with wheel rim
fNOTE: The weights are for reference and not the exact values.
IMPORTANT: When handling each component, be careful and prepare tools of enough capacity considering
additional weight.
TONFB50-EN-00(20160108) T1-1-2
SECTION 1 GENERAL

Remarks
Engine (dry) 710 1560 Cummins QSL9
Transmission assy 1150 2535 Drive unit (See D&R S/M W4-2.)
Radiator mount 240 520 Radiator + Torque converter oil cooler
Sub tank assy 15 35
Cooling unit mount 50 110 Hydraulic oil cooler + Air cooler
First propeller shaft 17 40
Second propeller shaft 70 155
Third propeller shaft 22 47
Front axle assy 1330 2925 Excluding tires and oil
Excluding tires and oil, Including axle
Rear axle assy 1520 3355
Power line supports
110 (TPD assy) 80 (TPD assy)
Differential assy
112 (LSD assy) 83 (LSD assy)
Fan mount 30 70 Including fan motor
Air cleaner 15 35
Aftertreatment Device Assy 170 375
(Base Bracket) (60) (130)
(SCR Unit) (55) (115)
(DOC Unit) (30) (65)
(Dosing Unit) (10) (20)
DEF tank mount 90 200
additional weight.
TONFB50-EN-00(20160108) T1-1-3
SECTION 1 GENERAL

Remarks
Multiple control valve 85 190
Loading Pilot valve 10 20
Steering valve 22 50
Steering pilot valve 5.5 12 OrbitrolTM
Main Pump 90 195
Pilot Pump 7.5 16.5
Fan motor 10 20
Fan control valve 11 25
Unloader valve 13 30 Brake charge valve
Hydraulic
Combination valve assy 12.5 27.5
system
Brake valve assy 12 26.5
Brake accumulator 18 x 2 40 x 2
Accumulator bracket 20 40
Lift arm cylinder 185 x 2 410 x 2 Excluding oil
Bucket cylinder 270 595 Excluding oil
Steering cylinder 40 x 2 90 x 2 Excluding oil
Ride control valve assy 15 35 Option
Ride control accumulator 45 100 Option
Accumulator bracket 10 20 Option
additional weight.
TONFB50-EN-00(20160108) T1-1-4
SECTION 1 GENERAL
Main Component
[ Overview ]
5
2
10
1
90Z7BT01-02-01
3 2
90Z7BT01-02-02
1- Bucket 4- Front Combination Light 7- Rear Combination Light (Turn 9- Lift Arm Cylinder
2- Lever (Bell Crank) (Headlight, Turn Signal Light, Signal Light, Hazard Light, 10- Bucket Link
3- Bucket Cylinder Clearance Light, Hazard Light) Tail Light, Brake Light, Backup
5- Front Work Light Light)
6- Rear Work Light 8- Lift Arm
TONFB50-EN-00(20160108) T1-2-1
SECTION 1 GENERAL
Main Component
7
17
8 11
9
14 28 10
25
Arrow View A
4
13
2
26 22
3 A
5 24
6 16
12
1 21
15
23
19
20 29 27
18 90Z7BT01-02-03
1- Fan Motor 9- Pilot Valve 17- Engine 24- Ride Control Accumulator
2- Radiator 10- Steering Valve 18- Fuel Main Filter (Option)
3- Inter Charge Air Cooler 11- Loading Control Valve 19- Torque Converter Cooler 25- Ride Control Valve (Option)
4- Coolant Level and Surge Tank 12- Stop Valve 20- Hydraulic Oil Cooler 26- Priority Valve (for Fan Motor)
5- Aftertreatment Device (DOC) 13- Flow Regulator Valve 21- Steering Accumulator 27- Fuel Feed Pump
6- Air Cleaner 14- Engine Oil Filter 22- Reducing Valve 28- Aftertreatment Device (SCR)
7- Brake Valve 15- T/M Oil Filter 23- Fan Control Valve 29- Fuel Pre-Filter
8- Steering Pilot Valve (Orbitrol) 16- Hydraulic Tank
TONFB50-EN-00(20160108) T1-2-2
SECTION 1 GENERAL
Main Component
11
13
4 12
10
3
7
8
6 14
90Z7BT01-02-04
1- Front Axle 6- Rear Axle 10- Unloader Valve (Brake Charge 13- Parallel/Tandem Switching
2- Second (Front) Propeller Shaft 7- Third (Rear) Propeller Shaft Valve) Solenoid Valve
3- Steering Cylinder 8- Fuel Tank 11- Service Brake Accumulator 14- DEF/AdBlue® Tank
4- Hydraulic Pump 9- First Propeller Shaft 12- Manifold Valve
5- Transmission
TONFB50-EN-00(20160108) T1-2-3
SECTION 1 GENERAL
Electric Component Layout (Overview)
4
2
10 1
3
9
8
5
11
90Z7BT01-02-05
1- Bucket Proximity Switch 5- Components Related with Hydraulic Tank 9- Components Related with Fuel Tank (Refer
2- Lift Arm Angle Sensor (Refer to T1-2-11) to T1-2-12)
3- ECM (Engine Control Module) 6- Components Related with Engine (Refer 10- Components Related with Hydraulic Pump
4- Components Related with Cab (Refer to to T1-2-13) (Refer to T1-2-16)
T1-2-5) 7- Backup Alarm 11- Emergency Steering Pump (Option)
8- Battery
TONFB50-EN-00(20160108) T1-2-4
SECTION 1 GENERAL
Electrical System (Cab)
90TNED-01-02-29 90Z7-01-02-01
1- Radio 5- Components in Right Console (Refer to 8- Brake Lamp Switch

2- Upper Switch Panel (Option) T1-2-7) 9- Front Wiper Motor
3- Speaker 6- Components Related with Controllers and 10- Components Related with Monitor and
4- Rear Wiper Motor Relays (Refer to T1-2-6) Switches (Refer to T1-2-8)
7- Outside Temperature Sensor
TONFB50-EN-00(20160108) T1-2-5
SECTION 1 GENERAL
Controller and Relays
90Z7BT01-02-30
1- Monitor Controller 14- Right Turn Signal Light Relay 28- Fuel Pump Relay
2- Flasher Relay 15- Horn Relay 29- Line Heater Relay 1
3- Air Conditioner Controller 16- Bucket Position Sensor Relay 30- Line Heater Relay 2
4- MC (Main Controller) 17- Parking Brake Relay 1 31- Line Heater Relay 3
5- Aftertreatment Device Regeneration 18- Parking Brake Relay 2 32- SCR Sensor Relay
Relay 19- Pilot Shut-Off Relay 33- Emergency Steering Relay (Option)
6- DEF Supply Module Relay 20- Brake Light Relay 34- Work Light Relay (Rear) (Option)
7- Head Light Relay (Left) 21- Load Dump Relay 35- Work Light Relay (Front) (Option)
8- Head Light Relay (Right) 22- Neutral Relay 36- Fuse Box
9- High-Beam Relay 23- Left Turn Signal Light Relay 37- MPDr. Connector
10- Bucket Leveler Relay 24- Front Washer Relay 38- ECM Main Relay
11- Back Lamp and Alarm Relay 25- Rear Wiper Relay 39- ECM Timer Relay
12- Work Light Relay (Front) 26- Rear Washer Relay
13- Work Light Relay (Rear) 27- Starter Cut Relay
TONFB50-EN-00(20160108) T1-2-6
SECTION 1 GENERAL
Right Console
Fingertip Control Type 20
4
5
6 7 8
3 9 10 21
11 12
2
1
22
19
18
13
14
15
16
17
MNEC-01-042
MNEC-01-041
Multi-Function Joystick Type (Option)

22 20
1
5
6 7 8
23 10
11 12
25
24
26
27
19
13
14
15
16 MNEC-01-044
17
MNEC-01-043
1- Auxiliary Control Lever (Option) 11- Hydraulic Coupler Switch (Option) 20- DSS (Down Shift Switch)
2- Bucket Control Lever 12- Auxiliary 21- Horn Switch
3- Lift Arm Control Lever 13- Emergency Steering Operation Check 22- Quick Power Switch
4- Forward/Reverse Switch Switch (Option) 23- Forward/Reverse Selector Switch
5- Control Lever Lock Switch 14- Manual Regeneration Switch 24- Forward/Reverse Switch
6- Declutch Position Switch 15- Auxiliary 25- Multi-Function Joystick Lever
7- Travel Mode Selector Switch 16- Auxiliary 26- Hold Switch (Under the Lever)
8- Power Mode Switch 17- Ride Control Switch (Option) 27- Horn Switch (Under the Lever)
9- Forward/Reverse Selector Switch 18- Hold Switch
10- Fan Reverse Rotation Switch 19- Right Console Slide Lever
TONFB50-EN-00(20160108) T1-2-7
SECTION 1 GENERAL
Monitor and Switches
90TNED-01-02-29a
2 3 4 5 6 7 8 9
MNEC-01-037 MNEC-01-038
1- Front/Rear Wiper Switch 5- Forward/Reverse Lever/ 7- Turn Signal Lever/Light 8- Multi-Function Monitor/Air
2- Hazard Switch Shift Switch Switch/High-Low Beam Conditioner Switch Panel
3- Work Light Switch 6- Monitor Panel (Refer to Switch 9- Key Switch
4- Parking Brake Switch T1-2-12)
TONFB50-EN-00(20160108) T1-2-8
SECTION 1 GENERAL
Monitor Panel
21 22 1 2 3 4
20 5
6
19 7
8
9
18
10
17
11
16 15 12
14 13
MNEC-01-001
1- Left Turn Signal Indicator 7- Hydraulic Oil Level Indicator 12- Discharge Warning Indicator 18- Engine Warning Indicator
2- High Beam Indicator 8- Low Steering Oil Pressure 13- Fuel Gauge 19- Engine Oil Low Pressure
3- Work Light Indicator Indicator (Option) 14- Multi Function Monitor Indicator
4- Right Turn Signal Indicator 9- Transmission Warning 15- Communication System Error 20- Preheat Indicator
5- Parking Brake Indicator Indicator Indicator 21- Air Filter Restriction Indicator
6- Brake Oil Low Pressure 10- Control Lever Lock Indicator 16- Coolant Temperature Gauge 22- Clearance Light Indicator
Indicator 11- Low Fuel Level Indicator 17- Overheat Indicator
TONFB50-EN-00(20160108) T1-2-9
SECTION 1 GENERAL
Electrical System (Relays)
4
2
1 90Z7BT01-02-08
1- Battery Relay 2- Fusible Link (120 A) x 2 3- Fusible Link (70 A, 140 A) 4- Battery Disconnect Switch
TONFB50-EN-00(20160108) T1-2-10
SECTION 1 GENERAL
Electrical System (Around Hydraulic Oil Tank)
90TNED-01-02-23KC
1- Hydraulic Oil Level Sensor 3- Hydraulic Tank 5- Window Washer Level Sensor
2- Emergency Steering Pump (Option) 4- Hydraulic Oil Temperature Sensor
TONFB50-EN-00(20160108) T1-2-11
SECTION 1 GENERAL
Electrical System (Around Fuel Tank)
3
90Z7BT01-02-09
1- Hydraulic Fan Circuit 2- Fan Motor Control Valve 4- Fuel Level Sensor
Pressure Sensor 3- Fuel Tank
TONFB50-EN-00(20160108) T1-2-12
SECTION 1 GENERAL
Engine
16
17
15
16
1
5
19
18
3 2 4
9 7
6
10
13
8 11
14 12 90Z7BT01-02-10
1- Coolant Temperature Sensor 7- Fuel Rail Pressure Sensor 14- Engine Oil Pressure Sensor
2- EGR Differential Pressure Sensor 8- Fan Pump 15- Turbocharger Speed Sensor
3- Exhaust Gas Temperature Sensor 9- Supply Pump 16- Exhaust Gas Pressure Sensor
4- EGR Valve 10- Fuel Main Filter 17- Alternator
5- Crankcase Pressure Sensor 11- ECM (Engine Control Module) 18- Engine Oil Filter
6- Intake Manifold Temperature and 12- Crankshaft Speed Sensor 19- Starter Motor
Pressure Sensor 13- Camshaft Speed Sensor
TONFB50-EN-00(20160108) T1-2-13
SECTION 1 GENERAL
Aftertreatment Device
9
8
6
3
From engine
90Z7BT01-02-11
1- Diesel Oxidation Catalyst (DOC) Unit 4- DOC Inlet NOx Sensor 8- SCR Outlet Exhaust Gas Temperature
2- DOC Inlet Exhaust Gas Temperature 5- Diesel Exhaust Fluid (DEF) Dosing Unit Sensor
Sensor 6- Selective Catalytic Reduction (SCR) Unit 9- SCR Outlet NOx Sensor
3- DOC Outlet Exhaust Gas Temperature 7- SCR Inlet Exhaust Gas Temperature
Sensor Sensor
TONFB50-EN-00(20160108) T1-2-14
SECTION 1 GENERAL
Air Cleaner
90Z7BT01-02-12
1- Air Cleaner 90Z7BT01-02-13

2- Air Filter Restriction Indicator (Clogging Detection)
3- TBAP Sensor
TONFB50-EN-00(20160108) T1-2-15
SECTION 1 GENERAL
Hydraulic Pump
Main Pump
90T4GB-01-02-09
Pilot Pump
90T4GB-01-02-09a
1- Steering and Loading Pump 3- Regulator 1 5- Pilot, Fan and Brake Pump
2- Proportional Reducing Valve 4- Regulator 2
TONFB50-EN-00(20160108) T1-2-16
SECTION 1 GENERAL
Transmission and Torque Converter Assembly
6
9 2
25 18
21
12
13
A 14
15
19 16
17
20
8 1
7
23
11
10
4 22 5
Arrow View A 24
90Z7BTE03-08-03
1- Torque Converter 12- Proportional Solenoid Valve (For Forward 17- Proportional Solenoid Valve (For 4th
2- Torque Converter Charging Pump Clutch) Speed Clutch)
3- Main Pump Drive Shaft 13- Proportional Solenoid Valve (For Reverse 18- Proportional Solenoid Valve (Lock-Up
4- Parking Brake Clutch) Clutch)
5- Strainer 14- Proportional Solenoid Valve (For 1st 19- Parking Brake Pressure Sensor
6- Air Breather Speed Clutch) 20- Transmission Oil Temperature Sensor
7- Transmission Control Valve 15- Proportional Solenoid Valve (For 2nd 21- Flange (for 1st Propeller Shaft)
8- Torque Converter Output Speed Sensor Speed Clutch) 22- Flange (for 2nd Propeller Shaft)
9- Torque Converter Input Speed Sensor 16- Proportional Solenoid Valve (For 3rd 23- Flange (for 3rd Propeller Shaft)
10- Machine Speed Sensor Speed Clutch) 24- Drain Port
11- Machine Speed Sensor (Backup) 25- Transmission Regulator Valve
TONFB50-EN-00(20160108) T1-2-17
SECTION 1 GENERAL
Multiple Control Valve
90TNED-03-02-02
1- Main Relief Valve 3- Overload Relief Valve 5- Solenoid Valve (for Ride 7- Load Sensing Control
2- Overload Relief Valve (Bucket: Bottom Side) Control) (Option) (Negative Control) Relief
(Bucket: Rod Side) 4- Overload Relief Valve (Lift 6- Bleed-off Compensation Valve
Arm: Rod Side) Valve
TONFB50-EN-00(20160108) T1-2-18
SECTION 1 GENERAL
Unloader Valve (Brake Charge Valve)/Combination Valve
8
1
7
5 4
90Z7BT01-02-07
1- Unloader Valve (Brake Charge Valve) 4- Safety Lock Solenoid Valve 8- Brake Manifold Block
2- Pressure Sensor (Service Brake Pressure 5- Parking Brake Solenoid Valve 9- Parallel/Tandem Switching Solenoid
Alarm) 6- Pressure Sensor (Loading Pilot Pressure) Valve
3- Brake Accumulator 7- Reducing Valve
TONFB50-EN-00(20160108) T1-2-19
SECTION 1 GENERAL
Flow Regulator Valve Ride Control Valve (Option)
1 2
90TNED-01-02-22 90Z7-01-02-RC
1- Pressure Sensor (Bucket Roll Back) 1- Solenoid Valve

2- Pressure Sensor (Bucket Dump)
3- Pressure Sensor (Lift Arm Raise)
Brake Valve
90Z7BT03-10-06
1- Pressure Switch (For Stop Lamp)

2- Pressure Sensor (For Declutch)
TONFB50-EN-00(20160108) T1-2-20
SECTION 1 GENERAL
Emergency Steering Group (Option)
2
Steering Valve
3
4
90Z7-01-02-03
1- Emergency Steering Pump (Option) 3- Pressure Switch (Emergency Steering) (Option)

2- Pressure Sensor (Emergency Steering) (Option) 4- Pressure Switch (Main Pump)
Steering Valve Emergency Steering Pump (Option)
90T4GB-01-02-20 90TNED-01-02-19
1- Main Relief Valve 1- Electric Motor 3- Relief Valve

2- Overload Relief Valve 2- Gear Pump
TONFB50-EN-00(20160108) T1-2-21
SECTION 1 GENERAL
(Blank)
TONFB50-EN-00(20160108) T1-2-22
SECTION 1 GENERAL
Engine
Manufacturer Cummins Inc.

Model QSL9
Diesel, 4-cycle, water-cooled, direct injection type with turbo charged, and
Type
air-cooled Intercooler
Dry Weight 708 kg (1561 lb)
Dimensions (L x W x H) 1128 x 943 x 1163 mm (44.4 x 37.1 x 45.8 in)
No. of Cylinders - Bore × Stroke 6 - 114 × 145 mm (4.5 × 5.71 in)
Piston Displacement 8.90 L (2.35 gal)
Rated Output / Rated RPM (Net) 203 kW/2000 min-1 (272 PS/2000 rpm)
Compression Ratio 17.8
Firing Order 1-5-3-6-2-4
Rotation Direction Clockwise (Viewed from fan side)
TONFB50-EN-00(20160108) T1-3-1
SECTION 1 GENERAL
Engine
Cooling Fan Dia. 850 mm (33.5 in), 5 blades

Cooling System Cracking temperature at atmospheric pressure : 82 ºC (180 ºF)
Thermostat
Full open : 94 ºC (201 ºF)
Lubrication Pump Type Gear pump
Lubrication System Oil Filter Plastic fiber, spin-on type
Oil Cooler Water cooled type
Motor Electromagnetic pinion shift type
Starting System
Voltage/Output 24 VDC/7.8 kW (10.5 HP)
Preheat System Preheating Method Grid air heater (24 V, 100 A)
Engine Stop System Stop Method Fuel shut-off (electronic control)
Type AC type, brushless
Alternator
Voltage/Output 24 V/95 A
Intake Air Charging System Type Exhaust-turbocharger type
Injection Pump High pressure common rail (HPCR) type

Governor Electronic all speed control
Fuel System
Injection Nozzle Electrical multi-hole injector
Fuel Filter Plastic fiber, spin-on type
TONFB50-EN-00(20160108) T1-3-2
SECTION 1 GENERAL
Engine
IMPORTANT : This list shows design specifications, which are not servicing standards.
Maximum Output Torque (Net) 1415 N·m (1044 lbf·ft) at 1400 min-1
Valve Clearance (Intake/Exhaust) 0.305 / 0.559 mm (0.012/0.022 in) (when cool)
Performance
Low: 800±20 RPM (min-1)
No Load Speed
High: 2100±30 RPM (min-1)
TONFB50-EN-00(20160108) T1-3-3
SECTION 1 GENERAL
Engine Accessories
Radiator and torque converter cooler parallel type assembly

Type
Radiator Assembly Charge air cooler and hydraulic oil cooler tandem type assembly
Weight Radiator: 235 kg (520 lbs), Cooling Unit: 50 kg (110 lbs)
Radiator Torque Converter Cooler

Flow Rate Water: 495 L/min (131 gal/min) Lubricant: 176 L/min (46.5 gal/min)
Heat Discharge 129.1 kW (7348 BTU/min) 70.2 kW (3996 BTU/min)
Permissible Max. Temperature 95ºC (203 ºF) or less (at inlet) 120ºC (248 ºF) or less (at inlet)
Deaeration Sub tank (with connection pipe) −
Cap Opening Pressure 90 kPa (0.9 kgf/cm , 13 PSI)
2
−
Charge Air Cooler Hydraulic Oil Cooler

Flow Rate (Compressed air) Lubricant: 135 L/min (35.7 gal/min)
Heat Discharge 25.9 kW (1474 BTU/min) 21.6 kW (1229 BTU/min)
Permissible Max. Temperature 50ºC (122 ºF) or less (at outlet) 100ºC (212 ºF) or less (at inlet)
TONFB50-EN-00(20160108) T1-3-4
SECTION 1 GENERAL
Engine Accessories
Type COM4D-P
Voltage 12 V
Battery Capacity RC = 320 min (Discharge: 25 A at 80 °F)
Cold Cranking Amps 1000 CCA
Weight 45.5 kg (100 lb)×2
TONFB50-EN-00(20160108) T1-3-5
SECTION 1 GENERAL
Hydraulic Component
Main pump: 1
Hydraulic Pump Drive Gear Ratio
Pilot pump: 1.13
Type Variable piston pump
Main Pump Theoretical Displacement 80 cm3/rev (4.9 in3/rev) x 2
Rated Pressure 31.4 MPa (320 kgf/cm2, 4550 PSI)
Regulator Type Hydraulic pressure operated type
Type Fixed Displacement Type Gear Pump
Pilot Pump
Theoretical Displacement 40.3 cm3/rev (2.46 in3/rev)
Type Pilot pressure operated type (2-spools)
Multiple Control Valve Main Relief Set-Pressure 31.4 MPa (320 kgf/cm2, 4550 PSI)
Overload Relief Set-Pressure 37.3 MPa (380 kgf/cm2, 5400 PSI) (Lift arm and bucket)
TONFB50-EN-00(20160108) T1-3-6
SECTION 1 GENERAL
Hydraulic Component
Fan Motor Theoretical Displacement 33.1 cm3/rev (2.0 in3/rev)

Fan motor reverse control
Fan Control Solenoid Valve Function
Fan motor speed control
Capacity 5.0 L (305 in3)
Ride Control Accumulator
Charging Pressure 2.0 MPa (20.4 kgf/cm2, 290 PSI) at 20 °C (68 °F)
Charging Valve Cut In Pressure : 9.3 MPa (95 kgf/cm2, 1350 PSI)
Charging Pressure
(Unloader Valve) Cut Out Pressure : 16.0 MPa (163 kgf/cm2, 2320 PSI)
Parking brake ON/OFF control
Manifold Valve
Function Lock the front attachment
(Combination Valve)
Main pump torque control
Solenoid Valve
Function Parallel/tandem circuit switching control
(Combination Valve)
Capacity 2.5 L (153 in3) x 2
Service Brake Accumulator
Charging Pressure 4.2 MPa (42.8 kgf/cm2, 610 PSI) at 20 °C (68 °F)
Type Flow amp type
Steering Valve Main Relief Set Pressure 27.4 MPa (279 kgf/cm2, 3970 PSI)
Over Load Relief Set-Pressure 32.5 MPa (331 kgf/cm2, 4710 PSI) at 15 L/min (4 US gpm)
Type Orbitrol ® type
Steering Pilot Valve
Gerotor Capacity 80 cm3/rev (4.9 in3/rev)
Capacity 0.2 L (12 in3)
Steering Accumulator
Charging Pressure 5 MPa (51 kgf/cm2,725 PSI) at 20 °C (68 °F)
Brake Valve Brake Pressure 4.6 MPa (46 kgf/cm2, 667 PSI)
TONFB50-EN-00(20160108) T1-3-7
SECTION 1 GENERAL
Hydraulic Component
Type Counter shaft type

Forward 1st 3.506
Forward 2nd 2.021
Forward 3rd 1.062
Forward 4th 0.612
Transmission Gear Ratio
Reverse 1st 3.506
Reverse 2nd 2.021
Reverse 3rd 1.062
Reverse 4th 0.612
Parking Brake Release Pressure 2.8 MPa (28.6 kgf/cm , 406 PSI)
2
Model Two stage transmission (inboard planetary gear reduction)

Brake Type Wet multi-plate inboard disk brake
Axle (Front/Rear)
Brake Pressure 4.6 MPa (46 kgf/cm2, 667 PSI)
Reduction Gear Ratio 27.484
Type Cruciform joint type
First (Main) 169 mm (6.6 in)
Propeller Shaft Dimension between Universal
Second (Front) 1616 mm (63.6 in)
Joint Centers
Third (Rear) 261 mm (10.3 in)
TONFB50-EN-00(20160108) T1-3-8
SECTION 1 GENERAL
Hydraulic Component
Lift Arm Bucket Steering

Rod Diameter 95 mm (3.7 in) 115 mm (4.5 in) 60 mm (2.4 in)
Cylinder Bore 145 mm (5.7 in) 180 mm (7.1 in) 90 mm (3.5 in)
Hydraulic Cylinder
Stroke 884 mm (35 in) 525 mm (21 in) 450 mm (17.7 in)
Fully Retracted Length 1481 mm (58.3 in) 1292 mm (51 in) 786 mm (31 in)
TONFB50-EN-00(20160108) T1-3-9
SECTION 1 GENERAL
Hydraulic Component
Full-Flow Filter (Filtration) β10≥2.0 (filters 50% or more particles 10 μm in diameter)

Suction Filter (Filtration) 105 μm (150 mesh)
Hydraulic Filter Pilot Filter (Filtration) 150 mesh
Steering Filter (Filtration) 95 μm (200 x 40 mesh)
Transmission Oil Filter (Filtration) β10≥3 (filters 66% or more particles 10 μm in diameter)
TONFB50-EN-00(20160108) T1-3-10
SECTION 1 GENERAL
Electrical Component
Engine Oil Pressure Sensor Operating Pressure 110 kPa (16 PSI) or less
Overheat Switch Operating Temperature 105 °C (221 °F)
Empty : 90+10/-0 Ω
Fuel Level Sensor Resistance Value
Full : 10+0/-4 Ω
Battery Relay Voltage/Current 24 V/100 A
Glow Relay Voltage 24 V
Air Filter Restriction Switch Operating Pressure 6.5±0.3 kPa (0.94±0.04 PSI)
Voltage 24 V
Horn
Sound Pressure 111.5±6.5 dB (A) at 2 m (2.2 yd)
Hydraulic Oil Temperature Sensor Operating Temperature -30 to 120 °C (-22 to 248 °F)
TONFB50-EN-00(20160108) T1-3-11
SECTION 1 GENERAL
Electrical Component
Work Light Halogen 24 V, 70 W (Cab front, rear)

Cab Light 24 V, 10 W x 2 + 24 V, 10 W
Head Light Halogen 24 V, 75/70 W
Front : 24 V, 25 W
Illumination Turn Signal Light
Rear : 24 V, 7.8 W (LED)
Clearance Light 24 V, 5 W
Tail Light 24 V, 0.84 W (LED)
Brake Light 24 V, 4.8 W (LED)
Refrigerant R134 a
Cooling Ability 4.65 kW or More
Cool Air Volume 550 m3/h (719 yd3/h) or more
Heating Ability 5.81 kW or more
Air Conditioner Warm Air Volume 400 m3/h (523 yd3/h) or more
Temperature Adjusting
Electronic type
System
Refrigerant Quantity 900±50 g (2.0±0.1 lb)
Compressor Oil Quantity 160 cm3 (9.8 in3)
Type Electric motor operated type
Emergency Steering Pump
Maximum Flow 20 L/min (5.28 gpm) at 8 MPa (1160 PSI)
Unit (Option)
Electric Motor Voltage 24 V, 6 kW
TONFB50-EN-00(20160108) T1-3-12
MEMO
TONFB50-EN-00(20160108)
MEMO
TONFB50-EN-00(20160108)
SECTION 2
SYSTEM
CONTENTS
Group 1 Controller Group 5 Electrical System
Outline..................................................................................... T2-1-1 Outline..................................................................................... T2-5-1
CAN Circuit............................................................................. T2-1-2 Main Circuit............................................................................ T2-5-2
Electric Power Circuit (Key Switch: OFF)...................... T2-5-4
Group 2 Control System CAN Circuit............................................................................. T2-5-6
Outline..................................................................................... T2-2-1 Accessory Circuit (Key Switch: ACC).............................. T2-5-8
Engine Control...................................................................... T2-2-4 Starting Circuit (Key Switch: START)............................T2-5-10
Pump Control......................................................................T2-2-27 Neutral Engine Start Circuit...........................................T2-5-12
Transmission Control........................................................T2-2-34 Charging Circuit (Key Switch: ON)...............................T2-5-14
Fan Control, Valve Control..............................................T2-2-55 Surge Voltage Prevention Circuit.................................T2-5-18
Other Controls....................................................................T2-2-65 Pilot Shut-Off Circuit (Key Switch: ON).......................T2-5-20
Combined Electric and Hydraulic Control Auto Idling Stop Circuit...................................................T2-5-22
Circuit................................................................................T2-2-87 Engine Stop Circuit............................................................T2-5-24
Group 3 Engine System Monitor Circuit....................................................................T2-5-27
Outline..................................................................................... T2-3-1 Air Conditioner Circuit.....................................................T2-5-28
Engine Sensors..................................................................... T2-3-2 Steering Column Monitor Circuit.................................T2-5-31
Fuel Injection Control......................................................... T2-3-3 Head Light Circuit..............................................................T2-5-32
EGR Control............................................................................ T2-3-6 Hazard Light Circuit (Key Switch: OFF).......................T2-5-38
Preheating Control.............................................................. T2-3-8 Turn Signal Light Circuit..................................................T2-5-40
Variable Turbocharger Control........................................ T2-3-9 Horn Circuit (Key Switch: OFF)......................................T2-5-42
Urea SCR System................................................................T2-3-10 Reverse Light/Buzzer Circuit..........................................T2-5-44
Engine Output Restriction (Inducement) ................T2-3-14 Brake Light Circuit.............................................................T2-5-46
Aftertreatment Device.....................................................T2-3-18 Parking Brake Circuit.........................................................T2-5-48
Aftertreatment Device Regeneration Control.........T2-3-20 Accessory Circuit................................................................T2-5-53
Work Light Circuit..............................................................T2-5-54
Group 4 Hydraulic System Wiper Circuit........................................................................T2-5-56
Outline..................................................................................... T2-4-1 Cab Dome Light Circuit...................................................T2-5-62
Pilot Circuit............................................................................. T2-4-2
Brake Priority Circuit........................................................... T2-4-4
Service Brake Circuit.........................................................T2-4-10
Parking Brake Circuit.........................................................T2-4-12
Lift Arm / Bucket Operation Control Circuit.............T2-4-14
Fan Circuit.............................................................................T2-4-18
Main Circuit..........................................................................T2-4-20
Steering Priority Circuit....................................................T2-4-22
Steering Operation Control Circuit ............................T2-4-26
Neutral Circuit.....................................................................T2-4-32
Flow Rate Control Circuit................................................T2-4-32
Relief Circuit.........................................................................T2-4-32
Other Circuits......................................................................T2-4-32
Pump Control Circuit........................................................T2-4-34
Parallel Circuit Flow Rate Control.................................T2-4-36
Single Operation Circuit..................................................T2-4-38
Combined Operation Circuit.........................................T2-4-40
Ride Control Circuit (Option).........................................T2-4-44
Emergency Steering Circuit (Option) ........................T2-4-46
TONFB50-EN-00(20160108) NFB50T-2-1
(Blank)
TONFB50-EN-00(20160108) NFB50T-2-2
SECTION 2 SYSTEM
Group 1 Controller
Outline
The following controllers are provided in this machine in
order to control functions. Each controller communicates
by using the CAN circuit and sends or receives the
required signal.
Controller Function Reference

Main Controller (MC) Controls the engine, transmission, pumps, and valves. T2-2
Engine Control Module (ECM) Controls the engine. T2-3
Monitor Controller Displays the operating information and alarms on the monitor. T5-2
Column Display Controller Controls the wiper and work lights. Displays the operating T2-5
information and alarms with the gauge, buzzer, and alarm lights.
Air Conditioner Controller Controls the air conditioner. T2-5, T5-7
fNOTE:
 Refer to the following sections corresponding group
for details of each controller control.
 Monitor Controller and Information Controller
consists of so-called Display System (DSZ).
The Information Controller communicates with
Maintenance Pro Dr. (MPDr.)
TONFB50-EN-00(20160108) T2-1-1
SECTION 2 SYSTEM
Group 1 Controller
CAN Circuit
CAN (Controller Area Network) is ISO Standards of the
serial communication protocol.
Three networks (CAN bus (4)), CAN 1 (1), CAN 2 (5) and
CAN 3 (6) are equipped for this machine.
CAN 1 (1) is used for the engine control.

CAN 2 (5) is used for the accessories.
CAN 3 (6) is used for the SCR control and sensors.
CAN bus (4) consists of two harnesses, CAN-H (High) (2)

and CAN-L (Low) (3).
Each controller judges the CAN bus (4) level due to

potential difference between CAN-H (High) (2) and CAN-L
(Low) (3).
Each controller arranges the CAN bus (4) level and sends
the signal and data to other controllers.
In addition, termination resistors (120 Ω) (16) are installed

to both ends of CAN bus (4).
TONFB50-EN-00(20160108) T2-1-2
SECTION 2 SYSTEM
Group 1 Controller
1
2
3
5 4
2
3
90Z7B-TDAA-02-05-01
90Z7B-02-01-01
1- CAN 1 5- CAN 2 9- Air Conditioner Controller 13- Monitor Controller

2- CAN-H (High) 6- CAN 3 10- Column Display Controller 14- Information Control Unit
3- CAN-L (Low) 7- ECM (Engine Controller) 11- Monitor Control Unit (DSZ) 15- SCR Controller/Sensors
4- CAN Bus 8- MC (Main Controller) 12- MP (Maintenance Pro) Dr. 16- Termination Resistor (120 Ω)
TONFB50-EN-00(20160108) T2-1-3
SECTION 2 SYSTEM
Group 1 Controller
(Blank)
TONFB50-EN-00(20160108) T2-1-4
SECTION 2 SYSTEM
Group 2 Control System
Outline
Main Controller (MC) is used to control the machine
operations. The signals from the accelerator pedal sensor,
transmission, various sensors, and switches are sent to MC
and processed in the logic circuit.
MC uses the Controller Area Network (CAN) to

communicate required signals to the Engine Control
Module (ECM) which controls engine outputs, such as
revolutions and power curve. (Refer to SYSTEM / ECM
System.)
MC also sends signals to solenoid control valves to control

the hydraulic system, such as pump volume and load.
The MC receives signals from the shift switch, forward/

reverse lever, forward/reverse switch, forward/reverse
selector switch, and transmission for machine movement
and process them in the logic circuit.
The MC also operates the forward/reverse clutch solenoid

valves and speed range solenoid valves, and controls the
transmission.
TONFB50-EN-00(20160108) T2-2-1
SECTION 2 SYSTEM
Engine Control, Pump Control, Transmission Control

< Input Signal > < Output Signal >
Accelerator Pedal Sensor  MC Engine Control
Driving Mode Switch   Accelerator Pedal Control
Power Mode Selector Switch   Auto-Warm Up Control
Pump Delivery Pressure Sensor   Engine Load Idle Speed Control
Pressure Sensor (Parking Brake)   Forward/Reverse Idle Speed Limiter
Pressure Sensor (Brake Secondary   Forward/Reverse Operation Engine Speed
Pressure) Limiter
Hydraulic Oil Temperature Sensor   Load-Free Engine High Idle Limiter
Declutch Position Switch   Engine Speed Regulator For Digging
Brake Pedal (Right) Switch   Speed Limit Control with Power Mode OFF
Lift Arm Angle Sensor   Driving Load Idle Speed Control
Pressure Sensor (Lift Arm Raise)   Aftertreatment Device Manual Regeneration
Pressure Sensor (Bucket Roll Back)  Control
Pressure Sensor (Bucket Dump) 
Key Switch  Pump Control
 Base Torque Control
Forward/Reverse Lever   Torque Decrease Control While Dumping
Forward/Reverse Switch  Bucket (Hydraulic Load Reduction)
Forward/Reverse Selector Switch   Lift Arm Speed Multiplication Control
Shift Switch 
Downshift Switch  Transmission Control
Hold Switch   Neutral Control
Torque Converter Input Speed Sensor   Forward/Reverse Lever Priority Control
Torque Converter Output Speed Sensor  (Option)
Transmission Intermediate Shaft Speed   Manual Speed Shift Control
Sensor (Machine Speed Sensor (Backup))  Automatic Speed Shift Control
Machine Speed Sensor   Downshift Control
Torque Converter Oil Temperature Sensor   Shift Holding Control
 Speed Shift Delay Control
Coolant Temperature Sensor  ECM  Declutch Control
Crankshaft Speed Sensor   Lock-Up Control
Camshaft Speed Sensor 
DOC Exhaust Temperature Sensor (Inlet) 
DOC Exhaust Temperature Sensor (Outlet) 
SCR Exhaust Temperature Sensor (Inlet) 
SCR Exhaust Temperature Sensor (Outlet) 
Aftertreatment Device Regeneration 
Switch
Bucket Angle Position Switch 
Maintenance Pro Dr. (MPDr.)  Monitor

Monitor  Controller
 Controller Area Network (CAN)
Column Display
Controller
TONFB50-EN-00(20160108) T2-2-2
SECTION 2 SYSTEM
Fan Control, Valve Control, Other Controls

< Input Signal > <Output Signal >
Accelerator Pedal Sensor  MC Fan Control, Valve Control
Driving Mode Switch   Fan Speed Control
Power Mode Selector Switch   Fan Reverse Rotation Control
Quick Power Switch   Lift Arm and Bucket Selection Circuit Control
Fan Reversing Switch   Ride Control (Option)
Pump Delivery Pressure Sensor 
Parking Brake Pressure Sensor 
Primary Pilot Pressure Sensor  Other Controls
Primary Brake Circuit Pressure Sensor   Transmission Alarm Control
Secondary Brake Circuit Pressure Sensor   Parking Brake Operation Indicator Control
Hydraulic Fan Circuit Pressure Sensor   Low Brake Oil Pressure Indicator Control
Emergency Steering Pump Delivery Pressure   Low Steering Oil Pressure Indicator Control
Sensor (Option)
Steering Pressure Switch (Option)   Overrun Alarm Control
Hydraulic Oil Temperature Sensor   Lift Arm Auto Leveler Height Kickout Control
Declutch Position Switch   Lift Arm Auto Leveler Lower Kickout Control
Lift Arm Angle Sensor   Quick Power Mode Control
Lift Arm Raise Pressure Sensor   Auto Idling Stop Control
Bucket Roll Back Pressure Sensor   Emergency Steering Control (Option)
Bucket Dump Pressure Sensor 
Refrigerant Pressure Sensor 
Emergency Steering Check Switch 
Forward/Reverse Lever 
Forward/Reverse Switch 
Forward/Reverse Selector Switch 
Shift Switch 
Torque Converter Output Speed Sensor 
Transmission Intermediate Shaft Speed Sensor 
(Machine Speed Sensor (Backup))
Torque Converter Oil Temperature Sensor 
Machine Speed Sensor 
Coolant Temperature Sensor  ECM

Crankshaft Speed Sensor 
Camshaft Speed Sensor 
DOC Exhaust Temperature Sensor (Inlet) 
DOC Exhaust Temperature Sensor (Outlet) 
SCR Exhaust Temperature Sensor (Inlet) 
SCR Exhaust Temperature Sensor (Outlet) 
Aftertreatment Device Regeneration Switch 
Maintenance Pro Dr. (MPDr.)  Monitor

Monitor  Controller
 Controller Area Network (CAN)
Column
Display
Controller
TONFB50-EN-00(20160108) T2-2-3
SECTION 2 SYSTEM
Engine Control
The engine control consists of the followings.
 Accelerator Pedal Control

 Auto-Warm Up Control
 Engine Load Idle Speed Control
 Forward/Reverse Idle Speed Limiter
 Forward/Reverse Operation Engine Speed Limiter
 Load-Free Engine High Idle Limiter
 Engine Speed Regulator For Digging
 Speed Limit Control with Power Mode OFF
 Driving Load Idle Speed Control
 Aftertreatment Device Manual Regeneration Control
TONFB50-EN-00(20160108) T2-2-4
SECTION 2 SYSTEM
Engine Control System Layout
(a)
(b)
(c)
90Z7B-02-02-01
a- Brake Pedal Position: Lightly b- OFF c- Brake Pedal Position: Fully

applied applied
1- Accelerator Pedal 15- Coolant Temperature Sensor 26- Reverse Position 39- AUTO 1 Mode
2- Accelerator Pedal Sensor 16- Transmission 27- Forward/Reverse Switch 40- Starter Key Switch
3- Main Controller (MC) 17- Machine Speed Sensor 28- Forward/Reverse Selector 41- Hydraulic Oil Temperature
4- Column Display Controller (Backup) Switch Sensor
5- Controller Area Network (CAN) 18- Torque Converter Oil 29- Pump Delivery Pressure Sensor 42- Pressure Sensor (Boom Raise)
6- Air Conditioner Controller Temperature Sensor 30- Torque Control Solenoid Valve 43- Pressure Sensor (Bucket Roll
7- Maintenance Pro (MP) Dr. 19- Torque Converter Input Speed 31- Parking Brake Solenoid Valve Back)
8- Monitor Sensor 32- Pressure Sensor (Parking 44- Brake Pedal (Left)
9- Monitor Controller 20- Torque Converter Output Brake) 45- Pressure Sensor (Brake
10- Engine Control Module (ECM) Speed Sensor 33- Parking Brake Switch Secondary Pressure)
11- Engine 21- Machine Speed Sensor 34- Declutch Position Switch 46- Brake Pedal (Right)
12- Exhaust Gas Temperature 22- Shift Switch 35- Power Mode Selector Switch 47- Brake Pedal (Right) Switch
Sensor 23- Forward/Reverse Lever 36- Travel Mode Selector Switch
13- Crankshaft Speed Sensor 24- Forward Position 37- AUTO 2 Mode
14- Camshaft Speed Sensor 25- Neutral Position 38- Manual Mode
TONFB50-EN-00(20160108) T2-2-5
SECTION 2 SYSTEM
Accelerator Pedal Control
Purpose: A
The accelerator pedal control controls the engine speed
according to the accelerator pedal angle (1). E
Operation:
1. Main Controller (MC) (3) receives the signals from
accelerator pedal (1) and responds by sending a
signal to Engine Control Module (ECM) (10) via F
Controller Area Network (CAN) communication (5) G
based on the accelerator pedal angle. B
C D
2. ECM (10) controls the engine speed by responding TNED-02-02-002
to CAN signal (5) from MC (3).
- In case of abnormal sensor signal detection A - Engine Speed E - High Idle Speed (2230 min-1
3. When the signal from accelerator pedal sensor (2) B - Accelerator Pedal Position (RPM)
is out of acceptable range, MC (3) sends a backup C - Accelerator Pedal Position: F - Limited RPM's (1000 min-1
Not applied (RPM))
signals to ECM (10).
D - Accelerator Pedal Position: G - Low Idle Speed (800 min-1
4. ECM (10) limits the engine speed to specified value Fully applied (RPM))
1000 min-1 (RPM) (F).
5. When accelerator pedal sensor (2) fails and has
to be replaced, the engine RPM control will be
returned to the accelerator pedal by doing the
following.
1) Turn the key switch (40) OFF.
2) Be sure the key switch (40) is OFF for at least 10
seconds.
3) Turn the key switch (40) ON.
The RPM's should now be controlled by the
accelerator pedal sensor.
6. After the above procedure 5. has been done, ECM

(10) will recognize the signal coming from MC
(3) as provided from accelerator pedal sensor (2),
according to the angle of the pedal, and the engine
RPM's will be controlled by accelerator pedal (1).
f NOTE: If a signal from accelerator pedal sensor (2)

cannot be sent to MC (3) due to the sensor circuit
problem, an auxiliary connector is available to connect
the accelerator pedal sensor to send the signal directly
from the pedal to ECM (10). This enables the engine to
run in proportion to the accelerator pedal angle.
TONFB50-EN-00(20160108) T2-2-6
SECTION 2 SYSTEM
90Z7B-02-02-02
1- Accelerator Pedal 16- Transmission 28- Forward/Reverse Selector 41- Hydraulic Oil Temperature
2- Accelerator Pedal Sensor 17- Machine Speed Sensor Switch Sensor
3- Main Controller (MC) (Backup) 29- Pump Delivery Pressure Sensor 42- Pressure Sensor (Boom Raise)
4- Column Display Controller 18- Torque Converter Oil 30- Torque Control Solenoid Valve 43- Pressure Sensor (Bucket Roll
5- Controller Area Network (CAN) Temperature Sensor 31- Parking Brake Solenoid Valve Back)
6- Air Conditioner Controller 19- Torque Converter Input Speed 32- Pressure Sensor (Parking 44- Brake Pedal (Left)
7- Maintenance Pro (MP) Dr. Sensor Brake) 45- Pressure Sensor (Brake
8- Monitor 20- Torque Converter Output 33- Parking Brake Switch Secondary Pressure)
9- Monitor Controller Speed Sensor 34- Declutch Position Switch 46- Brake Pedal (Right)
10- Engine Control Module (ECM) 21- Machine Speed Sensor 35- Power Mode Selector Switch 47- Brake Pedal (Right) Switch
11- Engine 22- Shift Switch 36- Travel Mode Selector Switch
12- Exhaust Gas Temperature 23- Forward/Reverse Lever 37- AUTO 2 Mode
Sensor 24- Forward Position 38- Manual Mode
13- Crankshaft Speed Sensor 25- Neutral Position 39- AUTO 1 Mode
14- Camshaft Speed Sensor 26- Reverse Position 40- Starter Key Switch
15- Coolant Temperature Sensor 27- Forward/Reverse Switch
TONFB50-EN-00(20160108) T2-2-7
SECTION 2 SYSTEM
Auto-Warm Up Control
A
Purpose:
The auto-warm up control warms up the engine as shown C
below.
Operation:
1. Main Controller (MC) (3) receives the hydraulic oil
temperature signal from hydraulic oil temperature D
sensor (41).
E
2. When key switch (40) is in the ON or START position
and hydraulic oil temperature is below 0°C (32°F), B
MC (3) sends the target engine RPM signal to
Engine Control Module (ECM) (10) by using CAN TNED-02-02-004
communication (5).
3. ECM (10) increases the engine speed from 800 min-1
A - Engine Speed D - Auto- Warm Up Speed (1000
(RPM's) (E) to 1000 min-1 (RPM's) (D). This action B - Target Engine Speed min-1 (RPM))
permits quicker warm-up of the engine. C - High Idle Speed (2230 min-1 E - Low Idle Speed (800 min-1
(RPM) (RPM))
4. When all of the items under the topic below of
"Deactivation Conditions" exist, MC (3) deactivates
the auto-warm up control.
5. At this point, ECM (10) returns the engine speed
(min-1 or RPM) control back to the accelerator pedal
(1) position.
Deactivation Conditions:
 After key switch (40) has been in the ON or START
position for 10 minutes or more
 Hydraulic Oil Temperature: 30 °C (85 °F) or more
 Coolant Temperature: 40 °C (105 °F) or more
 Parking Brake: Released
fNOTE: The engine low idle speed can be adjusted by

Maintenance Pro (MP) Dr. (7). The auto-warm up speed
can be adjusted by MPDr. (7).
IMPORTANT: When adjusting the auto-idle speed,

deactivate the auto-warm up control by using
monitor panel (8). Make this adjustment only after
waiting for 10 minutes to permit the systems to
warm up.
TONFB50-EN-00(20160108) T2-2-8
SECTION 2 SYSTEM
90Z7B-02-02-05
TONFB50-EN-00(20160108) T2-2-9
SECTION 2 SYSTEM
Engine Load Idle Speed Control

Purpose: A
When the machine is climbing up an incline and the
engine speed is slow, the engine load idle control E
engages and raises the engine RPM's from 800 RPM's (G)
to 1150 RPM's (F) to prevent engine stall due to overload
from application of hydraulics.
Operation: F
1. Engine Control Module (ECM) (10) communicates
the engine torque data to Main Controller (MC) (3) G
via CAN communication (5).
B
2. When all of the items under the topic below of C D
"Conditions" exist, MC (3) sends the target engine TNED-02-02-006
RPM's to ECM (10) via CAN communication (5).
3. ECM (10) increases responds by adjusting the
A - Engine Speed E - High Idle Speed (2230 min-1
engine RPM's up to 1150 min-1 (RPM's) (F) if the B - Accelerator Pedal Position (RPM))
engine revolutions are less than that RPM level. This C - Accelerator Pedal Position: F - Engine Load Idle Speed
helps to prevent a load related stall. Not applied Speed Increase (1150 min-1
D - Accelerator Pedal Position: (RPM))
Fully applied G - Low Idle Speed (800 min-1
Conditions: (RPM))
 Forward/Reverse Lever (23): In operation
 Machine Speed: 20 km/h (12.5 mph) or less
 Accelerator Pedal (1) Position: Lightly applied (Engine
Speed: 1150 min-1 (RPM) or less)
 Engine Torque: Beyond specified value
(Reference: 30 % or more)
fNOTE: Engine torque idle speed-up control is activated

by the signal of forward/reverse switch (27) when it is in
use on the machine.
TONFB50-EN-00(20160108) T2-2-10
SECTION 2 SYSTEM
90Z7B-02-02-07
TONFB50-EN-00(20160108) T2-2-11
SECTION 2 SYSTEM
Forward/Reverse Idle Speed Limiter

Purpose:
A
The forward/reverse and steering application engine idle
control increases the engine speed from 800 RPM (min-1) E
(G) to increased idle of 950 RPM (min-1) (F) to prevent
engine stall when the transmission is engaged (this takes
place when the forward/reverse lever is shifted or the
steering is operated). In addition, the forward/reverse
and steering application engine idle control reduces the
engine speed when forward/reverse and steering are not F
engaged at idle in order to reduce fuel consumption and G
noise level.
B
C D
Operation:
1. Main Controller (MC) (3) receives a signal from TNED-02-02-004
forward/reverse lever (23).
2. When all of the items under the topic below of A - Engine Speed E - High Idle Speed (2230 min-1
"Conditions" exist, MC (3) sends a target RPM (min-1) B - Accelerator Pedal Position (RPM))
C - Accelerator Pedal Position: F - Forward/Reverse and
signal to Engine Control Module (ECM) (10) via CAN
Not applied Steering Application Engine
communication (5). D - Accelerator Pedal Position: Idle Control (950 min-1 (RPM))
Fully applied G - Low Idle Speed (800 min-1
3. ECM (10) increases the idle speed to 950 min-1 (RPM)
(RPM))
(F) from low idle speed (G) when the engine speed
is below 950 min-1 (RPM).
4. MC (3) deactivates the forward/reverse and steering
application engine idle control when forward/
reverse lever (23) and steering system are in neutral
position (25).
5. At this point, ECM (10) returns the engine speed
(Min-1 or RPM) control back to the accelerator pedal
(1) position.
Conditions:
Forward/Reverse Lever (23): Forward Position (24) or
Reverse Position (26)
Accelerator Pedal (1) Position: Not applied
fNOTE: Forward/reverse lever idle speed-up control is

activated by the signal of forward/reverse switch (27)
when it is in use on the machine.
TONFB50-EN-00(20160108) T2-2-12
SECTION 2 SYSTEM
90Z7B-02-02-08
TONFB50-EN-00(20160108) T2-2-13
SECTION 2 SYSTEM
Forward/Reverse Operation Engine Speed Limiter

Purpose: A
The forward/reverse operation engine speed limiter limits
the engine RPM's (min-1) while moving the machine at a E
fast speed. The normal engine deceleration and resulting
speed reduction of the engine has an effect of slowing
the machine down through the transmission and drive
train. This helps to lower shock loads and material loss
from the bucket.
F
Operation: G
1. Main Controller MC (3) receives a signal from
machine speed sensor (21) and transmission (17) B
C D
and forward/reverse lever (23) or forward/reverse
switch (27). TNED-02-02-009

"Conditions" exist, MC (3) sends a target RPM (min-1) A - Engine Speed F - Specified Value (1300 min-1
signal to Engine Control Module (ECM) (10) via CAN B - Accelerator Pedal Position (RPM))
C - Accelerator Pedal Position: G - Low Idle Speed (800 min-1
communication (5) when forward/reverse lever (23)
Not applied (RPM))
or switch (27) has been applied. D - Accelerator Pedal Position:
ECM (10) reduces and limits the engine RPM's as Fully applied
shown by "Specified Value (1300 min-1) (RPM)" (F). E - High Idle Speed (2230 min-1
(RPM)
Conditions:
 Machine Speed: Specified speed or more
 Speed Shift: Third or Fourth
3. When forward/reverse lever (23) or switch (27) has H

been applied except when the above "Conditions",
I
ECM (10)first limits the engine RPM's to 1750 min-1
(H), and then gradually reduces to 1650 min-1 (I).
4. When any of the item listed under "Deactivation
Conditions" exist, ECM (10) returns the engine G
speed (min-1 or RPM) control back to the accelerator
pedal (1) position.
90TNED-02-02-09
 Machine Speed: Specified speed or less
 Forward/Reverse Lever (23) or Switch (27): Neutral A - Engine Speed G - Low Idle Speed (800 min-1
Position (25) B - Accelerator Pedal Position (RPM))
 2nd range modulation is completed while operating C - Accelerator Pedal Position: H - Specified Value (1750 min-1
Not applied (RPM))
in manual shift change mode at specified speed or
D - Accelerator Pedal Position: I - Specified Value (1650 min-1
less Fully applied (RPM))
E - High Idle Speed (2230 min-1
fNOTE: Forward/reverse selection speed limit control (RPM)
while traveling is deactivated by the signal of forward/
reverse switch (27) when it is in use on the machine.
TONFB50-EN-00(20160108) T2-2-14
SECTION 2 SYSTEM
(a)
(b)
(c)
90Z7B-02-02-10

applied applied
1- Accelerator Pedal 15- Coolant Temperature Sensor 26- Reverse Position 39- AUTO 1 Mode
2- Accelerator Pedal Sensor 16- Transmission 27- Forward/Reverse Switch 40- Starter Key Switch
3- Main Controller (MC) 17- Machine Speed Sensor 28- Forward/Reverse Selector 41- Hydraulic Oil Temperature
4- Column Display Controller (Backup) Switch Sensor
5- Controller Area Network (CAN) 18- Torque Converter Oil 29- Pump Delivery Pressure Sensor 42- Pressure Sensor (Boom Raise)
6- Air Conditioner Controller Temperature Sensor 30- Torque Control Solenoid Valve 43- Pressure Sensor (Bucket Roll
7- Maintenance Pro (MP) Dr. 19- Torque Converter Input Speed 31- Parking Brake Solenoid Valve Back)
8- Monitor Sensor 32- Pressure Sensor (Parking 44- Brake Pedal (Left)
9- Monitor Controller 20- Torque Converter Output Brake) 45- Pressure Sensor (Brake
10- Engine Control Module (ECM) Speed Sensor 33- Parking Brake Switch Secondary Pressure)
11- Engine 21- Machine Speed Sensor 34- Declutch Position Switch 46- Brake Pedal (Right)
12- Exhaust Gas Temperature 22- Shift Switch 35- Power Mode Selector Switch 47- Brake Pedal (Right) Switch
Sensor 23- Forward/Reverse Lever 36- Travel Mode Selector Switch
13- Crankshaft Speed Sensor 24- Forward Position 37- AUTO 2 Mode
14- Camshaft Speed Sensor 25- Neutral Position 38- Manual Mode
TONFB50-EN-00(20160108) T2-2-15
SECTION 2 SYSTEM
Load-free Engine High Idle Limiter

A
Purpose:
The load-free engine high idle limiter limits high idle E
speed when the hydraulic oil pump pressure is below a
F
pressure that permits the system to operate efficiently,
and the result is better fuel economy. G
Operation:
1. Main Controller (MC) (3) receives a signal from
hydraulic oil pressure pump delivery pressure H
sensor (29).
B
2. When all of the items under the topic below C D
of "Conditions" exist, MC (3) sends an engine 90Z7B-02-02-11
speed RPM (min-1) signal to ECM (10) via CAN
communication (5).
A - Engine Speed E - High Idle Speed (2230 min-1
3. ECM (10) reduces and limits the engine RPM's as B - Accelerator Pedal Position (RPM))
shown below under "Specified Target Value" - either C - Accelerator Pedal Position: F - Specified Target Value (2130
(F) or (G) via CAN communication (5). Not applied min-1 (RPM))
D - Accelerator Pedal Position: G - Specified Target Value (2050
 Specified Value (2050 min-1) (G): Pump delivery Fully applied min-1 (RPM))
pressure is 3 MPa (31 kgf/cm2, 435 psi) or more H - Low Idle Speed (800 min-1
 Specified Value (2130 min-1) (F): Pump delivery (RPM))
pressure is lower than 3 MPa (31 kgf/cm2, 435 psi).
4. When any of the item listed under "Deactivation fNOTE: When raising the lift arms, the pressure will
Conditions" exist, ECM (10) returns the engine typically be in mid-range pressures between 3 MPa (31
speed (min-1 or RPM) control back to the accelerator kgf/cm2, 435 psi) and 14 MPa (143 kgf/cm2, 2030 psi).
pedal (1) position.
Conditions:
 Forward/Reverse Lever (23) or Forward/Reverse
Switch (27): Neutral Position (25)
 (Machine Speed: 3 km/h (1.8 mph) or less)
 Forward/Reverse Lever (23): Forward Position (24) or
Reverse Position (26)
 (Machine Speed: 3 km/h (2 mph) or more)
fNOTE: Load-free engine high idle limiter is activated/

deactivated by the signal of forward/reverse switch (27)
TONFB50-EN-00(20160108) T2-2-16
SECTION 2 SYSTEM
90Z7B-02-02-12
TONFB50-EN-00(20160108) T2-2-17
SECTION 2 SYSTEM
Engine Speed Regulator For Digging

Purpose:
(RPM)
The engine speed regulator for digging limits high idle A
[Power Mode]
speed and improves balance between tractive force and
digging force according to the lift arm angle. C ON
D
Operation: E
1. Main Controller (MC)(3) receives signals from F OFF
machine speed sensor (21) and shift switch (22), and
judges the currently selected shift range.
2. Torque converter input speed sensor (19) sends the
actual engine speed signals to MC (3).
B (V)
3. MC (3) receives the signals from pump delivery
pressure sensor (29), lift arm angle sensor (41) and 90Z7B-02-02-13
power mode switch (35).
A - Engine Speed E - Specified RPM (Power Mode
B - Lift Arm Angle (Sensor ON, Lift Arm Is Level) (1950
"Conditions" exist, MC (3) sends a target engine Voltage) min-1 (RPM))
speed RPM (min-1) signal to Engine Control Module C - High Idle Speed (2320 min-1 F - Specified RPM (Power Mode
(ECM) (10) via CAN communication (5). (RPM)) OFF) (1700 min-1 (RPM))
D - Specified RPM (Power Mode
5. ECM (10) reduces and limits the engine RPM's (min-1) ON, Digging)
to the values (C)~(F) according to the power mode
setting and lift arm angle as shown in the curved Engine Speed according to Work Mode and Lift Arm
graph. Angle (Reference)
(Unit: min-1 (RPM))
Conditions: Power Mode Selector Switch OFF ON
 Forward/Reverse Lever (23) or Switch (27): Forward (35)
(F) Position
 Pump Delivery Pressure: High Pressure Highest Idle Speed (C) 1700 2230
(Reference: 20 MPa (204 kgf/cm2, 2900 psi) or more) RPM at Specified Lift Arm 1700 2100 (1.8 V)
 Torque Converter Rotation Speed Ratio: Below Angle (D)
specified value (Reference: 15 % or less)
Specified RPM at Lift Arm 1700 1950 (1.6 V)
 Shift Switch (22): First range (Checked only when
Angle 0° (Level) (E, F)
Power Mode is ON)
 Bucket Angle Position Detection Switch (48): OFF
4. When any of the item listed under "Deactivation

fNOTE: When the power mode is OFF, the engine speed
is kept constant at 1700 min-1 (RPM).
Conditions" exist, MC (3) judges the machine is
not digging and engine speed RPM limit control is
canceled.
 Forward/Reverse Lever (23) or Switch (27): Reverse
(R) or Neutral (N) Position
 Pump Delivery Pressure: Low Pressure (Reference: 9.8
MPa (100 kgf/cm2, 1421 psi) or less)
 Torque Converter Rotation Speed Ratio: Above
specified value (Reference: 40 % or more)
 Shift Switch (22): Second~Fourth range (Checked
only when Power Mode is ON)
 Bucket Angle Position Detection Switch (48): ON
TONFB50-EN-00(20160108) T2-2-18
SECTION 2 SYSTEM
90Z7B-02-02-14
11- Engine 22- Shift Switch 36- Travel Mode Selector Switch 48- Bucket Angle Position
12- Exhaust Gas Temperature 23- Forward/Reverse Lever 37- AUTO 2 Mode Detection Switch
TONFB50-EN-00(20160108) T2-2-19
SECTION 2 SYSTEM
Speed Limit Control with Power Mode OFF

Purpose:
This speed limiter limits the high idle speed according
to propulsion load when the power mode is deactivated Speed Shift: Second or first
(OFF). Therefore, fuel consumption is reduced.
Operation:
1. Main Controller (MC) (3) receives a signal about
machine speed from machine speed sensor (21).
2. Torque converter input speed sensor (19) sends the
actual engine speed data to MC (3).
3. When all of the items under the topic below of A
"Conditions" exist, MC (3) sends a target RPM (min-1)
a signal to Engine Control Module (ECM) (10) via
CAN communication (5).
4. ECM (10) reduces and limits the engine speed to the
specified value from the high idle speed according
to CAN communication (5) when the engine speed
is above the limited engine speed engaged by the
speed limiter. B
 When the selected range is second or first, the TNED-02-02-058KC

engine speed is limited to a given value as indicated
in the chart. The engine speed value is relative to the A - Engine Speed
propulsion load. B - Propulsion Load
Conditions:
 Power Mode Selector Switch (35): OFF fNOTE: The power mode can be set to ON or OFF by
 Forward/Reverse Lever (23) or Forward/Reverse using MPDr. (7) with key switch (40) ON or OFF.
Switch (27): Forward Position (24) or Reverse Position
(26)
In addition, the power mode ON/OFF status can be held
or released with key switch (40) OFF until key switch (40)
is turned ON.
fNOTE: When third or fourth range is selected, the speed
limit control with power mode OFF is deactivated.
fNOTE: Speed limit control with power mode OFF is
activated by the signal from forward/reverse switch (27)
TONFB50-EN-00(20160108) T2-2-20
SECTION 2 SYSTEM
90Z7B-02-02-19
TONFB50-EN-00(20160108) T2-2-21
SECTION 2 SYSTEM
Driving Load Idle Speed Control

5. When the topic below of "Deactivation Conditions"
Purpose:
exists, ECM (10) returns the engine speed (Min-1
The idle speed-up control increases the engine
or RPM) control back to the accelerator pedal (1)
revolutions (min-1 (RPM's)) when forward or reverse is
position.
selected, and the bucket is loaded or the machine is
engaging a pile of material. This is done to prevent engine Deactivation Conditions:
stall due to operational load. (Refer to page T2-2-12  (Forward Movement)
"Forward/Reverse Idle Speed Limiter".) Machine Speed: 7 km/h (4.3 mph) or less and Torque
Converter Speed Ratio: Below Specified Value
Operation: (Reference: 80% or less)
1. When the forward/reverse idle speed limiter is  (Reverse Movement)
applied, Main Controller (MC) (3) sends a signal Machine Speed: 9 km/h (5.6 mph) or less and Torque
equivalent to the target engine RPM (min-1) to Converter Speed Ratio: Below Specified Value
Engine Control Module (ECM) (10) via Controller (Reference: 80% or less)
Area Network (CAN) communication (5). The target  More than 7 seconds have passed since the driving
RPM (min-1) signal varies according to operational load idle speed control has activated.
demands.
A
2. ECM (10) responds to this signal by increasing
the idle speed up to 1000 min-1 (RPM) (H), which E
is higher than the steering and forward/reverse
application engine idle speed (F).
3. With the forward/reverse lever (23) in the Neutral
J
position (25), MC (3) deactivates the forward/ H
reverse idle up control and the driving load idle F
speed control. ECM (10) returns the engine speed
G
(Min-1 or RPM's) control back to the accelerator
pedal (1) position. B
4. When the idle speed reaches 1000 min (RPM) (H),
-1 C D
ECM (10) could further increase the idle speed up to TNED-02-02-062KC
control stage 2 (J) if the topic below of "Conditions"
exists. A - Engine Speed F - Forward/Reverse and
B - Accelerator Pedal Position Steering Application Engine
Conditions: C - Accelerator Pedal Position: Idle Control (950 min-1 (RPM))
 Speed Shift Range: 3rd to 5th Speed Forward or 3rd Not applied G - Low Idle Speed (800 min-1
Speed Reverse D - Accelerator Pedal Position: (RPM))
 Machine Speed: 12 km/h (7.5 mph) or more Fully applied H - Driving Load Idle Speed
E - High Idle Speed (2350 min-1 Control (Stage 1)
 Accelerator Pedal (1) Position: Applied Lightly (RPM)) (Max. 1000 min-1 (RPM))
(Engine Speed: 1100 min-1 (RPM) or less) J - Driving Load Idle Speed
 Torque Converter Speed Ratio: Above Specified Value Control (Stage 2)
(Reference: 120% or more)
fNOTE:
 MC (3) detects the driving load by the T/C speed ratio,
calculated from the following equation.
A = B/C
A - Torque Converter Rotation Speed Ratio
B - Torque Converter Output Speed
C - Actual Engine Speed
TONFB50-EN-00(20160108) T2-2-22
SECTION 2 SYSTEM
90Z7B-02-02-63
TONFB50-EN-00(20160108) T2-2-23
SECTION 2 SYSTEM
Aftertreatment Device Manual Regeneration

Control
4. When any of the items under the topic
Purpose: "Deactivation Conditions" exists, MC (1) sends signal
The aftertreatment device manual regeneration control to ECM (8) to deactivate the aftertreatment device
cleans the aftertreatment device manually. The operator manual regeneration control.
performs this by turning the aftertreatment device
cleaning switch (9) ON.
 Accelerator Pedal (2) Position: Applied
 Parking Brake: Not Applied (OFF)
Operation:
1. Main Controller (MC) (1) receives a signal to clean
Switch (21): Forward or Reverse Position
(regenerate) aftertreatment device from Engine
 Front Control Lever Lock: Unlock
Control Module (ECM) (8) via Controller Area
 Aftertreatment Device Regeneration Switch: ON
Network (CAN) communication (5).
(Depressed again)
2. When all following items under the topic of
"Conditions" exist, MC (1) sends aftertreatment 5. Manual regeneration will not occur.
device cleaning signal to ECM (8).
3. ECM (8) increases and holds the engine speed to
raise the exhaust temperature.
fNOTE: Aftertreatment device manual or auto
regeneration control is activated by the signal of
Conditions: forward/reverse switch (21) when it is in use on the
 Accelerator Pedal (2) Position: Not applied machine.
 Parking Brake: Applied (ON)
Switch (21): Neutral Position
 Front Control Lever Lock: Lock
 Aftertreatment Device Regeneration Switch: ON
(Depressed)
 Aftertreatment Device Regeneration Status:
Regeneration is requested.
TONFB50-EN-00(20160108) T2-2-24
SECTION 2 SYSTEM
90Z7B-02-02-52
1- Accelerator Pedal 16- Transmission 28- Forward/Reverse Selector 42- Aftertreatment Device
2- Accelerator Pedal Sensor 17- Machine Speed Sensor Switch Regeneration Switch
3- Main Controller (MC) (Backup) 29- Pump Delivery Pressure Sensor 44- Brake Pedal (Left)
4- Column Display Controller 18- Torque Converter Oil 30- Torque Control Solenoid Valve 45- Pressure Sensor (Brake
5- Controller Area Network (CAN) Temperature Sensor 31- Parking Brake Solenoid Valve Secondary Pressure)
6- Air Conditioner Controller 19- Torque Converter Input Speed 32- Pressure Sensor (Parking 46- Brake Pedal (Right)
7- Maintenance Pro (MP) Dr. Sensor Brake) 47- Brake Pedal (Right) Switch
8- Monitor 20- Torque Converter Output 33- Parking Brake Switch
9- Monitor Controller Speed Sensor 34- Declutch Position Switch
10- Engine Control Module (ECM) 21- Machine Speed Sensor 35- Power Mode Selector Switch
15- Coolant Temperature Sensor 27- Forward/Reverse Switch 41- Pressure Sensor (Pilot Primary)
TONFB50-EN-00(20160108) T2-2-25
SECTION 2 SYSTEM
(Blank)
TONFB50-EN-00(20160108) T2-2-26
SECTION 2 SYSTEM
Pump Control
The pump control consists of the following items.
 Base Torque Control

 Torque Decrease Control While Dumping Bucket
 Lift Arm Speed Multiplication Control
TONFB50-EN-00(20160108) T2-2-27
SECTION 2 SYSTEM
Base Torque Control
Purpose:
The base, or standard, torque control controls the Q
hydraulic pump delivery flow rate in response to the
engine speed changes due to variations in load so that
the engine output power can be used more efficiently.
Operation:
1. Torque converter input speed sensor (19) sends an
engine speed signal to Main Controller (MC) (3).
2. MC (3) sends a signal to hydraulic pump load

torque control solenoid valve (30) relative to the
actual engine speed as communicated by CAN
communication (5) from ECM (10).
3. Torque control solenoid valve (30) delivers pilot

pressure oil to the regulator depending on the P
signal received to control the pump delivery flow
rate. TNED-02-02-024
fNOTE: The calculated values of MC (3) are different at

P - Pressure Q - Flow Rate
low temperature and at high temperature.
fNOTE: Refer to Torque Decrease Control While
Dumping Bucket while dumping the bucket.
TONFB50-EN-00(20160108) T2-2-28
SECTION 2 SYSTEM
90Z7B-02-02-25
3- Main Controller (MC) (Backup) 29- Pump Delivery Pressure 42- Pressure Sensor (Boom Raise)
4- Column Display Controller 18- Torque Converter Oil Sensor 43- Pressure Sensor (Bucket Roll
5- Controller Area Network Temperature Sensor 30- Torque Control Solenoid Back)
(CAN) 19- Torque Converter Input Valve 44- Brake Pedal (Left)
6- Air Conditioner Controller Speed Sensor 31- Parking Brake Solenoid Valve 45- Pressure Sensor (Brake
7- Maintenance Pro (MP) Dr. 20- Torque Converter Output 32- Pressure Sensor (Parking Secondary Pressure)
8- Monitor Speed Sensor Brake) 46- Brake Pedal (Right)
9- Monitor Controller 21- Machine Speed Sensor 33- Parking Brake Switch 47- Brake Pedal (Right) Switch
10- Engine Control Module (ECM) 22- Shift Switch 34- Declutch Position Switch
11- Engine 23- Forward/Reverse Lever 35- Power Mode Selector Switch
12- Exhaust Gas Temperature 24- Forward Position 36- Travel Mode Selector Switch
Sensor 25- Neutral Position 37- AUTO 2 Mode
13- Crankshaft Speed Sensor 26- Reverse Position 38- Manual Mode
14- Camshaft Speed Sensor 27- Forward/Reverse Switch 39- AUTO 1 Mode
15- Coolant Temperature Sensor 40- Starter Key Switch
TONFB50-EN-00(20160108) T2-2-29
SECTION 2 SYSTEM
Torque Decrease Control While Dumping Bucket
Purpose:
The torque decrease control while dumping bucket fNOTE: Torque Decrease Control While Dumping Bucket
(hydraulic load reduction) feature reduces pump oil is activated by the signal from forward/reverse switch
flow and load so that the power from the engine can be (27) when it is in use on the machine.
applied to forward movement of the machine. fNOTE: When the power mode selector switch (35) is ON,
the engine speed is controlled according to the lift arm
Operation: angle, and there is a case where the Torque Decrease
1. When all of the items under the topic below of Control While Dumping Bucket is deactivated.
"Conditions" exist, Main Controller (MC) (3) judges
that machine is digging and sets the target torque
399 N·m (294 lbf·ft).
fNOTE: The target torque should be 349 N·m (257 lbf·ft)

only when driving at 2nd speed with power mode OFF.
Conditions:
 Torque Converter Rotation Speed Ratio: Below
specified value (Reference: 15 % or less)
 Forward/Reverse Lever (23) or Switch (27): Forward
Position (24)
 Pump Delivery Pressure: High Pressure (Reference: 20
MPa (204 kgf/cm2, 2900 psi) or more)
2. MC (3) receives a signal from lift arm angle sensor

(48), and increases the target torque to obtain the
optimum torque for the lift arm angle.
3. MC (3) sends a signal to torque control solenoid

valve (30) depending on the target torque.
4. Torque control solenoid valve (30) adjusts the

hydraulic oil flow delivery rate at the regulator
relative to the electrical signal it receives from the
MC (3).
5. When any of the following "Deactivation

Conditions" exists, the Torque Decrease Control
While Dumping Bucket is deactivated.
 Torque Converter Rotation Speed Ratio: Above
specified value (Reference: 40 % or more)
 Forward/Reverse Lever (23) or Switch (27): Neutral
Position (25) or Reverse Position (26)
 Pump Delivery Pressure: Low Pressure (Reference: 9.8
MPa (100 kgf/cm2, 1421 psi) or less)
TONFB50-EN-00(20160108) T2-2-30
SECTION 2 SYSTEM
90Z7B-02-02-26
3- Main Controller (MC) (Backup) 29- Pump Delivery Pressure 42- Pressure Sensor (Boom Raise)
4- Column Display Controller 18- Torque Converter Oil Sensor 43- Pressure Sensor (Bucket Roll
5- Controller Area Network Temperature Sensor 30- Torque Control Solenoid Back)
(CAN) 19- Torque Converter Input Valve 44- Brake Pedal (Left)
6- Air Conditioner Controller Speed Sensor 31- Parking Brake Solenoid Valve 45- Pressure Sensor (Brake
7- Maintenance Pro (MP) Dr. 20- Torque Converter Output 32- Pressure Sensor (Parking Secondary Pressure)
8- Monitor Speed Sensor Brake) 46- Brake Pedal (Right)
9- Monitor Controller 21- Machine Speed Sensor 33- Parking Brake Switch 47- Brake Pedal (Right) Switch
10- Engine Control Module (ECM) 22- Shift Switch 34- Declutch Position Switch 48- Lift Arm Angle Sensor
11- Engine 23- Forward/Reverse Lever 35- Power Mode Selector Switch
12- Exhaust Gas Temperature 24- Forward Position 36- Travel Mode Selector Switch
Sensor 25- Neutral Position 37- AUTO 2 Mode
13- Crankshaft Speed Sensor 26- Reverse Position 38- Manual Mode
14- Camshaft Speed Sensor 27- Forward/Reverse Switch 39- AUTO 1 Mode
15- Coolant Temperature Sensor 40- Starter Key Switch
TONFB50-EN-00(20160108) T2-2-31
SECTION 2 SYSTEM
Lift Arm Speed Multiplication Control
Purpose:
This control delivers the oil from pilot pump (32) partly to
the lift arm cylinder circuit to increase the lift arm raising
speed when engine (11) is running at the specified engine
speed or higher.
Operation:
1. Main Controller (MC) (3) receives an engine speed 6. When any of the items under the topic below of
signal from ECM (10) via Controller Area Network "Deactivation Conditions" exists, MC (Main) (1)
(CAN) (5). turns OFF lift arm speed multiplication solenoid
valve (16). The pressure at P2 side increases due to
variable orifice, and becomes larger than P1 side.
2. MC (3) receives signals from lift arm raise pressure
This supplies the oil to the fan motor circuit.
sensor (42) and pump delivery pressure sensor (29).
 Lift Arm Raise Pressure: 1.0 MPa (10.2 kgf/cm2, 145
3. MC (3) receives signal from accelerator pedal sensor
psi) or less
(2), and calculates a target RPM (min-1).
 Lift Arm Angle (Voltage confirmed on monitor): 1.7 V
or less, 3.33 V or more
4. When all of the items under the topic below of  Target engine speed > 1300 RPM (min-1) and Actual
"Conditions" exist, MC (3) turns ON lift arm speed engine speed < 700 RPM (min-1)
multiplication solenoid valve (31).  Target engine speed < 1300 RPM (min-1) and Actual
Conditions: engine speed < 650 RPM (min-1)
 Lift Arm Raise Pressure: More than 1.2 MPa (12.2 kgf/
cm2, 174 psi)
 Lift Arm Angle:
1.85 V < Voltage confirmed on monitor < 3.1 V
 Target engine speed > 1300 RPM (min-1) and Actual
engine speed > 1200 RPM (min-1)
 Target engine speed < 1300 RPM (min-1) and Actual
engine speed > 750 RPM (min-1)
5. Lift arm speed multiplication solenoid valve (31)

blocks the pilot line to increase the pressure in
priority hammer valve (34).
This connects the valve port to supply more oil to
the loading circuit, and the excess oil will be sent to
the fan motor circuit.
TONFB50-EN-00(20160108) T2-2-32
SECTION 2 SYSTEM
When activated:
To Fan Motor Circuit

To Loading Circuit
90Z7B-02-02-03
1- Accelerator Pedal 8- Monitor 31- Lift Arm Speed Multiplication 42- Pressure Sensor (Lift Arm
2- Accelerator Pedal Sensor 9- Monitor Controller Solenoid Valve Raise)
3- Main Controller (MC) 10- Engine Control Module (ECM) 32- Pilot Pump
4- Column Display Controller 16- Transmission 33- Unloader (Brake Charge) Valve
5- Controller Area Network (CAN) 29- Pump Delivery Pressure Sensor 34- Priority Hammer Valve
TONFB50-EN-00(20160108) T2-2-33
SECTION 2 SYSTEM
Transmission Control
The transmission control consists of the following.
 Neutral Control
 Forward/Reverse Lever Priority Control
 Manual Speed Shift Control
 Automatic Speed Shift Control
 Downshift Control
 Speed Shift Delay Control
 Declutch Control
 Shift Holding Control
 Lock-Up Control
TONFB50-EN-00(20160108) T2-2-34
SECTION 2 SYSTEM
(a)
(b)
(c)
90Z7B-02-02-27

applied applied
1- Accelerator Pedal 14- Torque Converter Oil 22- Speed Shift Solenoid Valve 35- Travel Mode Selector Switch
2- Accelerator Pedal Sensor Temperature Sensor 23- Shift Switch 36- AUTO 2 Mode
3- Main Controller (MC) 15- Torque Converter Input 24- Forward/Reverse Lever 37- Manual Mode
4- Column Display Controller Speed Sensor 25- Forward Position 38- AUTO 1 Mode
5- Controller Area Network 16- Torque Converter Output 26- Neutral Position 39- Key Switch
(CAN) Speed Sensor 27- Reverse Position 40- Brake Pedal (Left)
6- Monitor 17- Machine Speed Sensor 28- Forward/Reverse Switch 41- Pressure Sensor (Brake
7- Monitor Controller (Backup) 29- Forward/Reverse Selector Secondary Pressure)
8- Engine Control Module (ECM) 18- Machine Speed Sensor Switch 42- Brake Pedal (Right)
9- Engine 19- Forward Clutch Solenoid 30- Parking Brake Solenoid Valve 43- Brake Pedal (Right) Switch
10- - Valve 31- Pressure Sensor (Parking 44- Lift Arm Angle Sensor
11- Downshift Switch (DSS) 20- Lock-Up Clutch Solenoid Brake) 45- Pressure Sensor (Lift Arm
12- Hold Switch Valve 32- Parking Brake Switch Raise)
13- Transmission 21- Reverse Clutch Solenoid 33- Declutch Position Switch 46- Pressure Sensor (Bucket
Valve 34- Power Mode Selector Switch Dump)
TONFB50-EN-00(20160108) T2-2-35
SECTION 2 SYSTEM
Neutral Control
Purpose: 7. When the parking brake is released, parking

The neutral control deactivates the forward/reverse lever brake switch (32) is turned to "OFF", parking brake
(24) operation and does not connect the transmission solenoid valve (30) sends pilot pressure oil to
forward/reverse clutches when the parking brake is the parking brake unit to release it. It releases by
applied. Therefore, the parking brake is prevented from compressing the parking brake spring with the
dragging. piston.
1. Main Controller (MC) (3) receives a signal from 8. MC (3) sends the input signal from forward/
parking brake pressure sensor (31). reverse lever (24) to engage forward/reverse clutch
solenoid valves (19, 21) of transmission (13) when
the parking brake is released. (Pressure sensor
2. MC (3) receives the signal from forward/reverse (parking brake) (31) sends a signal that the parking
lever (24). (Refer to Forward/Reverse Lever Priority brake release circuit has been pressurized, and it is
Control.) ok to operate the transmission.)
3. MC (3) reads the parking brake pressure sensor (31) 9. Therefore, the forward/reverse clutch of
input signal when operating forward/reverse lever transmission (13) is engaged.
(24).
4. Parking brake solenoid valve (30) opens the circuit

fNOTE: The operation of forward/reverse switch (28)
becomes invalid when the parking brake is applied.
between the parking brake actuator and the When the park brake is applied, it is not possible to
hydraulic oil tank and engages the parking brake. engage transmission (13) and drive through the parking
This is done via use of parking brake switch (32). brake.
The parking brake is applied with spring force, and
releases with oil pressure. fNOTE: Armrest switch (47) is equipped when the
optional stick steering is installed. This switch is turned
OFF when the armrest is not lowered properly, causing
5. When the parking brake is applied, MC (3) does not the machine in the neutral status.
respond to the signal from forward/reverse lever
(24). Thus forward/reverse clutch solenoid valves
(19, 21) of transmission (13) will not be energized
when the parking brake is applied and the parking
brake does not receive pressure to be released
(pressure sensor at parking brake (31) is below the
specified pressure).
6. Therefore, the forward/reverse clutch of

transmission (13) is not engaged when the
parking brake is applied, thus the parking brake is
prevented from dragging.
TONFB50-EN-00(20160108) T2-2-36
SECTION 2 SYSTEM
90Z7B-02-02-28
1- Accelerator Pedal 15- Torque Converter Input 24- Forward/Reverse Lever 37- Manual Mode
2- Accelerator Pedal Sensor Speed Sensor 25- Forward Position 38- AUTO 1 Mode
3- Main Controller (MC) 16- Torque Converter Output 26- Neutral Position 39- Key Switch
4- Column Display Controller Speed Sensor 27- Reverse Position 40- Brake Pedal (Left)
5- Controller Area Network 17- Machine Speed Sensor 28- Forward/Reverse Switch 41- Pressure Sensor (Brake
(CAN) (Backup) 29- Forward/Reverse Selector Secondary Pressure)
6- Monitor 18- Machine Speed Sensor Switch 42- Brake Pedal (Right)
7- Monitor Controller 19- Forward Clutch Solenoid 30- Parking Brake Solenoid Valve 43- Brake Pedal (Right) Switch
8- Engine Control Module (ECM) Valve 31- Pressure Sensor (Parking 44- Lift Arm Angle Sensor
9- Engine 20- Lock-Up Clutch Solenoid Brake) 45- Pressure Sensor (Lift Arm
11- Downshift Switch (DSS) Valve 32- Parking Brake Switch Raise)
12- Hold Switch 21- Reverse Clutch Solenoid 33- Declutch Position Switch 46- Pressure Sensor (Bucket
13- Transmission Valve 34- Power Mode Selector Switch Dump)
14- Torque Converter Oil 22- Speed Shift Solenoid Valve 35- Travel Mode Selector Switch 47- Armrest Switch (Option)
Temperature Sensor 23- Shift Switch 36- AUTO 2 Mode
TONFB50-EN-00(20160108) T2-2-37
SECTION 2 SYSTEM
Forward/Reverse Lever Priority Control
Purpose:
The forward/reverse lever is given priority over the
forward/reverse switch (28) when the machine forward/
reverse movement is controlled by forward/reverse switch
(28).
Operation:
1. Forward/reverse lever (24), forward/reverse switch
(28), and forward/reverse selector switch (29),
machine speed sensor (18), and parking brake
pressure sensor (31) all send a signal to the Main
Controller (MC) (3). When MC (3) receives these
signals, it then responds with an output signal to
the forward/reverse clutch solenoid valves (19, 21)
of transmission (13).
2. When forward/reverse selector switch (29) is OFF,
MC (3) responds to forward/reverse lever (24) only.
3. When forward/reverse selector switch (29) has been
turned ON while machine stops (machine speed:
0 km/h (0 mph), forward/reverse switch (28) and
forward/reverse lever (24): neutral position (26)),
MC (3) turns ON forward/reverse selector switch
indicator on monitor (6), and will act on the next
input from forward/reverse switch (28) or forward/
reverse lever (24).
4. When forward/reverse lever (24) is used or when
starter key (39) is placed to ON position, it is given
priority by MC (3) over forward/reverse switch (28).
MC (3) turns OFF forward/reverse selector switch
indicator on monitor (6).
5. To use forward/reverse switch (28) again, turn the
switch (28) OFF, and go back to step 3.
fNOTE: In case forward/reverse lever (24) fails, MC (3)

sets transmission (13) in neutral then directional input
control is given to forward/reverse switch (28). In case
forward/reverse switch (28) fails, directional input
control is given to forward/reverse lever (24).
In case both forward/reverse lever (24) and forward/
reverse switch (28) fail, the transmission is fixed in
neutral and the machine cannot move.
TONFB50-EN-00(20160108) T2-2-38
SECTION 2 SYSTEM
90Z7B-02-02-29
14- Torque Converter Oil 22- Speed Shift Solenoid Valve 35- Travel Mode Selector Switch
TONFB50-EN-00(20160108) T2-2-39
SECTION 2 SYSTEM
Manual Speed Shift Control
Purpose: 4. MC (3) also limits the range selection when this

The manual speed shift control changes the selected would be damaging to the transmission.
transmission range manually.
5. MC (3) changes the downshifting ranges a step at a
time so as not to damage transmission (13); i.e. from
Operation:
fourth to third, from third to second, etc. These step
1. Main Controller (MC) (3) receives a signal to
by step shifts are done according to the machine
manually control the transmission from operating
speed.
mode switch (35). (Refer to Automatic Speed Shift
Control.) 6. This protects the transmission by reducing
downshift shock loads.
2. MC (3) receives a signal from machine speed sensor
(18) and shift switch (23). Shift switch (23) is divided 7. When selected range is changed, MC (3) sends
into two sections. a signal to monitor controller (7) via CAN
communication (5) to indicate on the monitor panel
Notice the two sides, "A" and "B" in the table below.
which transmission range is currently applied.
When first range is selected, "Side A" would be "ON"
and "Side B" would be "OFF". When second range is 8. Monitor controller (7) displays the applied range on
selected, both "Side A" and "Side B" would remain in monitor panel (6).
the "OFF" position, as the table shows. This signal is
sent to MC (3) and it provides an appropriate output
to control transmission (13).
Speed Shift First Second Third Fourth

Side A ON ON
Side B ON ON
3. The speed range signal from shift switch (23) is sent

to MC (3) which responds with an output signal to
speed range solenoid valve (22) of transmission
(13) when operation mode switch (35) is on manual
mode (37). This changes the selected range of
transmission (13) manually.
TONFB50-EN-00(20160108) T2-2-40
SECTION 2 SYSTEM
90Z7B-02-02-30
TONFB50-EN-00(20160108) T2-2-41
SECTION 2 SYSTEM
Automatic Speed Shift Control
Purpose: 4. MC (3) limits shift switch (23) downshift signal so as

The automatic speed shift control changes the speed to avoid engine over speed.
shift of transmission automatically. The shift change
5. MC (3) adapts transmission (13) downshift
mode can be selected according to the work mode or
selection to the operation parameters and permits
work condition requirements. In addition, the timing of
transmission (13) downshift to occur in a step by
automatic speed shift is changed according to the power
step manner when the parameters will permit MC
mode application to help with reducing fuel consumption
(3) to safely do so; for example, when downshifting
and maintain the performance.
transmission (13) from fourth to third, the machine
speed must be in an acceptable range before MC
Operation:
(3) will permit the shift to occur, etc. If the selection
1. Main Controller (MC) (3) receives an input signal
is attempted to be made in such a way that the
from travel mode selector switch (35) and power
downshift could make operation unsafe or damage
mode selector switch (34).
the machine, MC (3) will not permit the downshift
2. MC (3) receives signals from machine speed sensor to occur.
(18) and shift switch (23), and judges the currently
6. Therefore, downshift shock loads are reduced, the
selected speed range.
shift is made smoothly and the transmission is
3. MC (3) sends the speed shift signal to speed protected.
shift solenoid valve (22) of transmission (13) in
7. MC (3) sends a speed range signal to monitor
response to the input signal. Transmission (13) will
controller (7) via CAN communication (5) at the shift
automatically shift as required by the operating
selection changes are taking place.
conditions.
8. Monitor controller (7) displays the current speed
range on monitor panel (6).
Travel (Shift Change) Mode
 AUTO 1 Mode (38): The machine starts out in
second range. When operating load is high, it will
automatically downshift from second to first range.
fNOTE: The shift switch (23) provides the highest speed
range.
 AUTO 2 Mode (36): The machine starts out in second
range. When operating load is high, it will not fNOTE: When shift switch (23) is set to first range in
automatically downshift to first speed range. AUTO 1 or AUTO 2 mode, transmission (13) remains in
 Manual (37): The speed range is selected manually. the first range.
(Refer to Manual Speed Shift Control.) fNOTE: When travel mode switch (35) becomes
malfunctions, MC (3) sets the driving shift change mode
Power Mode: to manual mode.
 OFF: The transmission shifts up to the next range
more quickly than usual. This improves the rate of fNOTE: When machine speed sensor (18) and machine
fuel consumption while operating the machine in speed sensor (backup) (19) becomes malfunctions, MC
low load conditions. (3) sets the driving shift change mode to manual mode
 ON: The transmission shifts up to the next range less via backup control.
quickly than usual. This improves the operation of
the machine while under high load conditions.
TONFB50-EN-00(20160108) T2-2-42
SECTION 2 SYSTEM
90Z7B-02-02-31
TONFB50-EN-00(20160108) T2-2-43
SECTION 2 SYSTEM
Downshift Control
Purpose: 7. When any of the following conditions exists under

The downshift control permits transmission (13) to the topic "Deactivation Conditions", the downshift
downshift to the next lower range when it is applied. control is deactivated.
Operation:
 Forward/Reverse Lever (24) or Switch (28): In use
1. Main Controller (MC) (3) receives the signals from
 Driving Mode Switch (35): In use
machine speed sensor (18), shift switch (23),
 Hold Switch (12): Operated with the shift change
driving mode selector switch (35), downshift switch
mode set to AUTO 1 mode (38) or AUTO 2 mode (36)
(DSS) (11) and the currently applied range within
 Shift Switch (23): Operated, with Manual mode (37)
transmission (13).
2. When DSS (11) is applied, MC (3) downshifts by one
range when the machine speed reaches the target
fNOTE:
 Downshift switch (11) is located on a front attachment

speed for downshift (as from 4 to 3, from 3 to 2, etc.)
control lever.
MC (3) sends the shift signal to solenoid valve (22)
of transmission (13) to downshift the speed range  When machine speed sensor (18) malfunctions, MC (3)

to the next one. sets the driving shift change mode to manual mode
via back up control.
3. By further keeping DSS (11) depressed in AUTO1
 When the lock-up clutch is used, pressing DSS (11)

(38) mode, the speed range downshifts to the first
disengages the lock-up clutch before downshifting the
speed, and in AUTO2 (36) mode to second speed by
speed range and engage the lower clutch gear by one.
one range automatically when the machine speed
(eg. When applying DSS (11) during the 4th lock-up
reaches the target speed.
speed, the 3rd speed is selected.)
4. In AUTO1 mode, while holding in the second speed
range, depressing DSS (11) again within 3 seconds
after releasing it, MC (3) downshifts the speed
range from second to first when the machine speed
reaches the target speed for downshift.
5. The downshift control is deactivated and is returned
to automatic speed shift control in 3 seconds after
the speed shift is lowered. (Refer to Automatic
Speed Shift Control.)
6. With the Manual (37) shift change mode selected,
MC (3) downshifts the speed range by applying DSS
(11) by one range when the machine speed reaches
the target speed for downshift.
The selected shift range is held after lowering to the
next one down. Apply DSS (11) again to downshift
to the next one down. (Refer to Manual Speed Shift
Control.)
TONFB50-EN-00(20160108) T2-2-44
SECTION 2 SYSTEM
90Z7B-02-02-32
TONFB50-EN-00(20160108) T2-2-45
SECTION 2 SYSTEM
Speed Shift Delay Control
Purpose:
The transmission shift delay control holds back the fNOTE:
upshift timing at automatic speed shift control. Therefore,  Speed shift delay control is activated by the signal of

this control maintains machine performance during forward/reverse switch (28) when it is in use on the
bucket and lift arm movement while loading. machine.
 Speed shift delay control is deactivated when power

Operation: mode switch (34) or shift change mode switch (35) is
1. When the following items listed below under operated, or when parking brake switch (32) is ON.
"Requirements" and "Any Satisfied Conditions" exist,  The lock-up control works when the necessary

the timing of shift up (2~3) is delayed at automatic conditions are satisfied. (Refer to Lock-Up Control.)
speed shift control.
Requirements:
Switch (28): Forward Position (25) or Reverse Position
(27)
 Shift Change Mode Switch (35): AUTO 1 mode (38),
AUTO 2 mode (36)
 Machine Speed: Beyond the specified value to shift A
up.
 Speed Shift: Second or first C
 Parking Brake: Unlock
B
 Shift Change Delay Mode Setting: ON
Any Satisfied Conditions:

 Lift Arm Lower Operation (Lift Arm Angle Sensor
(44)): Output Signal (Dumping, Loading Positions) TNED-02-02-059
 Pressure Sensor (Lift Arm Raise) (45): Output Signal
(This signal is not seen as valid until a minimum of 3
A- Loading Position Setup C- Horizontal Position of Lift
seconds of application have past.) Range of Lift Arm Arm
 Pressure Sensor (Bucket Dump) (46): Output Signal B- Rollback Position Setup
Range of Lift Arm
2. Main Controller (3) delays the current speed shift
signal for 8 seconds while in forward and 8 seconds
while in reverse with the machine in motion.
3. Therefore, the upshift timing of speed-shift up

(second to third) is delayed.
TONFB50-EN-00(20160108) T2-2-46
SECTION 2 SYSTEM
90Z7B-02-02-33
TONFB50-EN-00(20160108) T2-2-47
SECTION 2 SYSTEM
Declutch Control
Purpose: 4. When all the items listed under "Deactivation

The declutch control disengages the forward or reverse Conditions" exist, MC (3) sends a signal to energize
clutches (whichever engaged at the time) by applying forward or reverse clutch solenoid valves (19, 21) of
the brake pedal. With the drivetrain not drawing torque transmission (13). In this state, a forward or reverse
from the engine, the power can be concentrated on the clutch is engaged.
loading circuit functions.
5. Monitor (6) displays the forward/reverse position
with declutch cutoff control when the forward/
Operation:
reverse clutches of transmission (13) are
1. Main Controller (MC) (3) receives a signal from
disengaged.
declutch position switch (33).
2. When all the items listed under "Conditions" exist,
MC (3) stops energizing forward/reverse clutch
 Declutch Position Switch (33): OFF Position
solenoid valves (19, 21) of transmission (13). In this
 Speed Range: Third speed or more
state, neither forward/reverse clutches are engaged.
 Brake pedal (right): Applied
3. Consequently, the engine output power can be  Pressure Sensor (Brake Second Pressure) (41): Below
concentrated on the loading circuit functions. specified pressure
Conditions: fNOTE: When declutch position switch (33) and pressure

 Declutch Position Switch (33): (a) or (c) Position sensor (brake secondary pressure line) (41) malfunctions,
 Speed Range: Second or less the declutch control is deactivated.
 Machine speed: 20 km/h (12.5 mph) or less
 Brake pedal (left): Applied
 Pressure Sensor (Brake Second Pressure) (41): Below
specified pressure
Declutch Position Brake pedal (42) lightly applied (a) Brake pedal (42) fully applied (b)
Throttle Pedal Position Not applied Fully applied Not applied Fully applied
Speed Range: First 1.25 MPa (181 psi) 1.5 MPa (218 psi) 2.5 MPa (363 psi) 3.0 MPa (435 psi)
Speed Range: Second 0.6 MPa (87 psi) 0.8 MPa (116 psi) 1.5 MPa (218 psi) 2.5 MPa (363 psi)
TONFB50-EN-00(20160108) T2-2-48
SECTION 2 SYSTEM
(a)
(b)
(c)
90Z7B-02-02-34

applied applied
TONFB50-EN-00(20160108) T2-2-49
SECTION 2 SYSTEM
Shift Holding Control
Purpose:
The shift holding control holds the current speed shift of
transmission by operating the hold switch if necessary at
automatic speed shift control.
Operation:
1. Main Controller (MC) (3) receives a signal from shift
hold switch (12).
2. MC (3) keeps transmission (13) engaged in the
current speed range after shift hold switch (12) has
been applied once.
3. With the shift hold control applied, the engaged
transmission (13) speed range is held in that range,
despite accelerator pedal (1) and brake pedal (40,
42) position changes.
fNOTE: The shift holding control is activated with

AUTO 1 mode (38) or AUTO 2 mode (36) selected by shift
change mode switch (35).
fNOTE: If shift hold switch (12) is applied during lock-up
shift range, the lock-up function is deactivated and the
current speed range is selected. (eg. The 3rd speed gear is
engaged by pressing shift hold switch (12) during the 3rd
lock-up.)
4. When all of the items in the following under

"Deactivation Conditions" exist, MC (3) deactivates
the shift hold control feature.
 Key Switch (39): OFF
 Shift Hold Switch (12): Operated once more
 Downshift Switch (11): Operated
Switch (28): Operated
 Forward/Reverse Selector Switch (29): ON
 Shift Switch (23): Operated
 Shift Change Mode Switch (35): Operated
 Parking Brake: Applied
 Power Mode Selector Switch (34): Operated
TONFB50-EN-00(20160108) T2-2-50
SECTION 2 SYSTEM
90Z7B-02-02-35
TONFB50-EN-00(20160108) T2-2-51
SECTION 2 SYSTEM
Lock Up Control
Purpose:
The lock up control directly links the transmission to the
engine when the Auto Shift Mode 1 or 2 is selected. This
realizes efficient power transmission and helps to improve
fuel efficiency and have higher ground speed.
Operation:
1. Main Controller (MC) (Main) (3) receives signals from
power mode selector switch (34) and travel mode
selector switch (35).
2. MC (Main) (3) also receives signals from machine
speed sensor (17), shift switch (23), and brake
secondary pressure sensor (41).
3. When the machine speed and conditions are
satisfied, MC (Main) (3) activates the lock-up control
to engage the lock-up clutch. Lock-up indicator
fNOTE:
 The machine speed for the lock-up application differs
according to the power mode setting.
 While the lock-up clutch is used, the lock-up indicator
"L-UP" is displayed on monitor (6).
4. When any of the items in the following under

"Deactivation Conditions" exist, MC (Main) (3)
deactivates the lock-up control feature.
 Travel Mode Selector Switch (35): Manual
 Machine speed is not suitable for the lock-up MNEC-01-186-7BKC
operation.
Switch (28): At Neutral (26) position, or Switched
between Forward (25) and Reverse (27)
 Speed Shift: First range, or Being changed to the
lower range
 Declutch Control: Activated
 Shift Hold Switch (12): Pressed and shift range is
being held
 Downshift Switch (11): Pressed and shift range is
being changed
 Service Brake: Applied
fNOTE: Use of the lock-up control is set via monitor (6)

using Setting Menu - Transmission Setting - Lockup. The
lock-up function is turned ON (available) at shipment.
Refer to the Operation Manual.
TONFB50-EN-00(20160108) T2-2-52
SECTION 2 SYSTEM
(a)
(b)
(c)
90Z7B-02-02-36

applied applied
TONFB50-EN-00(20160108) T2-2-53
SECTION 2 SYSTEM
(Blank)
TONFB50-EN-00(20160108) T2-2-54
SECTION 2 SYSTEM
Fan Control, Valve Control

The fan control system and valve control consist of the
following.
 Fan Speed Control

 Fan Reverse Rotation Control
 Lift Arm and Bucket Selection Circuit Control
 Ride Control (Option)
TONFB50-EN-00(20160108) T2-2-55
SECTION 2 SYSTEM
Fan Speed Control
Purpose:
The fan speed control optimizes the fan speed depending
on engine speed, engine coolant temperature, engine
boost pressure, intake air temperature sensor (13), HVAC
refrigerant pressure sensor (38), power mode setting,
HVAC settings, torque converter oil temperature and
hydraulic oil temperature.
Operation:
1. The following items provide inputs to Main
Controller (MC) (1) via Controller Area Network
(CAN) communication (3).
 Engine speed signal, from torque converter input
speed sensor (16)
 Intake air temperature sensor (13) signal, from ECM
(9)
 Coolant temperature sensor (14) signal, from ECM (9)
2. The following items provide a sensor signal inputs

to MC (1).
 Torque converter temperature sensor (17) signal
 Power mode selector switch (35) signal
 Hydraulic oil temperature sensor (37) signal
 HVAC refrigerant pressure sensor (38) signal
3. MC (1) optimizes the signal sent to fan speed

control solenoid valve (31) as adjusted by the input
signals shown in the above listed items.
TONFB50-EN-00(20160108) T2-2-56
SECTION 2 SYSTEM
90TNED-02-02-49
1- Main Controller (MC) 14- Coolant Temperature Sensor 24- Parking Brake Solenoid Valve 33- Fan Valve
2- Column Display Controller 15- Transmission 25- Parking Brake Switch 34- Fan Reversing Switch
3- Controller Area Network (CAN) 16- Torque Converter Input Speed 26- Pressure Sensor (Parking 35- Power Mode Switch
4- Air Conditioner Controller Sensor Brake) 36- Key Switch
5- Outside Temperature Sensor 17- Torque Converter Oil 27- Fan Pump 37- Hydraulic Oil Temperature
6- Maintenance Pro (MP) Dr. Temperature Sensor 28- Fan Motor Sensor
7- Monitor 18- Forward/Reverse Lever 29- Fan Reversing Spool 38- Pressure Sensor (Refrigerant
8- Monitor Controller 19- Forward Position 30- Fan Reverse Rotation Control Pressure)
9- Engine Control Module (ECM) 20- Neutral Position Solenoid Valve 39- Accelerator Pedal
10- Engine 21- Reverse Position 31- Fan Speed Control Solenoid 40- Accelerator Pedal Sensor
11- Exhaust Temperature Sensor 22- Forward/Reverse Switch Valve 41- Unloader Valve (Brake Charge
12- Engine Revolution Sensor 23- Forward/Reverse Selector 32- Hydraulic Fan Circuit Pressure Valve)
13- Intake Air Temperature Sensor Switch Sensor
TONFB50-EN-00(20160108) T2-2-57
SECTION 2 SYSTEM
Fan Reverse Rotation Control
Purpose: Operation (MANUAL):

The fan reverse rotation control reverses the rotation of 1. Main Controller (MC) (1) receives a signal from fan
the cooling fan from the normal rotation direction by reversing switch (34).
operating the fan reversing switch (34).
2. MC (1) activates fan reverse rotation control
solenoid valve (30) and shifts fan reversing spool
fNOTE: As the cooling fan direction is reversed, dust that (29) when fan reversing switch (34) is set to manual-
has lodged in the radiator and oil cooler is discharged, reverse rotation position.
helping to clear the cooling elements of blockage.
3. MC (1) receives the signals from key switch (36) and
pressure sensor (parking brake) (26).
Operation (AUTO):
1. Main Controller (MC) (1) receives a signal from fan 4. MC (1) holds the fan in reverse rotation until the key
reversing switch (34). switch is turned OFF when fan manual reversing
switch (34) is set to OFF with the parking brake
2. MC (1) activates fan reverse rotation control
applied.
solenoid valve (30) and shifts fan reversing spool
(29) when fan reversing switch (34) is set to auto- 5. MC (1) rotates the fan motor in the normal direction
reverse rotation position. after the fan has rotated in reverse rotation for one
minute with the parking brake released.
3. Therefore, fan motor (28) rotates in reverse.
4. MC (1) activates fan speed control solenoid valve
(31) at the same time and fixes the fan rotation fNOTE: The fan automatic reverse rotation can be set
speed at 1300 min-1 (specified value). with MPDr. (6).
5. After setting fan reversing switch (34) to auto-

reverse position, the fan rotates in normal direction fNOTE: When the cooling fan rotation is changed, it
for 10 minutes, then in reverse direction for 1 reverses the direction of air flow; what was the outlet
minute. After that, repeats Normal rotation (30 side is now the inlet side, and what was the inlet side is
minutes)  Reverse rotation (1 minute)  Normal now the outlet side.
rotation (30 minutes). (This is the default setting at
shipment).
The fan reverse rotation interval is 90 seconds when
outside temperature is low.
6. The fan speed control now optimizes the fan
rotation speed depending on engine speed, engine
coolant temperature, etc. (Refer to Fan Speed
Control.)
7. When the fan reverse rotation control is deactivated
by setting fan reversing switch (34) to OFF position,
etc. the fan rotates only in normal direction until the
fan reverse rotation control is activated again.
TONFB50-EN-00(20160108) T2-2-58
SECTION 2 SYSTEM
90TNED-02-02-50
1- Main Controller (MC) 14- Coolant Temperature Sensor 24- Parking Brake Solenoid Valve 33- Fan Valve
2- Column Display Controller 15- Transmission 25- Parking Brake Switch 34- Fan Reversing Switch
3- Controller Area Network (CAN) 16- Torque Converter Input Speed 26- Pressure Sensor (Parking 35- Power Mode Switch
4- Air Conditioner Controller Sensor Brake) 36- Key Switch
5- Outside Temperature Sensor 17- Torque Converter Oil 27- Fan Pump 37- Hydraulic Oil Temperature
6- Maintenance Pro (MP) Dr. Temperature Sensor 28- Fan Motor Sensor
7- Monitor 18- Forward/Reverse Lever 29- Fan Reversing Spool 38- Pressure Sensor (Refrigerant
8- Monitor Controller 19- Forward Position 30- Fan Reverse Rotation Control Pressure)
9- Engine Control Module (ECM) 20- Neutral Position Solenoid Valve 39- Accelerator Pedal
10- Engine 21- Reverse Position 31- Fan Speed Control Solenoid 40- Accelerator Pedal Sensor
11- Exhaust Temperature Sensor 22- Forward/Reverse Switch Valve
12- Engine Revolution Sensor 23- Forward/Reverse Selector 32- Hydraulic Fan Circuit Pressure
13- Intake Air Temperature Sensor Switch Sensor
TONFB50-EN-00(20160108) T2-2-59
SECTION 2 SYSTEM
Lift Arm and Bucket Selection Circuit Control
Purpose:
The lift arm and bucket selection circuit control prioritizes
hydraulic oil pressure and flow so as to improve machine
efficiency when operating the machine. This depends on
the lift arm position.
Operation:
1. Machine Controller (MC) (5) receives signals from lift
arm angle sensor (1), pressure sensor (lift arm) (2),
pressure sensor (bucket roll back) (3), and pressure
sensor (bucket dump) (4).
2. Pressurized oil from main pump (27) is supplied to
lift arm cylinder (8) and bucket cylinder (10) through
the bucket and lift arm parallel circuit (combined
operation of both circuits) within multiple control
valve (7). This operates both the lift arm raise and
bucket circuits.
3. When item under the topic "Conditions" below
exists, MC (5) energizes and operates parallel/
tandem switching solenoid valve unit (6).
4. Pressurized oil from parallel/tandem switching
solenoid valve unit (6) shifts lift arm flow rate
control spool (12) (located inside control valve (7))
to the right.
5. Therefore, pressurized oil from main pump (27) is
supplied to bucket cylinder (10) and increases the
bucket force.
Conditions:
 Combined operation of lift arm raised and bucket
dumped with the lift arm set above horizontal
position
fNOTE: Refer to page T2-4-36 "Parallel Circuit Flow Rate

Control" for the entire system circuit operation.
TONFB50-EN-00(20160108) T2-2-60
SECTION 2 SYSTEM
When deactivated (Parallel):
When operated (Tandem):
90TNED-02-02-51
1- Lift Arm Angle Sensor 4- Pressure Sensor (Bucket 7- Multiple Control Valve 12- Selector Valve
2- Pressure Sensor (Lift Arm Dump) 8- Lift Arm Cylinder 13- Parallel Circuit
Raise) 5- Main Controller (MC) 9- Lift Arm Spool 14- Tandem Circuit
3- Pressure Sensor (Bucket Roll 6- Parallel/Tandem Switching 10- Bucket Cylinder 27- Main Pump
Back) Solenoid Valve Unit 11- Bucket Spool 28- Combination Valve
TONFB50-EN-00(20160108) T2-2-61
SECTION 2 SYSTEM
Ride Control (Option)
Purpose: 8. MC (1) alerts monitor controller (5) of the ride

The ride control reduces the fore and aft pitching that control operation status via CAN communication (3)
normally occurs while moving a wheel loader over as the changes are happening.
uneven terrain by organizing a damper circuit in the lift
9. Monitor controller (5) displays the ride control state
arm cylinder. This is helpful to reduce operator discomfort
on monitor (4).
and material spillage from the bucket.
Operation:
fNOTE: The speed at which ride control engages and
disengages can be adjusted with monitor (4) and MPDr.
1. Main Controller MC (1) receives a machine speed (22). The setting range can be adjusted between 3 km/h
signal from machine speed sensor (12). (1.9 mph) and 10 km/h (6.2 mph).
2. MC (1) receives a signal from ride control switch
(15). MC (1) monitors the machine speed when ride
fNOTE: When the following parts become defective, the
ride control is deactivated.
control is in the AUTO mode or is ON.
 Machine Speed Sensor (12)
fNOTE: When the ride control is set to "Always ON", MC  Lift Arm Angle Sensor (16)
 Pump Delivery Pressure Sensor (13)
(1) will not monitor the machine speed after energizing
the ride control selector valve (14) first time after starting  Pressure Sensor (Lift Arm Raise) (17)
the engine.
3. MC (1) energizes ride control selector valve coil
(14) (SV1) in multiple control valve (18) when the
machine reaches the speed to turn on ride control,
and permits pilot oil to shift ride control spool (19).
4. When this occurs, a damper circuit is organized
between the rod side and bottom side of lift arm
cylinder (21) by directing oil to designated circuits.
5. The damper circuit absorbs and dissipates the fore
and aft pitching energy caused from the up and
down movement of the lift arms while running over
uneven terrain. The rod end of lift arm cylinder (21)
will open to the tank circuit so that there is minimal
latent vacuum at the rod side of the circuit. The
base end of lift arm cylinder (21) opens to work
against accumulator (20) to absorbs the fore and aft
pitching shock cycles.
6. MC (1) deactivates the ride control when machine
speed falls below the point of ride control
engagement.
7. When all of the items shown below under the
topic of "Temporary Deactivation Conditions"
exist, MC (1) deactivates the ride control system to
temporarily cease to operate.
Temporary Deactivation Conditions:

 Lift Arm Raise Operation (Pressure Sensor (Lift Arm
Raise) (17)): Beyond specified pressure (Reference:
0.41 MPa, 4.1 kgf/cm2, 60 psi or more)
 Pump Delivery Pressure Sensor (13): Beyond
specified pressure (Reference: 30 MPa, 306 kgf/cm2,
4350 psi or more)
TONFB50-EN-00(20160108) T2-2-62
SECTION 2 SYSTEM
90TNED-02-02-41
1- Main Controller (MC) 7- Engine 14- Ride Control Selector Valve 19- Ride Control Spool (Option)
2- Column Display Controller 8- Engine Revolution Sensor (SV1) 20- Accumulator
3- Controller Area Network 9- Coolant Temperature Sensor 15- Ride Control Switch 21- Lift Arm Cylinder
(CAN) 11- Transmission 16- Lift Arm Angle Sensor 22- Maintenance Pro (MP) Dr.
4- Monitor 12- Machine Speed Sensor 17- Pressure Sensor (Lift Arm 23 - Ride Control Proportional
5- Monitor Controller 13- Pump Delivery Pressure Raise) Solenoid Valve (SV2)
6- Engine Control Module (ECM) Sensor 18- Multiple Control Valve
TONFB50-EN-00(20160108) T2-2-63
SECTION 2 SYSTEM
(Blank)
TONFB50-EN-00(20160108) T2-2-64
SECTION 2 SYSTEM
Other Controls
The other controls consist of the followings.

 Transmission Alarm Control
 Parking Brake Operation Indicator Control
 Brake Low Oil Pressure Indicator Control
 Low Steering Oil Pressure Indicator Control
 Overrun Alarm Control
 Lift Arm Auto Leveler Height Kickout Control
 Lift Arm Auto Leveler Lower Kickout Control
 Quick Power Mode Control
 Auto Idling Stop Control
 Emergency Steering Control (Option)
TONFB50-EN-00(20160108) T2-2-65
SECTION 2 SYSTEM
Transmission Alarm Control

Purpose:
The transmission alarm control lights the transmission
warning indicator of the column display controller for
protection of the transmission when the transmission
becomes abnormal.
Operation:
1. When the transmission becomes abnormal, Main
Controller (MC) (1) sends the signal to column
display controller (2) via CAN (30).
2. Column display controller (2) lights transmission
warning indicator (26).
TONFB50-EN-00(20160108) T2-2-66
SECTION 2 SYSTEM
90TNED-02-02-36
1- Main Controller (MC) 11- Torque Converter Output 18- Parking Brake Switch 26- Transmission Warning
2- Column Display Controller Speed Sensor 19- Pressure Sensor (Brake Primary Indicator
3- Air Conditioner Controller 12- Machine Speed Sensor Pressure) 27- Parking Brake Indicator
4- Monitor (Backup) 20- Steering Pressure Switch 28- Low Brake Oil Pressure
5- Monitor Controller 13- Machine Speed Sensor 21- Brake Pedal (Left) Indicator
6- Engine Control Module (ECM) 14- Forward/Reverse Lever 22- Pressure Sensor (Brake 29- Low Steering Oil Pressure
7- Engine 15- Forward/Reverse Switch Secondary Pressure) Indicator
9- Transmission 16- Parking Brake Solenoid Valve 23- Brake Pedal (Right) 30- Controller Area Network (CAN)
10- Torque Converter Input Speed 17- Pressure Sensor (Parking 24- Brake Pedal (Right) Switch
Sensor Brake) 25- Alarm
TONFB50-EN-00(20160108) T2-2-67
SECTION 2 SYSTEM
Parking Brake Operation Indicator Control
Purpose:
The parking brake operation indicator control illuminates
the parking brake indicator on the monitor control panel
when the parking brake is applied.
Operation:
1. When the parking brake is applied while parking
the machine, Main Controller (MC) (1) receives a
signal from pressure sensor (parking brake) (17).
2. Parking brake switch (18) ON signal energizes
parking brake solenoid valve (16) that permits the
pressurized oil in parking brake (31) to the hydraulic
tank. Parking brake (31) is applied with spring force,
securing the machine in position.
3. When the pressure inside parking brake actuator
(31) circuit is below the specified level (2.0 MPa, 20
kgf/cm2, 290 psi or less) that would release parking
brake actuator (31), pressure sensor (17) indicates
this pressure via a signal that is sent to MC (1). MC
(1) confirms that the park brake is applied via a
signal sent to column display controller (2).
4. Column display controller (2) lights illuminates
parking brake indicator (27).
5. Parking brake switch OFF signal de-energizes
parking brake solenoid valve (16) as it has opened
the circuit from 24 VDC to the parking brake coil.
This permits the pressurized oil to move from the
pilot pump to parking brake actuator (31). With
pressurized oil applied, the parking brake actuator
(31) pushes the piston against the spring to release
the parking brake.
6. When the pressure inside parking brake (31) circuit
is above 2.5 MPa (25.5 kgf/cm2, 363 psi) a signal is
sent from pressure sensor (17). MC (1) confirms that
the park brake is released and sends the OFF signal
to column display controller (2).
7. Column display controller (2) turns OFF parking
brake indicator (27).
TONFB50-EN-00(20160108) T2-2-68
SECTION 2 SYSTEM
90TNED-02-02-37
1- Main Controller (MC) 11- Torque Converter Output 18- Parking Brake Switch 26- Transmission Warning
2- Column Display Controller Speed Sensor 19- Pressure Sensor (Brake Primary Indicator
3- Air Conditioner Controller 12- Machine Speed Sensor Pressure) 27- Parking Brake Indicator
4- Monitor (Backup) 20- Steering Pressure Switch 28- Low Brake Oil Pressure
6- Engine Control Module (ECM) 14- Forward/Reverse Lever 22- Pressure Sensor (Brake 29- Low Steering Oil Pressure
7- Engine 15- Forward/Reverse Switch Secondary Pressure) Indicator
9- Transmission 16- Parking Brake Solenoid Valve 23- Brake Pedal (Right) 30- Controller Area Network (CAN)
TONFB50-EN-00(20160108) T2-2-69
SECTION 2 SYSTEM
Low Brake Oil Pressure Indicator Control
Purpose:
Main Controller (MC) (1) sends a signal to column display
controller (2) to illuminate the low oil brake pressure
indicator on the monitor control panel when the service
brake pressure circuit falls below a safe level.
Operation:
1. When the service brake pressure circuit is below 6.1
MPa (62 kgf/cm2, 885 psi or less), at primary brake
pressure sensor (19), MC (1) sends OFF signal to
column display controller (2) in 0.8 seconds.
2. Column display controller (2) illuminates low brake
oil pressure indicator (28).
3. When the service brake pressure circuit is well
above 6.6 MPa (67.3 kgf/cm2, 957 psi or more) at
primary brake pressure sensor (19), MC (1) sends ON
signal to column display controller (2).
4. Column display controller (2) turns OFF low brake
fNOTE: When pressure sensor (brake primary pressure)

(19) malfunctions, low brake oil pressure indicator (28)
illuminates and remains ON.
TONFB50-EN-00(20160108) T2-2-70
SECTION 2 SYSTEM
90TNED-02-02-38
1- Main Controller (MC) 11- Torque Converter Output 18- Parking Brake Switch 27- Parking Brake Indicator
2- Column Display Controller Speed Sensor 19- Pressure Sensor (Brake Primary 28- Low Brake Oil Pressure
3- Air Conditioner Controller 12- Machine Speed Sensor Pressure) Indicator
4- Monitor (Backup) 20- Steering Pressure Switch 29- Low Steering Oil Pressure
6- Engine Control Module (ECM) 14- Forward/Reverse Lever 22- Pressure Sensor (Brake 30- Controller Area Network (CAN)
7- Engine 15- Forward/Reverse Switch Secondary Pressure)
9- Transmission 16- Parking Brake Solenoid Valve 23- Brake Pedal (Right)
TONFB50-EN-00(20160108) T2-2-71
SECTION 2 SYSTEM
Low Steering Oil Pressure Indicator Control (Option)
Purpose:
The low steering oil pressure indicator control illuminates
the steering indicator on the monitor control panel when
steering oil pressure is below the specified value.
Operation:
1. When steering oil pressure is below the emergency
steering response level threshold and triggers
steering pressure switch (20): to open the circuit
between the switch and Main Controller (MC) (1),
MC (1) sends the OFF signal to column display
controller (2).
2. Column display controller (2) illuminates low
steering oil pressure indicator (29).
3. MC (1) also engages the emergency steering system
(option), if equipped, as determined by operating
conditions. (Refer to Emergency Steering Control.)
4. When steering oil pressure is above the specified
level, steering pressure switch (20) closes (turns ON),
providing this input to MC (1). Then, MC (1) sends
ON signal to column display controller (2).
5. Column display controller (2) turns OFF low steering
fNOTE: Steering pressure switch (20) is not equipped

without the emergency steering system option. This
control does not exist and low steering oil pressure
indicator (29) keeps OFF.
TONFB50-EN-00(20160108) T2-2-72
SECTION 2 SYSTEM
90TNED-02-02-39
TONFB50-EN-00(20160108) T2-2-73
SECTION 2 SYSTEM
Overrun Alarm Control
Purpose:
The overrun alarm control sounds the alarm and give
warning to the operator of excessive machine speed, to
warn the operator to slow down so as not to damage the
transmission.
Operation:
1. Main Controller (MC) (1) receives the machine
ground speed signal from machine speed sensor
(13).
2. MC (1) sends a signal to column display controller
(2) via CAN communication (30) when the machine
speed exceeds the specified safe level.
3. When this occurs, column display controller (2)
sounds alarm (25) inside the cab.
4. Alarm (25) inside the cab stops sounding when the
machine speed returns to a safe speed.
fNOTE: The machine speeds of the overrun alarm

control are different depending on the speed range.
 With standard 26.5 inch tires
1st, 2nd speed: 27 km/h, 23 mph or more

3rd speed: 36 km/h, 23 mph or more
4th speed: 40 km/h, 23 mph or more
2nd Lockup: 13 km/h, 23 mph or more

3rd Lockup: 24 km/h, 23 mph or more
4th Lockup: 40 km/h, 23 mph or more
TONFB50-EN-00(20160108) T2-2-74
SECTION 2 SYSTEM
90Z7B-02-02-40
TONFB50-EN-00(20160108) T2-2-75
SECTION 2 SYSTEM
Lift Arm Auto Leveler Height Kickout Control
Purpose: 6. MC (1) determines the stopping position of the

The lift arm height kickout control stops the lift arm as it lift arm (pre-selected by the operator), and MC (1)
is raising. It stops at any position - between where the lift deenergizes lift arm lowering detent coil (7) on pilot
arms are horizontal and fully raised - that has been preset valve (5).
by the operator.
7. Pilot pressure oil from loader pilot valve (5) shifts
lift arm spool (9) of multiple control valve (8) to the
IMPORTANT: After replacing the lift arm angle
neutral position from what was previously the raise
sensor or Main Controller (MC), perform
position. Then, the lift arm stops.
learning control of lift arm angle sensor (12)
prior to performing work. (Refer to SECTION 4
OPERATIONAL PERFORMANCE TEST.)
fNOTE: When lift arm angle sensor (12) malfunctions,
the lift arm auto leveler height kickout control will no
Operation: longer function.
1. The lift arm height kickout control position is able to
be viewed on the setting screen of dual lift arm auto
leveler - height kickout, which is memorized in MC A
(1).
2. Adjust the lift arm height kickout control to the
required level and select the height kickout ON to C
make this feature effective.
3. MC (1) receives a signal from lift arm angle sensor B
(12).
4. MC (1) energizes lift arm raising coil (6) of pilot valve
(5) as the lift arm is raised/and the detent function
is applied at the control lever. Pilot pressure oil is
directed to lift arm spool (9) of multiple control
valve (8) to put it into the raise position and it holds
TNED-02-02-042
it in this state.
5. Pressurized oil from the main pump is supplied to A- Full Height Position of Lift C- Setting Range of Lift Arm
the bottom end of lift arm cylinder (10) and the lift Arm Stop (For Loading Range)
arm continues to rise. B- Horizontal Position of Lift
Arm
TONFB50-EN-00(20160108) T2-2-76
SECTION 2 SYSTEM
90TNED-02-02-44
1- Main Controller (MC) 4- Controller Area Network (CAN) 7- Lift Arm Lowering Coil 10- Lift Arm Cylinder
2- Monitor 5- Pilot Valve 8- Multiple Control Valve 11- Bucket Cylinder
3- Monitor Controller 6- Lift Arm Raising Coil 9- Lift Arm Spool 12- Lift Arm Angle Sensor
TONFB50-EN-00(20160108) T2-2-77
SECTION 2 SYSTEM
Lift Arm Auto Leveler Lower Kickout Control
Purpose: 6. MC (1) determines the stopping position of the

The lift arm lower kickout control stops the lift arm as it lift arm (pre-selected by the operator), and MC (1)
is lowering. It stops at any position - between where the deenergizes lift arm raising detent coil (6) on pilot
lift arms are horizontal and fully lowered - that has been valve (5).
preset by the operator.
7. Pilot pressure oil from loader pilot valve (5) shifts
lift arm spool (9) of multiple control valve (8) to the
IMPORTANT: After replacing the lift arm angle
neutral position from what was previously the lower
sensor or Main Controller (MC), perform
position. Then, the lift arm stops.
learning control of lift arm angle sensor (12)
prior to performing work. (Refer to SECTION 4
OPERATIONAL PERFORMANCE TEST.)
fNOTE: When lift arm angle sensor (12) malfunctions,
the lift arm auto leveler lower kickout control will no
Operation: longer function.
1. The lift arm lower kickout control position is able to
be viewed on the setting screen of dual lift arm auto
leveler - lower kickout, which is memorized in MC
(1).
2. Adjust the lift arm lower kickout control to the
required level and select the lower kickout ON to
make this feature effective.
3. MC (1) receives a signal from lift arm angle sensor B
(12).
4. MC (1) energizes lift arm lowering coil (7) of C
pilot valve (5) as the lift arm is lowered/and the
detent function is applied at the control lever.
Pilot pressure oil is directed to lift arm spool (9) of A
multiple control valve (8) to put it into the lower
TNED-02-02-043
position and it holds it in this state.
5. Pressurized oil from the main pump is supplied to A- Lowered Position of Lift Arm C- Setting Range of Lift Arm
the rod end of lift arm cylinder (10) and the lift arm B- Horizontal Position of Lift Stop (For Return To Dig
continues to lower. Arm Position)
TONFB50-EN-00(20160108) T2-2-78
SECTION 2 SYSTEM
90TNED-02-02-45
1- Main Controller (MC) 4- Controller Area Network (CAN) 7- Lift Arm Lowering Coil 10- Lift Arm Cylinder
2- Monitor 5- Pilot Valve 8- Multiple Control Valve 11- Bucket Cylinder
3- Monitor Controller 6- Lift Arm Raising Coil 9- Lift Arm Spool 12- Lift Arm Angle Sensor
TONFB50-EN-00(20160108) T2-2-79
SECTION 2 SYSTEM
Quick Power Mode Control
Purpose: 5. MC (1) sends the power mode status signal to

Applying the quick P (power) mode switch temporarily monitor controller (5) via CAN communication (3) as
changes the work mode to the power mode for greater the changes are happening.
power with the power mode switch OFF. This provides
6. Monitor controller (5) displays the power mode
better digging power and greater breakout force.
status on monitor (4).
Operation:
1. Main Controller (MC) (1) receives signals from power
mode selector switch (28) and quick power switch
(27).
2. When MC (1) receives input signal from quick power
switch (27), the power mode is activated.
3. The power mode remains activated until the quick P
mode switch (27) is released. (Quick P mode applies
the normal Power mode function.)
4. When any of the following items listed under the
topic below of "Deactivation Conditions" exists, MC
(1) deactivates the quick P mode control.
 Quick Power Switch (27): Pushed once more
 Speed-shift up during automatic speed shift
 Selected speed shift and torque converter rotation
speed ratio: Specified value (Reference: 0.8) or more
 Forward/Reverse Lever (16): Operated or Neutral
Position (18)
 Power Mode Selector Switch (28): Changed
f NOTE: Quick P mode control is deactivated by the
signal of forward/reverse switch (20) when it is in use on
the machine.
TONFB50-EN-00(20160108) T2-2-80
SECTION 2 SYSTEM
90Z7B-02-02-48
1- Main Controller (MC) 12- Torque Converter Input 21- Forward/Reverse Selector 28- Power Mode Selector Switch
2- Column Display Controller Speed Sensor Switch 29- Travel Mode Selector Switch
3- Controller Area Network 13- Torque Converter Output 22- Pump Delivery Pressure 30- AUTO 2 Mode
(CAN) Speed Sensor Sensor 31- Manual Mode
4- Monitor 14- Machine Speed Sensor 23- Torque Control Solenoid 32- AUTO 1 Mode
5- Monitor Controller 15- Shift Switch Valve 33- Accelerator Pedal
6- Engine Control Module (ECM) 16- Forward/Reverse Lever 24- Parking Brake Solenoid Valve 34- Accelerator Pedal Sensor
7- Engine 17- Forward Position 25- Pressure Sensor (Parking
8- Camshaft Speed Sensor 18- Neutral Position Brake)
9- Crankshaft Speed Sensor 19- Reverse Position 26- Parking Brake Switch
11- Transmission 20- Forward/Reverse Switch 27- Quick Power Switch
TONFB50-EN-00(20160108) T2-2-81
SECTION 2 SYSTEM
Auto Idling Stop Control
Purpose: fNOTE: The auto idling stop control can be adjusted or

The auto idling stop control automatically stops the turned ON/OFF with monitor (8) and MPDr. (7).
engine to reduce fuel consumption when the machine is
not operated within a fixed time frame.
fNOTE: After it shuts down, return the key switch to the
OFF or ACC position and restart the engine as is normally
done.
Operation:
1. When all of the following items under the topic of fNOTE: Auto idling stop control is activated by the signal
"Conditions" exist, MC (3) sends the auto idling stop of forward/reverse switch (27) when it is in use on the
signal to monitor controller (9) via Controller Area machine.
Network (CAN) communication (5).
2. Monitor controller (9) displays the auto idling stop
notice on monitor (8) and column display controller
(4) sounds buzzer (48) via CAN communication
(5) once 30 seconds before the auto idling
stop engages. The time for auto idling stop is
adjustable by settings within monitor (8). Column
display controller (4) sounds buzzer (48) with an
intermittent sound at 15 seconds and another
sound at 5 seconds to alert the operator of engine
shut down.
3. MC (3) turns ON auto idling stop relay (43) when the
auto idling stop time is up.
4. Then, the battery relay is turned OFF and the engine
stops. (Refer to SYSTEM / Electrical System.)
Conditions:
 Auto Idling Stop setting: ON
 Accelerator Pedal (1): Not depressed
 Parking Brake: Engaged
 Brake Pedals (44, 46): Not depressed (Reference:
Pressure Sensor (Brake Secondary Pressure) (45): 0.16
MPa, 1.6 kgf/cm2, 23 psi or less)
Switch (27): Neutral Position (25)
 Front Attachment, Steering: Not operated (Reference:
Pump Delivery Pressure Sensor (29): 5.0 MPa, 51 kgf/
cm2, 725 psi or less)
 Overheat Alarm: OFF
 Coolant Temperature Sensor (15): 100 °C, 212 °F or
less
 Hydraulic Oil Temperature Sensor (41): 100 °C, 212 °F
or less
 Torque Converter Oil Temperature Sensor (18): 110
°C, 230 °F or less
 Except for Exhaust Filter Manual Regeneration
 Abnormal communication of ECM (10) or Column
Display Controller (4): None
 Transmission learning: Not in progress
 Engine Speed: 600 RPM (min-1) or more
TONFB50-EN-00(20160108) T2-2-82
SECTION 2 SYSTEM
90TNED-02-02-46
1- Accelerator Pedal 17- Transmission 28- Forward/Reverse Selector 39- AUTO 1 Mode
2- Accelerator Pedal Sensor 18- Torque Converter Oil Switch 40- Key Switch
3- Main Controller (MC) Temperature Sensor 29- Pump Delivery Pressure 41- Hydraulic Oil Temperature
4- Column Display Controller 19- Torque Converter Input Sensor Sensor
5- Controller Area Network Speed Sensor 30- Torque Control Solenoid 42- Pressure Sensor (Primary Pilot
(CAN) 20- Torque Converter Output Valve Pressure)
6- Air Conditioner Controller Speed Sensor 31- Parking Brake Solenoid Valve 43- Auto Idling Stop Relay
7- Maintenance Pro (MP) Dr. 21- Machine Speed Sensor 32- Pressure Sensor (Parking 44- Brake Pedal (Left)
8- Monitor 22- Shift Switch Brake) 45- Pressure Sensor (Brake
9- Monitor Controller 23- Forward/Reverse Lever 33- Parking Brake Switch Secondary Pressure)
10- Engine Control Module (ECM) 24- Forward Position 34- Exhaust Filter Switch 46- Brake Pedal (Right)
11- Engine 25- Neutral Position 35- Power Mode Selector Switch 47- Brake Pedal (Right) Switch
12- Exhaust Temperature Sensor 26- Reverse Position 36- Travel Mode Selector Switch 48- Buzzer
13- Engine Revolution Sensor 27- Forward/Reverse Switch 37- AUTO 2 Mode
15- Coolant Temperature Sensor 38- Manual Mode
TONFB50-EN-00(20160108) T2-2-83
SECTION 2 SYSTEM
Emergency Steering Control (Option)
Purpose: fNOTE: When emergency steering pump delivery

The emergency steering is used to steer the machine in pressure sensor (16) malfunctions, monitor controller (4)
the event that the engine stops running. The emergency flashes the emergency indicator at monitor panel (3).
steering control uses an electric motor to drive an
auxiliary pump to provide oil to steer the machine. Normal operation:
1. MC (1) receives a signal from steering pressure
Automatic operation check when the engine starts: switch (15). (Refer to Low Steering Oil Pressure
1. In the event of low steering pressure, Main Indicator Control.)
Controller (MC) (1) receives a signal from emergency
2. MC (1) receives a signal from machine speed sensor
steering pump delivery pressure sensor (16).
(12).
2. Three seconds after the engine starts, MC (1)
3. If the steering cannot be operated, MC (1) activates
automatically turns emergency steering pump relay
emergency steering motor (20) to turn and operates
(19) ON for a maximum of 2 seconds.
emergency steering pump (21) ON for 60 seconds.
3. Emergency steering motor (20), and then The machine speed must be at or over 5 Km/h, 3.1
emergency steering pump (21) operate for a mph to operate (If it is not at or above this pressure,
maximum of 2 seconds. steering pressure switch (15) turns OFF).
4. MC (1) turns emergency steering pump relay (19) 4. Pressurized oil from emergency steering pump (21)
OFF when emergency steering pump delivery is supplied to the steering circuit and makes the
pressure rises above 4.8 MPa, 49 kgf/cm2, 696 psi steering operation possible for 60 seconds.
or more (normal pressure range) with emergency
5. While the above items are occurring, MC (1) sends
steering pump (21) operating.
the signals to monitor controller (4) via CAN
5. When emergency steering pump relay (19) is ON, communication (5).
monitor controller (4) indicates that it is operating
6. Monitor controller (4) indicates that the emergency
on monitor (3).
steering is operating via the indicator in monitor (3).
6. Monitor controller (4) emergency steering indicator
flashes to indicate that the emergency steering
pump delivery pressure is below 4.8 MPa, 49 kgf/ fNOTE: The emergency steering control can be adjusted
cm2, 696 psi or less (abnormal pressure) while or turned ON/OFF with Maintenance Pro Dr.
emergency steering pump (21) is in operation.
TONFB50-EN-00(20160108) T2-2-84
SECTION 2 SYSTEM
90TNED-02-02-47
a- To Steering Valve
1- Main Controller (MC) 8- Camshaft Speed Sensor 15- Steering Pressure Switch 19- Emergency Steering Pump
2- Column Display Controller 9- Crankshaft Speed Sensor (Option) Relay (Option)
3- Monitor 11- Transmission 16- Emergency Steering Pump 20- Emergency Steering Motor
4- Monitor Controller 12- Machine Speed Sensor Delivery Pressure Sensor (Option)
5- Controller Area Network 13- Pump Delivery Pressure (Option) 21- Emergency Steering Pump
(CAN) Sensor 17- Accelerator Pedal (Option)
6- Engine Control Module (ECM) 14- Emergency Steering Check 18- Accelerator Pedal Sensor
7- Engine Switch (Option)
TONFB50-EN-00(20160108) T2-2-85
SECTION 2 SYSTEM
(Blank)
TONFB50-EN-00(20160108) T2-2-86
SECTION 2 SYSTEM
Combined Electric and Hydraulic Control

Circuit
The combined electric and hydraulic control circuits have
the following controls.
 Bucket Auto Leveler Control

 Lift Arm Float Control
TONFB50-EN-00(20160108) T2-2-87
SECTION 2 SYSTEM
Bucket Auto Leveler Control
Purpose:
The bucket auto leveler control automatically levels the
bucket horizontal to start digging in a pile, and permits
bucket roll back while engaging the pile and filling the
bucket.
Operation:
1. Bar (3) is located to the front of bucket proximity
switch (2) while dumping the bucket.
2. When the bucket control lever is moved from the
dump position (bar 3 is close to the proximity
switch while dumping) to the level position by
tilting it back (roll back), bar (3) moves past the
bucket proximity switch (2). With bar (3) in front
of the bucket proximity switch (2), the electrical
detent circuit is energized by current (a) from fuse
#16 in fuse box B. Note that proximity switch (2)
detects the position of the bar, turns ON the bucket
leveler relay, and turns ON electromagnet (5) in pilot
control valve (4) when the bar is close to it.
3. Therefore, the bucket control lever is held by
electromagnet (5) on the bucket roll back side, and
pressurized oil from pilot valve (4) moves bucket
spool (9) in multiple control valve (7).
4. Pressurized oil from main pump (10) flows to bucket
cylinder (1) through bucket spool (9) in multiple
control valve (7) and tilts the bucket.
5. When bar (3) is moved away from bucket proximity
switch (2), bucket proximity switch (2) turns OFF.
Electromagnet (5) on the bucket roll back side turns
OFF and the bucket control lever returns to the
neutral position.
6. Therefore, when bucket spool (9) in multiple control
valve (7) returns to the neutral position, bucket
cylinder (1) stops.
7. This automatically permits the bucket to be leveled.
TONFB50-EN-00(20160108) T2-2-88
SECTION 2 SYSTEM
90TNED-02-02-60
a- From Fuse Box B (Fuse #16) b- From Brake Circuit (Pilot

Pump via Reducing Valve)
1- Bucket Cylinder 4- Pilot Valve (Bucket Control 7- Multiple Control Valve 11- Hydraulic Tank
2- Bucket Proximity Switch Lever) 8- Lift Arm Spool
3- Bar 5- Electromagnet on Bucket Roll 9- Bucket Spool
Back Side 10- Main Pump
TONFB50-EN-00(20160108) T2-2-89
SECTION 2 SYSTEM
Lift Arm Float Control
Purpose:
Permits floating up and down movement of the lift arm
in response to the ground level external loads for snow
removing and road cleaning
Operation:
1. When the lift arm control lever is moved to the float
position (farther position than the lift arm lowering
position), the Main Controller (MC) turns ON, and
electromagnet (2) on the lift arm lowering side is
turned ON by current (a) from fuse #16 in fuse box
B.
2. Therefore, the lift arm control lever is held by
electromagnet (2) on the lift arm lowering side.
3. Pressurized oil from pilot valve (3) moves lift arm
spool (8) in multiple control valve (7) to the float
position (farthest down position).
4. Pressurized oil from main pump (10), and from lift
arm cylinder (1) at both base and rod ends are all
routed to hydraulic tank (11) through lift arm spool
(8).
5. Therefore, as the circuit is opened between lift arm
cylinder (1) and hydraulic tank (11), the lift arm
can move freely up and down depending on the
external forces on the lift arm.
6. The lift arm control lever returns to the neutral
position when it is pulled more strongly than the
magnetic force of electromagnet (2) on the lift arm
lowering side.
7. Therefore, lift arm spool (8) in multiple control valve
(7) returns to the neutral position and the lift arm
float control is deactivated.
TONFB50-EN-00(20160108) T2-2-90
SECTION 2 SYSTEM
90TNED-02-02-61
a- From Fuse Box B (Fuse #16) b- From Brake Circuit (Pilot

Pump via Reducing Valve)
1- Lift Arm Cylinder 3- Pilot Valve (Lift Arm Control 8- Lift Arm Spool 11- Hydraulic Tank
2- Electromagnet on Lift Arm Lever) 9- Bucket Spool
Lowering Side 7- Multiple Control Valve 10- Main Pump
TONFB50-EN-00(20160108) T2-2-91
SECTION 2 SYSTEM
(Blank)
TONFB50-EN-00(20160108) T2-2-92
SECTION 2 SYSTEM
Group 3 Engine System
Outline
Engine Control Module (ECM) (14) receives signals from Supply pump (18) is activated by the engine and
the sensors and Main Controller (MC) (21). produces high-pressure fuel. Common rail (17) distributes
ECM (14) processes this information and operates control this high-pressure fuel produced by supply pump (18) to
supply pump actuator (35), injector (15), and the EGR injector (15) for each engine cylinder to inject the fuel to
valve (11). power the engine.
Common
Rail
DEF/AdBlue
Tank
Fuel Tank Supply Pump Injector 90Z7B-02-03-01
1- EGR Differential Pressure Sensor 13- Turbocharger Speed Sensor 25- DOC Exhaust Temperature Sensor (Inlet)
2- Temperature Barometric Atmospheric 14- Engine Control Module (ECM) 26- DOC Exhaust Temperature Sensor
Pressure (TBAP) Sensor 15- Injector (Outlet)
3- Intake Manifold Temperature and 16- Fuel Rail Pressure Sensor 27- Aftertreatment Device NOx Sensor (Inlet)
Pressure Sensor 17- Common Rail 28- SCR Exhaust Temperature Sensor (Inlet)
4- Exhaust Gas Pressure Sensor 18- Supply Pump 29- SCR Exhaust Temperature Sensor (Outlet)
5- Crankshaft Speed Sensor 19- Fuel Tank 30- Aftertreatment Device NOx Sensor
6- Camshaft Speed Sensor 20- Controller Area Network (CAN) (Outlet)
7- Coolant Temperature Sensor 21- Main Controller (MC) 31- DEF/AdBlue Quality/Level Sensor
8- Crankcase Pressure Sensor 22- Variable Geometry Turbo (VGT) Actuator 32- DEF/AdBlue Supply Module
9- Engine Oil Pressure Sensor 23- Aftertreatment Device Diesel Oxidation 33- DEF/AdBlue Dosing Module
10- Coolant Level Sensor Catalyst (DOC) Unit 34- DEF/AdBlue Tank
11- EGR Valve 24- Aftertreatment Device Selective Catalytic 35- Supply Pump Actuator
12- Exhaust Gas Temperature Sensor Reduction (SCR) Unit
TONFB50-EN-00(20160108) T2-3-1
SECTION 2 SYSTEM
Engine Sensors
13
Air Cleaner
2
12 1
4
16
18
3
17
14
9 5
90Z7B-02-03-02
1- EGR Differential Pressure Sensor 6- Camshaft Speed Sensor 13- Turbocharger Speed Sensor
2- Temperature Barometric Atmospheric 7- Coolant Temperature Sensor 14- Engine Control Module (ECM)
Pressure (TBAP) Sensor 8- Crankcase Pressure Sensor 15- -
3- Intake Manifold Temperature and 9- Engine Oil Pressure Sensor 16- Fuel Rail Pressure Sensor
Pressure Sensor 10- - 17- Common Rail
4- Exhaust Gas Pressure Sensor 11- - 18- Supply Pump
5- Crankshaft Speed Sensor 12- EGR Gas Temperature Sensor
TONFB50-EN-00(20160108) T2-3-2
SECTION 2 SYSTEM
Fuel Injection Control

Engine Control Module (ECM) monitors the engine
operation status according to the signals from each
sensor and the Main Controller (MC), and provides
outputs for the following fuel injection control.
ECM controls:
 Fuel Injection Volume
 Fuel Injection Timing
 Fuel Injection Rate and Frequency
 Fuel Injection Pressure
 Solenoid ON 1
+
Operation of Fuel Injection:
- 2
1. Pressurized fuel from the supply pump is supplied
to the common rail in the cylinder head.
4
2. The fuel is sent to the injectors via the fuel
Fuel Tank
connector in the cylinder head.
Fuel from
3. The ECM turns ON/OFF the injector solenoid (1) to Common rail
properly control the injector operation according to
the engine conditions.
3
4. When turning ON the electromagnetic coil in an

5
injector solenoid (1), valve (2) opens and the circuit (Open)
to the fuel tank is connected. High-pressure fuel in
control chamber (4) returns to the fuel tank. 90Z7B-02-03-05
 Solenoid OFF 1
5. This lowers the pressure in control chamber (4) and
force to press hydraulic piston (3) decreases. Then
hydraulic piston (3) raises and causes nozzle (5) to
open and start injection.
2
fNOTE: Fuel pressure from the common rail is always
applied to injector nozzle (5).
4
6. When turning OFF the electromagnetic coil in an
injector solenoid (1), valve (2) is closed and the
circuit to the fuel tank is closed. High-pressure fuel Fuel from
from the common rail flows to control chamber (4). Common rail
7. High-pressure fuel flows to control chamber (4), 3

and hydraulic piston (3) is lowered by the pressure
difference due to movement of hydraulic piston (3).
This closes nozzle (5) and fuel injection stops. 5
(Close)
90Z7B-02-03-06
1- Injector Solenoid 4- Control Chamber

2- Valve 5- Injector Nozzle
3- Hydraulic Piston
TONFB50-EN-00(20160108) T2-3-3
SECTION 2 SYSTEM
Fuel Injection Volume Control Fuel Injection Timing Control
Purpose: Purpose:
The fuel injection volume control provides the best fuel The fuel injection timing control calculates the best
injection rate. fuel injection timing.
Operation: Operation:
1. Engine Control Module (ECM) (14) reads the engine 1. Engine Control Module (ECM) (14) calculates the
speed signals from engine speed sensor (main, fuel injection timing according to the engine speed
crank speed sensor) (5) and engine speed sensor and fuel injection volume.
(sub, cam angle sensor) (6).
2. ECM (14) turns the injector ON/OFF according to the
2. Main Controller (MC) (21) receives signals from calculated fuel injection timing.
accelerator pedal sensor (x), various sensors and
switches, and calculates and sends signals to ECM
(14) to adjust the target speed as needed for the
present operation. (Refer to SYSTEM / Control
Fuel Injection Rate and Frequency Control
System.)
3. ECM (14) controls the fuel injection volume by
Purpose:
turning injector (15) ON or OFF according to the
The fuel injection rate and frequency control improves
engine speed and the signals from MC (21).
combustion in the engine cylinder.
Operation:
1. Injector (15) first injects a small amount of fuel
Fuel Injection Pressure Control (known as pilot injection) which ignites.
2. After pilot injection and preliminary flame, injector
Purpose: (15) injects fuel through this flame multiple times,
The fuel injection pressure control provides the best depending on operation requirements (main
fuel injection pressure. injection).
3. ECM controls the fuel injection timing and fuel
Operation:
injection volume by energizing /de-energizing each
1. Engine Control Module (ECM) (14) calculates the
injector solenoid.
required fuel injection volume according to the
engine speed signals from engine speed sensor
(main, crank speed sensor) (5) and engine speed
sensor (sub, cam angle sensor) (6) and signals from
MC (21). (Refer to Fuel Injection Volume Control.)
2. Common rail pressure sensor (16) sends signals to
ECM (14).
3. ECM (14) calculates the best fuel pressure for
common rail (17) from the engine speed, fuel
injection volume, and common rail pressure sensor
(16) signal.
4. ECM (14) sends a signal to supply pump actuator
(35) to supply fuel at the rate of optimum pressure
and volume within common rail (17).
5. Pressurized fuel in common rail (17) is supplied to
injector (15), and this controls the fuel injection
pressure.
TONFB50-EN-00(20160108) T2-3-4
SECTION 2 SYSTEM
Common
Rail
DEF/AdBlue
Tank
Fuel Tank Supply Pump Injector

90Z7B-02-03-01
1- EGR Differential Pressure Sensor 13- Turbocharger Speed Sensor 25- DOC Exhaust Temperature Sensor (Inlet)
3- Intake Manifold Temperature and 16- Fuel Rail Pressure Sensor 27- Aftertreatment Device NOx Sensor (Inlet)
Pressure Sensor 17- Common Rail 28- SCR Exhaust Temperature Sensor (Inlet)
4- Exhaust Gas Pressure Sensor 18- Supply Pump 29- SCR Exhaust Temperature Sensor (Outlet)
5- Crankshaft Speed Sensor 19- Fuel Tank 30- Aftertreatment Device NOx Sensor
6- Camshaft Speed Sensor 20- Controller Area Network (CAN) (Outlet)
11- EGR Valve 24- Aftertreatment Device Selective Catalytic 35- Supply Pump Actuator
12- Exhaust Gas Temperature Sensor Reduction (SCR) Unit
TONFB50-EN-00(20160108) T2-3-5
SECTION 2 SYSTEM
EGR Control
Purpose:
The Exhaust Gas Recirculation (EGR) control re-circulates
fNOTE: EGR: Exhaust Gas Recirculation
a part of exhaust gas to intake manifold (6) and combines fNOTE: TBAP (Temperature Barometric Atmospheric
it with intake-air. This lowers the cylinder combustion Pressure) sensor (8) installed at the outlet of the air
temperature and reduces the level of oxide of nitrogen cleaner detects the temperature and pressure of intake-
(NOx). air.
Operation:
 EGR Gas Volume Control
1. ECM (7) determines the EGR gas volume according

to engine RPM's (min-1), fuel flow rate, intake
manifold temperature, coolant temperature,
atmospheric pressure, EGR gas differential pressure,
and intake-air temperature, etc.
2. ECM (7) sends an output signal to the actuator in
EGR valve (5). This diverts a small amount of EGR gas
to intake manifold (6) to blend with intake-air.
3. At the same time, ECM (7) senses the size of the
opening amount of EGR valve (5). It maintains the
opening gap at the required position, depending on
the operational requirements.
 EGR Gas Cooling
1. EGR gas is cooled by EGR cooler (3) in the EGR gas

passage.
2. This cooled EGR gas is combined with intake-air to
lower the combustion temperature in the cylinder,
and NOx emissions are reduced.
TONFB50-EN-00(20160108) T2-3-6
SECTION 2 SYSTEM
a c
3
1
10 8
11 9
12
13
90Z7B-02-03-03
a- From Air Cleaner c- Exhaust

b- To Intercooler d- Intake-Air (From Suction Intercooler)
1- Engine 7- Engine Control Module (ECM) 11- Coolant Temperature Sensor

2- Outlet of Coolant 8- Temperature Barometric Atmospheric 12- Camshaft Speed Sensor
3- EGR Cooler Pressure (TBAP) Sensor 13- Crankshaft Speed Sensor
4- Inlet of Coolant 9- Intake Manifold Temperature and
5- EGR Valve Pressure Sensor
6- Intake Manifold 10- Fuel Rail Pressure Sensor
TONFB50-EN-00(20160108) T2-3-7
SECTION 2 SYSTEM
Preheating Control
1
Purpose:
The cylinder preheat system adjusts length of current-

carrying time in intake air heater (4) according to the
temperature in the intake manifold to stabilize engine
idle after start up.
The power supply is automatically terminated to prevent
unnecessary heating by intake air heater (4).
2
Operation:
1. Engine Control Module (ECM) (2) receives input

signals from intake manifold temperature sensor (1).
2. ECM (2) controls intake air heater relay (3)

3
energizing time period according to signal.
5
3. Thus the length of time that intake air heater relay
(3) heats intake air heater (4).
T4GD-02-02-003
1- Intake Manifold Temperature 4- Intake Air Heater

Sensor 5- From +24 VDC source
2- ECM
3- Intake Heater Relay
TONFB50-EN-00(20160108) T2-3-8
SECTION 2 SYSTEM
Variable Turbocharger Control

Purpose:
The variable geometry turbocharger (VGT) changes the
nozzle opening inside of the turbine housing depending
on the engine speed, engine load, and adjusts the inlet
area of turbocharger.
Therefore, the rotation speed of turbo charger
compressor is changed and the intake air pressure is
regulated as required for the engine.
This results in intake air efficiently for a wide variety of
engine speeds.
TONFB50-EN-00(20160108) T2-3-9
SECTION 2 SYSTEM
Urea SCR System DEF/AdBlue Dosing Control

Purpose:
The urea SCR system injects DEF/AdBlue to nitrogen oxide Dosing module (22) is controlled according to the
(NOx) exhausted from engine (1) to convert NOx into signals from various sensors. This process optimizes the
nitrogen and water. Thus NOx is reduced from exhaust injection amount of DEF/AdBlue.
gas.
ECM (24) controls the urea SCR system. ECM (24) drives Operation:
DEF/AdBlue supply module (20) and dosing module (22) 1. NOx sensor (5) detects the concentration of NOx in
according to the signals from sensors and controls the exhaust emission.
following functions.
 DEF/AdBlue Dosing Control 2. NOx sensor module (12) sends the signals from the
 DEF/AdBlue Priming Control NOx sensor to ECM (24) by using CAN (10).
 DEF/AdBlue Defrosting/Heat-Retention Control
 DEF/AdBlue Purging Control 3. ECM (24) controls dosing module (22) to optimize
the injection amount according to the signals.
DEF/AdBlue supply module (20) pumps DEF/AdBlue from

DEF/AdBlue tank (14) to dosing module (22).
Dosing module (22) injects DEF/AdBlue in decomposition
reactor tube (DRT) (23) according to the signal from ECM DEF/AdBlue Priming Control
(24). Purpose:
The priming control increases pressure of DEF/AdBlue
for injection.
Operation:
1. SCR exhaust temperature sensor (7) detects the
inlet temperature of SCR catalyst (6).
2. ECM (24) activates DEF/AdBlue supply module

(20) when the inlet temperature of SCR catalyst (6)
becomes 190°C (374°F) or higher.
3. DEF/AdBlue supply module (20) pumps the

pressurized DEF/AdBlue to dosing module (22).
TONFB50-EN-00(20160108) T2-3-10
SECTION 2 SYSTEM
10
28
21
25
17
20 30 11
26 28 13
18 14
19
SM 15
27
16
24
ECM 10 10 12
29
1
12 22
9
5 DM
E/G 3 4 DRT 7 8
DOC SCR
23
2 6
90Z7B-02-03-04
1- Engine 12- NOx Sensor Module 22- Dosing Module

2- DOC (Diesel Oxidation Catalyst) 13- DEF/AdBlue Sensor Unit 23- DRT (Decomposition Reactor Tube)
3- DOC Inlet Exhaust Temperature Sensor 14- DEF/AdBlue Tank 24- ECM
4- DOC Outlet Exhaust Temperature Sensor 15- DEF/AdBlue Tank Level Sensor 25- Monitor Controller
5- NOx Sensor (DOC Inlet) 16- DEF/AdBlue Tank Temperature Sensor 26- MC
6- SCR Catalyst 17- DEF/AdBlue Quality Sensor 27- CAN
7- SCR Inlet Exhaust Temperature Sensor 18- DEF/AdBlue Pressure Sensor 28- Coolant Piping
8- SCR Outlet Exhaust Temperature Sensor 19- DEF/AdBlue Supply Module Temperature 29- TBAP (Temperature Barometric
9- NOx Sensor (SCR Outlet) Sensor Atmospheric Pressure) Sensor
10- CAN 20- DEF/AdBlue Supply Module 30- Reverting Valve
11- DEF/AdBlue Piping 21- Coolant Control Valve
TONFB50-EN-00(20160108) T2-3-11
SECTION 2 SYSTEM
DEF/AdBlue Defrosting/Heat-Retention Control DEF/AdBlue Purging Control
Purpose: Purpose:
When DEF/AdBlue or environmental temperature is The DEF/AdBlue in DEF/AdBlue piping (11) is returned
low, ECM (24) activates coolant control valve (21). to DEF/AdBlue tank (14) when the key switch is turned
This circulates the heated coolant to defrost or prevent OFF. This prevents DEF/AdBlue piping (11) from
frozen DEF/AdBlue. freezing.
Operation: Operation:
1. When environmental temperature lowers to -4°C 1. When the key switch is turned OFF, ECM (24) turns
(25°F), ECM (24) starts DEF defrosting control and ON reverting valve (30) in DEF/AdBlue supply
activates the heaters in supply module (20) and module (20) and flow direction of DEF/AdBlue is
urea line hoses (28) to defrost the frozen DEF inside. changed.
2. When DEF/AdBlue tank (14) temperature becomes 2. Supply module (20) returns DEF/AdBlue from DEF/
-5°C (23°F) or lower, ECM (24) opens coolant control AdBlue piping (11) to DEF/AdBlue tank (14).
valve (21).
3. ECM (24) turns OFF supply module (20) after
3. Heated coolant from engine (1) flows into DEF/ returning the remained DEF/AdBlue in piping (11)
AdBlue tank (14) through coolant control valve (21). or units within the DEF supply system to tank (14).
Then, coolant is circulated in the heater tube within
the tank to defrost DEF/AdBlue.
4. After that, ECM (24) turns OFF.
4. ECM (24) turns OFF the heaters and closes coolant

control valve (21) after defrosting all related units
and lines.
5. If DEF/AdBlue or environmental temperature is low

after starting DEF/AdBlue priming control, ECM
(24) turns ON/OFF the heaters intermittently. Also
coolant control valve (21) is opened or closed to
prevent frozen DEF/AdBlue.
TONFB50-EN-00(20160108) T2-3-12
SECTION 2 SYSTEM
10
28
21
25
17
20 30 11
26 28 13
18 14
19
SM 15
27
16
24
ECM 10 10 12
29
1
12 22
9
5 DM
E/G 3 4 DRT 7 8
DOC SCR
23
2 6
90Z7B-02-03-04
1- Engine 12- NOx Sensor Module 22- Dosing Module

2- DOC (Diesel Oxidation Catalyst) 13- DEF/AdBlue Sensor Unit 23- DRT (Decomposition Reactor Tube)
3- DOC Inlet Exhaust Temperature Sensor 14- DEF/AdBlue Tank 24- ECM
4- DOC Outlet Exhaust Temperature Sensor 15- DEF/AdBlue Tank Level Sensor 25- Monitor Controller
5- NOx Sensor (DOC Inlet) 16- DEF/AdBlue Tank Temperature Sensor 26- MC
6- SCR Catalyst 17- DEF/AdBlue Quality Sensor 27- CAN
7- SCR Inlet Exhaust Temperature Sensor 18- DEF/AdBlue Pressure Sensor 28- Coolant Piping
8- SCR Outlet Exhaust Temperature Sensor 19- DEF/AdBlue Supply Module Temperature 29- TBAP (Temperature Barometric
9- NOx Sensor (SCR Outlet) Sensor Atmospheric Pressure) Sensor
10- CAN 20- DEF/AdBlue Supply Module 30- Reverting Valve
11- DEF/AdBlue Piping 21- Coolant Control Valve
TONFB50-EN-00(20160108) T2-3-13
SECTION 2 SYSTEM
Engine Output Restriction (Inducement)

Purpose:
When DEF/AdBlue level becomes low, or malfunction
occurs in the urea SCR system, an alarm is reported on the
monitor and a buzzer sounds.
When the machine is continuously operated in this
condition, the engine output restriction function
gradually decreases the engine torque and speed.
Operation:
1. Signals from the urea SCR system is sent to ECM (14)
by using CAN communication (28).
2. When any one of the following condition is satisfied,
ECM (14) decreases the engine torque.
3. Then, ECM (14) decreases the engine torque and
gradually lowers the engine speed to the lowest
idle speed according to the level of DEF/AdBlue and
elapsed time from the system error occurrence.
4. When the machine recovers to the normal
condition, ECM (14) controls the engine torque and
speed for the other required engine controls.
Conditions:
 DEF/AdBlue Level: 5 % or lower
 Urea SCR System: Abnormal. The specified period of
time has passed
fNOTE: When the Aftertreatment Device Regeneration

Inhibit setting is set to ON, the engine restriction will be
applied if the required regeneration is not performed
within the specified time period. Refer to p. T2-3-22 for
the details.
TONFB50-EN-00(20160108) T2-3-14
SECTION 2 SYSTEM
Common
Rail
DEF/AdBlue
Tank
Fuel Tank Supply Pump Injector 90Z7B-02-03-01
1- EGR Gas Differential Pressure Sensor 13- Turbocharger Speed Sensor 25- DOC Exhaust Temperature Sensor (Inlet)
3- Boost Pressure / Boost Temperature 16- Fuel Rail Pressure Sensor 27- Aftertreatment Device NOx Sensor (Inlet)
Sensor 17- Common Rail 28- SCR Exhaust Temperature Sensor (Inlet)
4- Exhaust Pressure Sensor 18- Supply Pump 29- SCR Exhaust Temperature Sensor (Outlet)
5- Crank Speed Sensor 19- Fuel Tank 30- Aftertreatment Device NOx Sensor
6- Cam Angle Sensor 20- Controller Area Network (CAN) (Outlet)
11- EGR Motor 24- Aftertreatment Device Selective Catalytic
12- EGR Gas Temperature Sensor Reduction (SCR) Unit
TONFB50-EN-00(20160108) T2-3-15
SECTION 2 SYSTEM
Insufficient DEF/AdBlue Level

1. When the DEF/AdBlue level becomes 10% or lower, the
engine output restriction is set to the step 1. fNOTE: During Step 3 or Step 4, the engine output
restriction status can be temporarily canceled using a
2. An alarm is displayed on the monitor and the buzzer Service Menu. (Refer to the S/M Troubleshooting.)
sounds.
3. After that, the engine output restriction is set to the step
fNOTE: When starting Step 5 (Final), the engine warning
indicator also lights.
2 or step 3 depending on the remaining level of DEF/
AdBlue.
Engine DEF/AdBlue Engine Engine Alarm Buzzer Monitor Screen

Control Level Level Torque Speed
Step 1 10 % or No No Light Sounds once

Warning 1 lower restriction restriction (Red)
Step 2 5 % or lower Restricted No Slow Slow Alarm

Warning 2 restriction flashing (repeating
(Red) 1.2 sec ON /
1.2 sec OFF)
Step 3 2.5 % or Restricted Restricted Slow Fast Alarm

Initial lower flashing (repeating
(Red) 0.3 sec ON /
0.3 sec OFF)
Step 4 0% Restricted Restricted Fast Fast Alarm

Secondary flashing
(Red)
Step 5 30 minutes No Low idle Fast Fast Alarm

Final after restriction flashing
reaching 0 % (Red)
TONFB50-EN-00(20160108) T2-3-16
SECTION 2 SYSTEM
Malfunction of Urea SCR System

1. When a malfunction occurs in the urea SCR system, 5. If a malfunction occurs again during this 40 hours,
the engine output restriction is set to the step 1. the engine output restriction will proceed to the
following step at shorter interval.
2. An alarm is displayed on the monitor and a buzzer
sounds. fNOTE: During Step 3 or Step 4, the engine output
3. After that, the engine output restriction is set to the restriction status can be temporarily canceled using a
step 2 or step 3 depending on the elapsed time. Service Menu. (Refer to the S/M Troubleshooting.)
4. The ECM monitors the system condition for 40 fNOTE: When starting Step 5 (Final), the engine warning
hours after the malfunction of the urea SCR system indicator also lights.
recovers.
Engine Urea SCR Engine Engine Alarm Buzzer Monitor Screen

Control System Torque Speed
Level Trouble
Step 1 Occurrence No No Light Sounds once
Warning 1 (Restriction restriction restriction (Red)
starts.)
Step 2 2 hours after Restricted No Slow Slow Alarm

Warning 2 Step 1 starts restriction flashing (repeating
(Red) 1.2 sec ON /
1.2 sec OFF)
Step 3 30 minutes Restricted Restricted Slow Fast Alarm

Initial after Step 2 flashing (repeating
starts (Red) 0.3 sec ON /
0.3 sec OFF)
Step 4 75 minutes Restricted Restricted Fast Fast Alarm

Secondary after Step 3 flashing
starts (Red)
Step 5 15 minutes No Low idle Fast Fast Alarm

Final after Step 4 restriction flashing
starts (Red)
TONFB50-EN-00(20160108) T2-3-17
SECTION 2 SYSTEM
Aftertreatment Device
Outline
Aftertreatment device removes particulate matter DOC unit (1) and SCR unit (6) are equipped with three
(PM) and nitrogen oxide (NOx) from the diesel engine sensors, respectively: temperature sensors (2, 3) at DOC
exhausts. inlet and outlet, DOC NOx sensor (4) at the DOC inlet,
and temperature sensors (7, 8) at SCR inlet and outlet,
Aftertreatment device consists of diesel oxidation SCR NOx sensor (9) at the outlet.
catalyst (DOC) unit (1), DEF/AdBlue dosing unit (5),
selective catalytic reduction (SCR) unit (6), the DEF The signals from these sensors are sent to ECM (14) via
supply module, and the DEF tank. CAN communication to effectively control the catalytic
functions of both DOC (1) and SCR (6).
The catalyst in DOC unit (1) removes PM by oxidation.
This unit raises exhaust temperature to activate
catalysis in the downstream process.
fNOTE: AdBlue is a trade name or brand name for DEF
(Diesel Exhaust Fluid.)
The supply module transfers DEF/AdBlue from the DEF fNOTE: The exhaust filter or DPF is not used in this
tank to dosing unit (5). system.
Dosing unit (5) injects DEF/AdBlue to the exhaust gas.
Then, the catalyst in SCR unit (6) converts the NOx to
nitrogen and water.
9
8
6
3
From engine
90Z7BT01-02-11
1- Diesel Oxidation Catalyst (DOC) Unit 4- DOC Unit NOx Sensor (Inlet) 7- SCR Unit Temperature Sensor (Inlet)
2- DOC Unit Temperature Sensor (Inlet) 5- DEF/AdBlue Dosing Unit 8- SCR Unit Temperature Sensor (Outlet)
3- DOC Unit Temperature Sensor (Outlet) 6- Selective Catalytic Reduction (SCR) Unit 9- SCR Unit NOx Sensor (Outlet)
TONFB50-EN-00(20160108) T2-3-18
SECTION 2 SYSTEM
Operation
1. Exhaust gas from the engine goes to diesel 4. SCR catalyst (11) in SCR unit (6) converts the NOx
oxidation catalyst (DOC) unit (1). The catalyst in the exhaust gas into nitrogen and water by the
removes PM by a process of simple, passive chemical reaction with the ammonia.
oxidation.
5. DOC 2 (12) flowing through SCR unit (6) accelerates
2. The exhaust gas flows to dosing unit (5) through the breakdown of ammonia (NH3) into nitrogen (N2)
diesel oxidation catalyst (DOC) 1 (10) in DOC unit and water (H2O).
(1).
6. Thus, PM and NOx is reduced from exhaust gas.
3. Dosing unit (5) injects DEF/AdBlue (13) as the
exhaust gas flows through it down to SCR unit (6).
Here, DEF/AdBlue breaks down into ammonia (NH3) fNOTE: Diesel oxidation catalyst (DOC) (1) is used during
and carbon dioxide (CO2) the required service level cleaning (regeneration) of the
aftertreatment device.
15
N2 + H2O
7 11 12 8
6 9
1 13
15
Exhaust
gas
4 2 10 3
14
90TDC2-02-03-17
fNOTE: The signals from these sensors are sent to ECM
(14) via CAN communication (15).
1- Diesel Oxidation Catalyst (DOC) Unit 7- SCR Unit Temperature Sensor (Inlet) 12- Diesel Oxidation Catalyst (DOC) 2
2- DOC Unit Temperature Sensor (Inlet) 8- SCR Unit Temperature Sensor (Outlet) 13- DEF/AdBlue
3- DOC Unit Temperature Sensor (Outlet) 9- SCR Unit NOx Sensor (Outlet) 14- ECM
4- DOC Unit NOx Sensor (Outlet) 10- Diesel Oxidation Catalyst (DOC) 1 15- CAN
5- DEF/AdBlue Dosing Unit 11- Selective Catalytic Reduction (SCR)
6- Selective Catalytic Reduction (SCR) Unit Catalyst
TONFB50-EN-00(20160108) T2-3-19
SECTION 2 SYSTEM
Aftertreatment Device Regeneration Control

Urea chemical reactant which may have been deposited
in the aftertreatment device SCR unit (6) can be removed
by using hot exhaust gas.
This process is referred to as "regeneration" ("cleaning").
Aftertreatment Device Regeneration Operation
1. Fuel is injected (post injection (20)) into the hot

exhaust gas by diesel engine cylinder (7) and the
exhaust gas mixed with unburned fuel is supplied
to DOC (1).
2. DOC (1) oxidizes unburned fuel and raises the
exhaust gas temperature at the outlet side of DOC
unit (1) increases to about 560 to 580 °C (1040 to
1075 °F).
3. The downstream deposit is melted and the unit
interior is cleaned.
(a)
Auto Regeneration (Automatic Cleaning)
 Auto-regeneration is automatically done a specified
time period from the last regeneration. (Timed
regeneration)
 Auto-regeneration is done when the calculated
deposit level exceeds the specified acceptable limits.
Manual Regeneration MNEC-01-280-7B
When Aftertreatment Device Regeneration Request

(a) is displayed on the monitor, the regeneration is
manually done by pressing aftertreatment device
regeneration switch (b). (b)
fNOTE: Prepare the machine before pressing

regeneration switch (b) as follows:
 Leave the accelerator pedal up
 Activate the control lever lock switch
 Place the forward/reverse lever or switch (OPT) in
neutral
 Apply the parking brake
The manual regeneration procedure is also found in the MNEC-01-041
90Z7B OMM.
Regeneration Inhibit Setting

If the required regeneration is not done due to
Aftertreatment Device Regeneration Inhibit setting,
engine restriction will be applied. Refer to p. T2-3-22 for
the details.
TONFB50-EN-00(20160108) T2-3-20
SECTION 2 SYSTEM
14
5 6
Hot
exhaust
gas
90B-TDAA-02-03-13
Melting deposits here
16
17 18 19 20 TDAA-02-03-022KC
1- Diesel Oxidation Catalyst 6- Selective Catalytic 16- Cylinder 19- After-Injection

(DOC) Unit Reduction (SCR) Unit 17- Pilot Injection 20- Post Injection
5- Dosing Unit 14- ECM 18- Main Injection
TONFB50-EN-00(20160108) T2-3-21
SECTION 2 SYSTEM
Engine Output Restriction (Inducement) Due To

Aftertreatment Device Regeneration Inhibit
If the required regeneration is not done due to

Aftertreatment Device Regeneration Inhibit setting,
engine restriction will be applied after the specified
time period.
To recover from the engine restriction status, perform
the manual regeneration (refer to the Operator's
Manual.)
 Inducement Steps
1. Auto-regeneration is tried a specified time period

from the last regeneration. This auto-regeneration
has not been done due to the Aftertreatment
Device Regeneration Inhibit setting for a specified
time period, a manual regeneration will be
requested.
2. If the Aftertreatment Device Regeneration Inhibit

setting is ON when the manual regeneration is
requested, the engine enters Step 1 (Warning 1)
restriction status. [Warning1]
90Z7BT02-03-01
3. The Aftertreatment Device Regeneration Inhibit

setting has been kept ON for a specified time period
after requesting the manual regeneration, Step 3
(Initial) restriction starts.
4. The engine speed and engine torque are limited to

the specified levels until a manual regeneration is
done.
[Initial] 90Z7BT02-03-02
fNOTE: Refer to p. T2-3-14 for the engine output

restriction (inducement).
.
TONFB50-EN-00(20160108) T2-3-22
SECTION 2 SYSTEM
Outline
Hydraulic system is divided into the pilot circuit, main
circuit, and emergency steering circuit (option).
Pilot Circuit:
Power Source Oil Control Method Supplied to
Accessory (Pilot) Pump Unloader (Brake Charge) Valve Service Brake Circuit
Combination Valve (Brake Parking Brake Circuit
Manifold, Solenoid Valve) Lift Arm / Bucket Operation Control Circuit
Pilot Valve
Fan Control Valve Fan Motor
Priority Hammer Valve Lift Arm / Bucket Cylinders
Main Circuit:
Main Pump Steering Valve Steering Cylinder
Multiple Control Valve Lift Arm / Bucket Cylinder
Pump Control Circuit
Ride Control Valve (Option) Ride Control Circuit
Emergency Steering Circuit (Option):

Emergency Steering Pump Steering Valve Steering Cylinder
TONFB50-EN-00(20160108) T2-4-1
SECTION 2 SYSTEM
Pilot Circuit
Outline
Pressurized oil from the accessory (pilot) pump is used
in order to operate the following circuits.
 Brake Priority Circuit

 Service Brake Circuit
 Parking Brake Circuit
 Lift Arm / Bucket Operation Control Circuit
 Fan Motor Circuit
 Priority Flow Circuit
TONFB50-EN-00(20160108) T2-4-2
SECTION 2 SYSTEM
90Z7B-02-04-01
TONFB50-EN-00(20160108) T2-4-3
SECTION 2 SYSTEM
Brake Priority Circuit

Purpose:
The brake circuit supplies pressurized oil from accessory

(pilot) pump (10) to service brake circuits (A, B) through
unloader (brake charge) valve (2) preferentially and
maintains the brake performance.
 Circuit Outline
1. Pressurized oil from pilot pump (10) is supplied to 7. Pressurized oil supplied to combination valve (11) is
unloader valve (2). regulated in a preset range by reducing valve (13),
and used to operate the following circuits.
2. Priority valve (brake) (1) supplies pressurized oil  Parking Brake Circuit (D)
from pilot pump (10) to service brake circuits (A, B)  Lift Arm / Bucket Operation Control Circuit (E)
with priority to the brake circuits.  Pump Control Circuit (F)
 Parallel Circuit Flow Rate Control (G)
 Ride Control Circuit (H)
3. Shuttle valve (4) controls the oil flow so that the
pressure of service brake accumulators (5, 6) (front
8. Front loader control lever lock solenoid valve (12)
and rear) are equal by sensing their pressure
is energized by the front loader control lever lock
difference.
switch and supplies pilot pressure oil to operate the
loading control circuits (E). (Refer to p. T2-4-14 Lift
4. Charge relief valve (7) controls the oil flow so that Arm / Bucket Operation Control Circuit.)
service brake accumulators (5, 6) (front and rear) are
charged with pressurized oil for brake circuits.
9. Parking brake solenoid valve (14) is energized by
the parking brake switch and supplies pilot pressure
5. Unloader valve (2) shifts brake priority valve (1) oil to operate the parking brake circuit (D). (Refer to
according to the pressure amount charged in p. T2-4-12 Parking Brake Circuit.)
service brake accumulators (5, 6) (or brake pedal
application angle).
10. Pressurized oil from pilot pump (10) is also supplied
to the priority flow circuit (J).
6. At the same time, pressurized oil is supplied to
combination (manifold) valve (11).
11. Pressurized oil supplied to the priority flow circuit
(J) is used to operate the following circuits.
 Fan Circuit (C)
 Loading Circuit (K)
TONFB50-EN-00(20160108) T2-4-4
SECTION 2 SYSTEM
Brake Circuit
To Front Service Brake
To Rear Service Brake
To Fan Valve
To Multiple
Control Valve
To Pilot Valve
90Z7B-02-04-02
A- To Front Service Brake Circuit E- To Lift Arm / Bucket Operation Control H- To Ride Control Circuit (Option)
B- To Rear Service Brake Circuit Circuit J- To Priority Flow Circuit
C- To Fan Motor Circuit F- To Pump Control Circuit K- To Loading Circuit
D- To Parking Brake Circuit G- To Parallel/Tandem Switching Solenoid
(Parallel Circuit Flow Rate Control)
1- Brake Priority Valve 7- Charge Relief Valve 13- Reducing Valve

2- Unloader (Brake Charge) Valve 8- Check Valve 14- Parking Brake Solenoid Valve
3- Orifice 9- Orifice 15- Parking Brake
4- Shuttle Valve 10- Accessory (Pilot) Pump 16- Hydraulic Tank
5- Front Service Brake Accumulator 11- Combination (Manifold) Valve 17- Priority Hammer Valve
6- Rear Service Brake Accumulator 12- Front Control Lever Lock Solenoid Valve 18- Orifice
TONFB50-EN-00(20160108) T2-4-5
SECTION 2 SYSTEM
 When the service brake is not applied
1. Brake priority valve (1) in unloader (brake charge) 10. Therefore, the pressure at the left side (spring side)
valve (2) has moved right due to the spring force. of brake priority valve (1) decreases.
2. Pressurized oil from accessory (pilot) pump (10) is 11. When the pressure at the left side (spring side) of
supplied to shuttle valve (4) through brake priority brake priority valve (1) and the spring force become
valve (1) and check valve (8). lower than the pressure at the right side of brake
priority valve (1), brake priority valve (1) moves left.
3. Shuttle valve (4) shifts according to the pressure of
service brake accumulators (5, 6) (front and rear). 12. Consequently, more pilot pressure oil is supplied to
priority flow circuit (J) through brake priority valve
(1).
4. Service brake accumulators (5, 6) (front and rear) are
charged with accumulator pressure oil from shuttle
valve (4) so that the pressure is the same in each
accumulator.
5. Accumulator pressure oil from shuttle valve (4) is

supplied to service brake circuits (A, B) in order to
apply the brake.
6. In addition, pressurized oil is sent from brake

priority valve (1) to charge relief valve (7) through
orifice (3) to operate brake priority valve (1).
7. When service brake is not operated, the oil pressure

in service brake accumulators (5, 6) (front and rear)
increases due to pressurized oil from pilot pump
(10).
8. When the circuit pressure in unloader valve (2)

increases over the specified value (reaches the
cutout pressure), charge relief valve (7) shifts
downward and lowers the pressure in the circuit to
the left of brake priority valve (1).
9. This permits the excess pressure to be sent to

hydraulic tank (16) through charge relief valve (7).
TONFB50-EN-00(20160108) T2-4-6
SECTION 2 SYSTEM
 Service brake is released
90Z7B-02-04-03
A- To Front Service Brake Circuit J- To Priority Flow Circuit

B- To Rear Service Brake Circuit K- To Loading Circuit
C- To Fan Motor Circuit
1- Brake Priority Valve 6- Rear Service Brake Accumulator 16- Hydraulic Tank
2- Unloader (Brake Charge) Valve 7- Charge Relief Valve 17- Priority Hammer Valve
3- Orifice 8- Check Valve
4- Shuttle Valve 9- Orifice
5- Front Service Brake Accumulator 10- Accessory (Pilot) Pump
TONFB50-EN-00(20160108) T2-4-7
SECTION 2 SYSTEM
 When the service brake is applied
1. When the brake is applied repeatedly the

accumulator oil pressure (5, 6) (front and rear)
decreases. When it decreases below the specified
level, the circuit pressure in unloader (brake charge)
valve (2) decreases.
2. When the circuit pressure in unloader valve (2)

decreases (reaches the cut-in pressure), charge relief
valve (7) moves upward.
3. Pressurized oil to operate brake priority valve (1) is

blocked by charge relief valve (7).
4. Therefore, the pressure at the left side (spring side)

of brake priority valve (1) increases.
5. When the pressure at the left side (spring side) of

brake priority valve (1) and increases, along with
the combined spring force inside this valve, brake
priority valve spool (1) moves to the right.
6. Consequently, brake circuit supply pressure oil is

sent to service brake accumulators (5, 6) (front and
rear) through brake priority valve (1).
7. Unloader valve (2) supplies pressure oil from

accessory (pilot) pump (10) to service brake circuits
(A, B) by priority according to the pressure amount
charged in service brake accumulators (5, 6) to keep
a ready supply of accumulated brake oil pressure for
brake application.
fNOTE: Brake priority valve (1) supplies the excess

amount of pressure oil in the brake circuit to priority flow
circuit (J) by the spring force.
Its operation assures that the brake system receives oil
first, so the brake system will always be operable when
any other function of the machine is also operable.
TONFB50-EN-00(20160108) T2-4-8
SECTION 2 SYSTEM
 Service brake is applied
90Z7B-02-04-04
A- To Front Service Brake Circuit J- To Priority Flow Circuit

B- To Rear Service Brake Circuit K- To Loading Circuit
C- To Fan Motor Circuit
1- Brake Priority Valve 6- Rear Service Brake Accumulator 16- Hydraulic Tank
2- Unloader (Brake Charge) Valve 7- Charge Relief Valve 17- Priority Hammer Valve
4- Shuttle Valve 9- Orifice
5- Front Service Brake Accumulator 10- Accessory (Pilot) Pump
TONFB50-EN-00(20160108) T2-4-9
SECTION 2 SYSTEM
Service Brake Circuit

 When the service brake is applied  When the service brake is released
1. Pressurized oil from the pilot pump is supplied 1. The brake circuit oil (A, B) from the unloader valve is
to brake valve (22) through the unloader (brake blocked by brake spools (25, 26) on top and bottom
charge) valve to apply the brake. (Refer to p. T2-4-4 of brake valve (22).
Brake Priority Circuit.)
2. When brake pedal (c) is not applied, brake operating
2. Brake spools (25, 26) on top and bottom of brake pressure oil (A, B) returns to hydraulic tank (16)
valve (22) are connected by spring (24) and move through front / rear brakes (21, 20) and brake spools
according to brake pedal (c) application angle. (25, 26) on top and bottom of brake valve (22).
3. When brake pedal is applied and spools (25,26) 3. Therefore, front / rear brakes (21, 20) are released.
are pushed down, the oil passage from port A to Pressurized oil from the pump is stored in the
port B are opened and pressurized oil from the accumulator, and sent to port A.
accumulator is sent to the brake piston chambers in
the front/rear axle housing to apply brakes (20, 21).
4. Brake oil circuit pressures (A, B) flow through both

of orifices (23) in brake valve (22) and works as the
hydraulic reactive force to push back spools (25, 26).
5. When the sum of hydraulic reactive force and the

load of spring (27) become balanced with those of
spring (24), it returns spools (25, 26) to close the
passage between A and B to hold the pressure.
6. By this operation, the load of springs by deflection

are transmitted to the operator as pedal pressing
force, and the pressure in proportion to the pedal
application angle is obtained.
fNOTE: Brake oil circuit pressure (A, B) is applied to

both front and rear brake circuits (21, 20) at the same
time and both front and rear brake circuits operate
simultaneously.
fNOTE: Front / rear brake units (21, 20) are housed in the
front / rear axles. (Refer to Section T3-9 Axle.)
TONFB50-EN-00(20160108) T2-4-10
SECTION 2 SYSTEM
 When the service brake is applied
20
c
21
22
25
24
23
B
26
23
 When the service brake is released 16 90TNED-02-04-20
20
c
21
22
25
24
23
B
26
23
16 90TNED-02-04-18
A- From Unloader Valve (Front B- From Unloader Valve (Rear c- Brake Pedal
Brake Operating Pressure Oil) Brake Operating Pressure Oil)
16- Hydraulic Tank 21- Front Brake 23- Orifice 25- Brake Spool (Top)
20- Rear Brake 22- Brake Valve 24- Spring 26- Brake Spool (Bottom)
TONFB50-EN-00(20160108) T2-4-11
SECTION 2 SYSTEM
Parking Brake Circuit

 Circuit Outline  When parking brake is applied (y)
1. Pressurized oil, which is regulated by reducing valve 1. When parking brake switch (z) is turned ON (this de-
(13) in combination valve (11), is supplied to the energizes the circuit), parking brake solenoid valve
parking brake circuit to release the parking brake. (14) is moved to the left by the spring.
2. Parking brake release oil flows through check valve 2. Parking brake oil returns to hydraulic tank (16)
(17) to parking brake solenoid valve (14). through check valve (18) and parking brake
solenoid valve (14).
3. Parking brake solenoid valve (14) is energized or
deenergized by operating parking brake switch (z) 3. Therefore, parking brake (15) is applied by the
and applies or releases parking brake (15). spring (20) force.
4. Check valve (17) prevents reverse flow of parking

brake oil.
 When parking brake is released (x)
1. Parking brake solenoid valve (14) is moved to the

right when parking brake switch (z) is turned OFF
(this energizes the circuit).
2. Parking brake oil flows through parking brake

solenoid valve (14) and orifice (19) to parking brake
(15).
3. Therefore, parking brake (15) is released as spring

(20) is compressed.
fNOTE: The parking brake is a spring apply, hydraulic

release (SAHR) type brake unit, and releases when
pressure is applied to it.
TONFB50-EN-00(20160108) T2-4-12
SECTION 2 SYSTEM
 Parking brake is applied
 Parking brake is released
90TNED-02-04-08
x- Parking brake is released y- Parking brake is applied z- Parking Brake Switch Signal
13- Reducing Valve 15- Parking Brake 17- Load Check Valve 19- Orifice
14- Parking Brake Solenoid Valve 16- Hydraulic Tank 18- Check Valve 20- Spring
TONFB50-EN-00(20160108) T2-4-13
SECTION 2 SYSTEM
Lift Arm / Bucket Operation Control Circuit

1. Front control lever lock solenoid valve (17) moves to 7. Flow regulator valve (4) is provided between pilot
the right when front control lever lock switch (a) is valve (1) and multiple control valve (7).
set to the OFF position. Flow regulator valve (4) is consist of dampening
valve (5) and restriction valve (6).
2. Pressurized oil from accessory (pilot) pump (15) is
regulated by reducing valve (13) and supplied to 8. When stopping the lift arm raise / lower operation,
pilot valve (1) through loading control lever lock dampening valve (5) reduces the volume of the
solenoid valve (17). returning pilot oil from multiple control valve (7).
Consequently lift arm spool (18) quick movement
is dampened so as not to suddenly come to a stop
3. Pilot valve (1) supplies the pilot pressure oil
and shock the machine with inertia energy caused
according to the operation of lift arm control lever
from a sudden stop. (Refer to p. T2-4-16 Shock
(2) and bucket control lever (3) as oil is provided to
Damping Function When Stopping Lift Arm Raise /
multiple control valve (7).
Lower Operation.)
4. Lift arm spool (18) and bucket spool (20) in multiple

9. When stopping bucket dump operation, restriction
control valve (7) are shifted by pressurized oil to
valve (6) reduce the returning pilot oil from multiple
operate the lift arm / bucket.
control valve (7).
Consequently, bucket spool (20) quick movement
5. Pressurized oil from main pump (14) moves the is dampened so as not to suddenly come to a stop
right and left lift arm cylinders (8, 9), and bucket and shock the machine with inertia energy caused
cylinder (19) by shifting lift arm spool (18) and from a sudden stop.
bucket spool (20).
6. The lift arm and bucket are operated by the right f NOTE: Refer to COMPONENT OPERATION / Section 6
and left lift arm cylinders (8, 9), and bucket cylinder Pilot Valve and Section 2 Multiple Control Valve.
(19). (Refer to p. T2-4-20 Main Circuit.)
TONFB50-EN-00(20160108) T2-4-14
SECTION 2 SYSTEM
Loading System Oil Circuits
90TNED-02-04-16
a- From Front Control Lever Lock Switch

(OFF Signal)
1- Pilot Valve 8- Lift Arm Cylinder (Left) 17- Front Control Lever Lock Solenoid Valve
2- Lift Arm Control Lever 9- Lift Arm Cylinder (Right) 18- Lift Arm Spool
3- Bucket Control Lever 11- Hydraulic Tank 19- Bucket Cylinder
4- Flow Regulator Valve 12- Unloader Valve 20- Bucket Spool
5- Dampening Valve 13- Reducing Valve 21- Orifice
6- Restriction Valve 14- Main Pump
7- Multiple Control Valve 15- Pilot Pump
TONFB50-EN-00(20160108) T2-4-15
SECTION 2 SYSTEM
 Shock Dampening Function When Stopping Lift Arm

Raise / Lower Operation
fNOTE: When lowering the lift arm, the items mentioned

below take place.
1. The lift arm spool returns to the neutral position

when releasing the lift arm raise lever.
2. Returning oil (Pia2) from lift arm spool flows

through the lift arm raise circuit and orifice (21) of
flow regulator valve (4).
3. Therefore, the pressure difference is generated at

front and back of orifice (21) and dampening valve
(5) moves to the left.
4. Returning oil (Pia2) from lift arm spool flows

through dampening valve (5) and decreases the
pressure.
5. Consequently, the quick movement of lift arm spool

is dampened and the inertia shock that would have
occurred due to the sudden stop of the lift arm is
reduced.
fNOTE: Shock dampening valve (5) buffers the return oil

through port Pib2, and modulates to lift arm stop when
lowering.
TONFB50-EN-00(20160108) T2-4-16
SECTION 2 SYSTEM
 Shock Dampening Circuit
1 2 3
11
5
4 6
21 21
TNED-02-04-045KC
PP1 Pia2 Pib2
PP1- From Manifold Valve (Pilot Pia2- From Lift Arm Raise Circuit Pib2- F rom Lift Arm Lower Circuit
Pressurized Oil) (Pilot Pressurized Oil) (Pilot Pressurized Oil)
1- Pilot Valve 3- Bucket Control Lever 5- Dampening Valve 11- Hydraulic Tank
2- Lift Arm Control Lever 4- Flow Regulator Valve 6- Restriction Valve 21- Orifice
TONFB50-EN-00(20160108) T2-4-17
SECTION 2 SYSTEM
Fan Circuit
1. Pressurized oil from unloader valve (A) is supplied 10. Anti-void valve (3) is provided in the fan motor
to the port (P1) side of fan motor (2) through fan circuit.
reversing spool (4) in fan valve (1). Fan motor (2)
rotates in normal.
11. Anti-void valve (3) refills hydraulic oil from the
returning oil and prevents cavitation from occurring
2. When the fan reversing switch is turned ON, fan when the pressure in the fan circuit decreases (the
reverse rotation control solenoid valve (5) is shifted fan motor speed change, engine shutdown, etc.).
by signal (a) from the Main Controller (MC).
12. Returning oil from fan motor (2) returns to hydraulic
3. Pressurized oil from fan reverse rotation control tank (11) through the oil cooler.
solenoid valve (5) shifts fan reversing spool (4).
4. Therefore, pressurized oil from unloader valve (A) is

supplied to the port (P2) side of fan motor (2) and
fan motor (2) rotates in reverse.
5. MC sends signal (b) and activates fan speed

control solenoid valve (6) according to the signals
from coolant temperature sensor and each oil
temperature sensor.
6. When hydraulic oil temperature is low, pressurized

oil from unloader valve (A) flows to hydraulic tank
(11) through fan speed control solenoid valve (6).
7. Therefore, the pressure at orifice (7, 8) sides

decreases and main relief valve (9) is shifted.
8. Excess pressurized oil from unloader valve (A)

returns to hydraulic tank (11) through main relief
valve (9).
9. Consequently, the fan motor (2) speed decreases.
TONFB50-EN-00(20160108) T2-4-18
SECTION 2 SYSTEM
 Normal rotation  Reverse rotation
90TNED-02-04-35
90TNED-02-04-52
 Normal rotation when relieving
90TNED-02-04-36
1- Fan Valve 4- Fan Reversing Spool 6- Fan Speed Control Solenoid 8- Orifice
2- Fan Motor 5- Fan Reverse Rotation Control Valve 9- Main Relief Valve
3- Anti-Void Valve Solenoid Valve 7- Orifice 11- Hydraulic Tank
TONFB50-EN-00(20160108) T2-4-19
SECTION 2 SYSTEM
Main Circuit
Circuit Outline
1. Main pump (1) draws hydraulic oil from hydraulic
tank (32) through suction filter (33) and delivers it to
steering valve (8) and multiple control valve (13).
2. Pressurized oil from steering valve (8) is supplied

to steering spool (9) according to the steering
operation by meter-in compensation valve (40) and
bleed-off compensation valve (41). (Refer to p. T2-4-
22 Steering Priority Circuit.)
3. Steering cylinders (10, 11) at right and left are

moved by shifting steering spool (9). (Refer to p. T2-
4-26 Steering Operation Control Circuit.)
4. Returning oil from steering cylinders (10, 11) returns

to hydraulic tank (32) through steering valve (8).
5. Pressurized oil in multiple control valve (13) moves

bucket cylinder (18), lift arm cylinders (16), and
attachments (29) (Option) by shifting bucket
spool (19), lift arm spool (17), auxiliary spools (28)
(Option). (Refer to p. T2-4-14 Pilot Circuit, Lift Arm /
Bucket Operation Control Circuit.)
6. Returning oil from each cylinder returns to hydraulic

tank (32) through multiple control valve (13).
fNOTE: Pressurized oil from main pump (1) is also used

to operate the pump control circuit and parallel circuit
flow rate control. Refer to the following sections for
details.
TONFB50-EN-00(20160108) T2-4-20
SECTION 2 SYSTEM
90TNED-02-04-01
1- Main Pump 16- Lift Arm Cylinder 32- Hydraulic Tank

8- Steering Valve 17- Lift Arm Spool 33- Suction Filter
9- Steering Spool 18- Bucket Cylinder 40- Meter-in Compensation Valve
10- Steering Cylinder (Left) 19- Bucket Spool 41- Bleed-off Compensation Valve
11- Steering Cylinder (Right) 28- Auxiliary Spool (OPT)
13- Multiple Control Valve 29- Attachments (OPT)
TONFB50-EN-00(20160108) T2-4-21
SECTION 2 SYSTEM
Steering Priority Circuit

Purpose:  When not operating the steering
The steering priority circuit supplies pressurized oil from
main pump (1) to steering valve (8) with priority to the 1. Pressurized oil from main pump (1) is supplied to
steering circuit and steering remains operable at all times. steering valve (8) and multiple control valve (13).
2. When not operating the steering wheel, steering

spool (9) in steering valve (8) is in the neutral
position.
3. As pressurized oil from main pump (1) flows

through meter-in compensation valve (40) and is
blocked by steering spool (9), right and left steering
cylinders (10, 11) do not move.
4. At the same time, pressurized oil flows to pilot line

(40a) of meter-in compensation valve (40).
5. Meter-in compensation valve (40) is closed as the

pressure in pilot line (40a) increases.
6. Pilot pressure (41a) opens bleed-off compensation

valve (41) at multiple control valve (13).
7. Therefore, pressurized oil from main pump (1)

flows through bleed-off compensation valve (41) to
hydraulic tank (32) via the center bypass line.
TONFB50-EN-00(20160108) T2-4-22
SECTION 2 SYSTEM
 Steering Priority Circuit (No Steering)
90Z7B-02-04-05
40a- Pilot pressurized Oil to Operate Meter-in 41a- Pilot Pressurized Oil to Operate Bleed-off
Compensation Valve Compensation Valve
1- Main Pump 10- Steering Cylinder (Left) 40- Meter-in Compensation Valve
2- Orbitrol 11- Steering Cylinder (Right) 41- Bleed-off Compensation Valve
8- Steering Valve 13- Multiple Control Valve
9- Steering Spool 32- Hydraulic Tank
TONFB50-EN-00(20160108) T2-4-23
SECTION 2 SYSTEM
 When operating the steering wheel (Right Turn)
1. When the steering wheel is turned right, pilot

pressure oil via port (Pb) shifts steering spool (9)
in steering valve (8). (Refer to p. T2-4-26 Steering
Operation Control Circuit.)
2. Pressurized oil is supplied to meter-in compensation

valve (40) to control the flow rate of pressurized
oil in the steering circuit in proportion to the
movement of steering spool (9) in steering valve (8).
3. Pressurized oil in steering valve (8) flows out to

bleed-off compensation valve (41) via port LS1 (as
pilot pressure oil (41b)).
4. This pilot pressure (41b) closes the oil passage in

bleed-off compensation valve (41), and oil flow to
the loading circuit is limited.
5. Consequently, the flow rate of pressurized oil

flowing to steering valve (8) from main pump (1)
increases.
TONFB50-EN-00(20160108) T2-4-24
SECTION 2 SYSTEM
 Steering Priority Circuit (Right Turn)
90Z7B-02-04-06
41b- Pressurized Oil to Operate Bleed-off Pb- Steering (Right) (Pilot Pressurized Oil)
Compensation Valve
1- Main Pump 10- Steering Cylinder (Left) 40- Meter-in Compensation Valve
2- Orbitrol 11- Steering Cylinder (Right) 41- Bleed-off Compensation Valve
8- Steering Valve 13- Multiple Control Valve
9- Steering Spool 32- Hydraulic Tank
TONFB50-EN-00(20160108) T2-4-25
SECTION 2 SYSTEM
Steering Operation Control Circuit

 Circuit Outline
1. Pressurized oil from main pump (10) or pilot pump

(9) is sent via shuttle valve (5) to reducing valve (3),
regulated to the specified pressure, and supplied to
Orbitrol® (steering pilot valve) (11).
2. Orbitrol (11) supplies steering pilot oil to operate

steering valve (4) to steer the machine.
3. Pilot oil from Orbitrol (11) operates steering spool

(6) in steering valve (4).
4. Pressurized oil from main pump (10) moves steering

cylinders (1, 2) to the right and left by shifting
steering spool (6).
5. Stop valves (7, 8) control pressurized oil from

Orbitrol (11) and limits steering operation to the
right or left. (Refer to p. T2-4-30 Steering Stop.)
fNOTE Refer to COMPONENT OPERATION / Section 4

Orbitrol® (Steering Pilot Valve) and Section 5 Steering
Valve.
TONFB50-EN-00(20160108) T2-4-26
SECTION 2 SYSTEM
Steering System Oil Circuits
90Z7B-02-04-07
1- Steering Cylinder (Left) 6- Steering Spool 11- Orbitrol® (Steering Pilot Valve)
2- Steering Cylinder (Right) 7- Stop Valve (Left) 12- Steering Wheel
3- Reducing Valve 8- Stop Valve (Right) 13- Pilot Accumulator (Steering)
4- Steering Valve 9- Pilot Pump 14- Hydraulic Tank
5- Shuttle Valve 10- Main Pump
TONFB50-EN-00(20160108) T2-4-27
SECTION 2 SYSTEM
 Steering (Right) Operation:
1. When steering wheel (12) is turned right (clockwise),

pressurized oil from Orbitrol® (steering pilot valve)
(11) flows to steering valve (4) through stop valve
(right) (8) and shifts steering spool (6).
2. Steering spool (6) moves left. Pressurized oil from

main pump (10) moves steering cylinders (1, 2) to
the right and left and the machine turns right.
3. The machine steering angle and speed changes as

the angle of rotation and rotation speed of spool (6)
change with movement of steering wheel (12).
4. If the steering wheel (12) operation is large,

pressurized oil to operate the steering increases.
The machine steering range increases according to
the amount of steering wheel motion.
5. When steering wheel (12) speed is rapid, the pilot

steering volume increases, resulting in greater pilot
oil volume. The machine steering speed is increased
as the moving speed of steering spool (6) becomes
fast.
TONFB50-EN-00(20160108) T2-4-28
SECTION 2 SYSTEM
 Right Turn
92TNED-02-04-23
EF- To Multiple Control Valve (Bleed-off

Compensation Valve)
1- Steering Cylinder (Left) 7- Stop Valve (Left) 11- Orbitrol® (Steering Pilot Valve)
2- Steering Cylinder (Right) 8- Stop Valve (Right) 12- Steering Wheel
4- Steering Valve 9- Check Valve 14- Hydraulic Tank
6- Steering Spool 10- Main Pump
TONFB50-EN-00(20160108) T2-4-29
SECTION 2 SYSTEM
 Steering Stop Operation (When Fully Turned Right):
1. When steering wheel (12) is turned right, the

machine turns right by operating right and left
steering cylinders (1, 2). (Refer to p. T2-4-28 Steering
(Right) Operation.)
2. When steering wheel (12) is turned all the way to

the right, stop valve (right) (8) comes in contact
with steering stopper and the steering stop valve is
moved.
3. As pressurized oil to operate the steering is blocked

by check valve (9) in stop valve (right) (8), it stops oil
flow to steering valve (4).
4. Therefore, without pilot oil flow, steering spool (6)

returns to the neutral position.
5. Consequently, pressurized oil from main pump (10)

is not supplied to steering cylinders (1, 2).
6. Therefore, steering right turn is limited.
fNOTE: Left steering operation is limited by steering stop

valve (7).
TONFB50-EN-00(20160108) T2-4-30
SECTION 2 SYSTEM
 Full Right Turn
92TNED-02-04-51
EF- To Multiple Control Valve (Bleed-off

Compensation Valve)
1- Steering Cylinder (Left) 7- Stop Valve (Left) 11- Orbitrol® (Steering Pilot Valve)
2- Steering Cylinder (Right) 8- Stop Valve (Right) 12- Steering Wheel
4- Steering Valve 9- Check Valve 14- Hydraulic Tank
6- Steering Spool 10- Main Pump
TONFB50-EN-00(20160108) T2-4-31
SECTION 2 SYSTEM
Neutral Circuit Relief Circuit

1. When the front loading attachment levers are in 1. Main relief valve (7) is provided in the main circuit
neutral, pressurized oil from main pump (1) returns between pump and cylinders.
to hydraulic tank (32) through neutral circuit (30) of
control valve (13).
2. Main relief valve (6) in steering valve (8) prevents
the pressure inside the main circuit from increasing
2. Parallel circuit (31) is provided in the circuit of over the set pressure while operating the steering
control valve (13) so that the combined operation of control lever.
lift arm / bucket is possible. Main relief valve (7) in control valve (13) prevents
the pressure inside the main circuit from increasing
over the set pressure while operating the loading
control lever.
Flow Rate Control Circuit
1. Lift arm flow rate control valve (25) is provided in 3. Overload relief valves (24) are provided in the
parallel circuit (31) between lift arm spool (17) and cylinder circuit between control valve and actuator
bleed-off compensation valve (41). of the lift arm, bucket, and auxiliary circuits.
2. When proportional solenoid valve for parallel circuit 4. With the spool in the neutral position (when the
flow rate control is activated, lift arm flow rate front attachment control lever in neutral), overload
control valve (25) is shifted. relief valve (24) protects the system from pressure
surges created by external loads from exceeding the
set pressure.
3. Therefore, lift arm cylinder (16) oil flow is reduced
and oil flow to bucket cylinder (18) increases.
As a result, the bucket speed increases. (Refer to 5. In addition, overload relief valve (24) is equipped
p. T2-2-46 Lift Arm and Bucket Selection Circuit with make-up function. When the pressure in the
Control.) actuator circuit decreases, overload relief valve (24)
draws pressurized oil from hydraulic oil tank (32)
and prevents cavitation from occurring.
4. Pump control valve (27) is provided in neutral circuit
(30) of control valve (13).
6. Overload relief valves (5) with make-up function
are provided in steering valve (8), having the same
5. Pump control valve (27) supplies pressurized oil
functions as overload relief valves (24) in multiple
from main pump (1) to the regulator of pump
control valve (13).
device and increases/decreases the pump delivery
Refer to COMPONENT OPERATION / Control Valve,
flow rate. (Refer to p. T2-4-34 Pump Control Circuit.)
and Steering Valve for these relief valve operation.
Other Circuits
1. Anti-drift valves (22) are provided in the bottom
side circuits of lift arm cylinders (16) and bucket
cylinder (18) and reduce cylinder drift.
2. Load check valves (21) and logic valve poppet (26)

prevent pressurized oil from backflow in either
the bucket circuit between bucket spool (19) and
bucket cylinder (18), the steering circuit between
steering spool (9) and steering cylinders (10), or the
lift arm circuit between boom spool (17) and boom
cylinders (16).
TONFB50-EN-00(20160108) T2-4-32
SECTION 2 SYSTEM
Circuit Features
90Z7B-02-04-08
1- Main Pump 17- Lift Arm Spool 26- Lift Arm Flow Rate Control Valve (Logic
5- Overload Relief Valve 18- Bucket Cylinder Valve Poppet)
6- Main Relief Valve 19- Bucket Spool 27- Pump Control Valve
7- Main Relief Valve 21- Load Check Valve 30- Neutral Circuit
8- Steering Valve 22- Anti-Drift Valve 31- Parallel Circuit
9- Steering Spool 23- Anti-Drift Valve (Selector Valve) 32- Hydraulic Tank
10- Steering Cylinder 24- Overload Relief Valve 41- Bleed-off Compensation Valve
13- Multiple Control Valve 25- Lift Arm Flow Rate Control Valve
16- Lift Arm Cylinder (Selector Valve)
TONFB50-EN-00(20160108) T2-4-33
SECTION 2 SYSTEM
Pump Control Circuit

 Pump Control by Torque Control Solenoid Valve
 Pump Delivery Flow Rate Control by Pump Control
Pressure Pc1. 1. Torque control solenoid valve (14) is activated by
the signal from the Main Controller.
1. When not operating the lift arm and bucket,
pressurized oil from main pump (8) flows through 2. Pressurized oil from the pilot pump, which is
neutral circuit (11) in multiple control valve (3). regulated and supplied via unloader valve, is sent
to regulator (7) in main pump (8) as torque control
2. Pump control valve (4) is provided in neutral circuit pressure X1.
(11). The circuit for controlling the pump delivery
flow rate is provided at front of orifice (10) in pump 3. Regulator (7) controls the pump torque in
control valve (4). proportion to torque control pressure X1.

regulator (7) in main pump (8) through the circuit fNOTE: Refer to p. T2-2-17 Control System / Pump
for controlling the pump delivery flow rate at front Control.
of orifice (10) as pump control pressure Pc1.
4. Regulator (7) controls the pump delivery flow rate in

proportion to pump control pressure Pc1.
5. When flow rate of pressurized oil flowing through

neutral circuit (11) increases, the pressure at front of
orifice (10) increases.
6. Therefore, the pressure Pc1 increases and regulator

(7) reduces the pump delivery flow rate.
7. Consequently, flow rate of pressurized oil flowing to

multiple control valve (3) is reduced.
fNOTE: Refer to COMPONENT OPERATION / Section 1

Pump Device.
TONFB50-EN-00(20160108) T2-4-34
SECTION 2 SYSTEM
Pump Control Unit Diagram
90TNED-02-04-09
P2- From Unloader Valve (Pressurized Oil X1- Torque Control Pressure
from Pilot Pump) Pc1- Pump Control Pressure
3- Multiple Control Valve 7- Regulator 11- Neutral Circuit

4- Pump Control Valve 8- Main Pump 14- Torque Control Solenoid Valve
5- Hydraulic Tank 10- Orifice
TONFB50-EN-00(20160108) T2-4-35
SECTION 2 SYSTEM
Parallel Circuit Flow Rate Control

Purpose:
The parallel circuit flow rate control limits the flow rate of
parallel circuit (31) according to work load. The oil flow
to lift arm cylinders (16) is stopped to operate bucket
cylinder (18) only (tandem operation).
fNOTE: Pressure sensors (33) detects the pilot pressure

to judge the current work load for parallel/tandem
switching.
fNOTE: The lift arm raise / bucket roll back when not
operating the steering is explained here.
1. Pressurized oil from main pump (1) flows to lift arm

cylinder (16) through lift arm flow rate control valve
(25, 26) of parallel circuit (31) in multiple control
valve (13) when raising lift arms and rolling back the
bucket. Pressurized oil from main pump (1) flows to
bucket cylinder (18) at the same time.
2. When the conditions listed below for front

attachment operation selection control exist, the
Main Controller activates solenoid valve for parallel
circuit flow rate control (SV1). (Refer to page T2-2-
46, Lift Arm and Bucket Selection Circuit Control.)
Conditions:
 Combined operation of lift arm raise and bucket roll
back or dump when the lift arm is raised beyond the
specified position
3. Lift arm flow rate control valve (25) is shifted by

pilot pressure oil (SY) from solenoid valve (SV1).
4. Pressurized oil flowing through parallel circuit (31) is

restricted by lift arm flow rate control valve (25) and
oil flow to lift arm cylinder (16) is reduced.
5. Therefore, oil flow to bucket cylinder (18) increases

and the bucket operating speed also increases due
to increased flow.
fNOTE: This is used when the bucket is either dumped or

rolled back while raising the lift arms.
TONFB50-EN-00(20160108) T2-4-36
SECTION 2 SYSTEM
Parallel Flow Circuit
90Z7B-02-04-09
SY- From Solenoid Valve (SV1) (Pilot Pressure

Oil)
1- Main Pump 25- Lift Arm Flow Rate Control Valve 31- Parallel Circuit
13- Multiple Control Valve (Selector Valve) 32- Hydraulic Tank
16- Lift Arm Cylinder 26- Lift Arm Flow Rate Control Valve (Logic 33- Pressure Sensor (for Loading Pilot
18- Bucket Cylinder Valve Poppet) Pressure)
TONFB50-EN-00(20160108) T2-4-37
SECTION 2 SYSTEM
Single Operation Circuit

 Bucket Roll Back Operation
fNOTE: The bucket roll back without operating the

steering is explained here.
1. Pilot pressure oil (Pa1) shifts bucket spool (19)

during bucket roll back. (Refer to p. T2-4-14 Pilot
Circuit, Lift Arm / Bucket Operation Control Circuit.)
2. Pressurized oil from main pump (1) flows to bucket

spool (19) through multiple control valve (13),
bleed-off compensation valve (41) and load check
valve (21).
3. Pressurized oil flows through bucket spool (19) and

anti-drift valve (22), moves bucket cylinder (18), and
rolls the bucket back.
4. Anti-drift valve (22) is provided in the bottom side

circuit of bucket cylinder (18) and reduces bucket
drift.
5. Returning oil from bucket cylinder (18) returns to

hydraulic tank (32) through bucket spool (19).
TONFB50-EN-00(20160108) T2-4-38
SECTION 2 SYSTEM
 Bucket Roll Back Operation
90Z7B-02-04-10
Pa1- Bucket Roll Back (Pilot Pressurized Oil)
1- Main Pump 18- Bucket Cylinder 22- Anti-Drift Valve

8- Steering Valve 19- Bucket Spool 32- Hydraulic Tank
13- Multiple Control Valve 21- Load Check Valve 41- Bleed-off Compensation Valve
TONFB50-EN-00(20160108) T2-4-39
SECTION 2 SYSTEM
Combined Operation Circuit

 Combined Operation of Lift Arm Raise / Bucket Dump 8. Pressurized oil from main pump (1) flows to parallel
circuit (31) in multiple control valve (13) at the
Operating the lift arm and bucket circuit without same time as described above so that combined
steering is explained here. operation of lift arm / bucket is made.
1. Pilot pressure oil (Pa2) shifts lift arm spool (17)

during bucket dump with the lift arm raised. Pilot fNOTE: The flow rate of parallel circuit is limited
pressure oil (Pb1) shifts bucket spool (19) at the according to work load. The bucket operating speed
same time. (Refer to p. T2-4-14 Lift Arm / Bucket is fast by reducing oil flow to the lift arm cylinder and
Operation Control Circuit.) increasing oil flow to the bucket cylinder. (Refer to p. T2-
4-36 Parallel Circuit Flow Rate Control.)
2. When not operating the steering wheel, oil flow

from main pump (1) is supplied to multiple control
valve (13) through bleed-off compensation valve
(41). (Refer to p. T2-4-22 Steering Priority Circuit.)

parallel circuit (31) in multiple control valve (13) and
the bucket circuit.
4. Pressurized oil flowing to parallel circuit (31) flows

to lift arm spool (17) through lift arm flow rate
control valve (25) and raises the lift arm.
5. Returning oil from lift arm cylinder (16) returns to

hydraulic oil tank (32) through lift arm spool (17).
6. Pressurized oil flows to bucket spool (19) through

load check valve (21) in the bucket circuit at the
same time and dumps the bucket.
7. Returning oil from bucket cylinder (18) returns to

hydraulic oil tank (32) through anti-drift valve (22)
and bucket spool (19).
TONFB50-EN-00(20160108) T2-4-40
SECTION 2 SYSTEM
 Combined operation of lift arm raise / bucket dump
90Z7B-02-04-11
Pb1- Bucket Dump (Pilot Pressurized Oil) Pa2- Lift Arm Raise (Pilot Pressurized Oil)
1- Main Pump 19- Bucket Spool 26- Lift Arm Flow Rate Control Valve (Logic
8- Steering Valve 21- Load Check Valve Valve Poppet)
13- Multiple Control Valve 22- Anti-Drift Valve 31- Parallel Circuit
16- Lift Arm Cylinder 25- Lift Arm Flow Rate Control Valve 32- Hydraulic Tank
17- Lift Arm Spool (Selector Valve) 41- Bleed-off Compensation Valve
18- Bucket Cylinder
TONFB50-EN-00(20160108) T2-4-41
SECTION 2 SYSTEM
 Combined Operation of Steering (Right) / Lift Arm

Raise
Operation of lift arm raise and steering (right)

combined is explained here.
1. When turning the steering wheel right with the lift

arm raising, pilot pressure oil (Pa2) shifts lift arm
spool (17) of control valve (13). Pilot pressure oil (Pb)
shifts steering spool (9) in steering valve (8) at the
same time.
2. When steering spool (9) shifts, the pressurized oil

is supplied to bleed-off compensation valve (41)
in multiple control valve (13) via port LS1. (Refer to
Steering Priority Circuit.)
3. Bleed-off compensation valve (41) controls the

pressurized oil amount in the steering circuit in
proportion to the movement of steering spool (9)
of steering valve (8). The excess oil is supplied to the
loading circuit.
4. Pressurized oil in steering spool (9) moves steering

cylinders (10, 11) at right and left and the machine
turns right.
5. Pressurized oil from main pump (1) flows to lift arm

spool (17) through lift arm flow rate control valve
(25) of parallel circuit (31) in multiple control valve
(13).
6. Pressurized oil in lift arm spool (17) moves lift arm

cylinder (16) and raises the lift arm.
7. Therefore, steering (right) operation and lift arm

raise operation are simultaneously made.
TONFB50-EN-00(20160108) T2-4-42
SECTION 2 SYSTEM
 Combined operation of steering right / lift arm raise
90Z7B-02-04-12
Pb- Steering (Right) (Pilot Pressurized Oil) Pa2- Lift Arm Raise (Pilot Pressurized Oil)
1- Main Pump 16- Lift Arm Cylinder 31- Parallel Circuit

8- Steering Valve 17- Lift Arm Spool 32- Hydraulic Tank
9- Steering Spool 22- Anti-Drift Valve 40- Meter-in Compensation Valve
10- Steering Cylinder (Left) 25- Lift Arm Flow Rate Control Valve 41- Bleed-off Compensation Valve
11- Steering Cylinder (Right) (Selector Valve)
13- Multiple Control Valve 26- Lift Arm Flow Rate Control Valve (Logic
14- Orbitrol Valve Poppet)
TONFB50-EN-00(20160108) T2-4-43
SECTION 2 SYSTEM
Ride Control Circuit (Option)

1. When the conditions for ride control exist, MC shifts 7. When fore and aft pitching of the loader results
solenoid valves (SV1, SV2). in pushing up on the lift arm base end circuit (a)
SV1 is a selector valve mounted on multiple control pressure of lift arm cylinder (6) decreases.
valve (2) on the rod side of the lift arm cylinder
(6). SV2 is a proportional solenoid valve in the ride
8. Pressurized oil from ride control accumulator (5) is
control valve (RC).
supplied to base end circuit (a) of lift arm cylinder
(6).
2. Base end circuit (a) of lift arm cylinder (6) is
connected to ride control accumulator (5).
9. Therefore, pressure decrease at base end circuit (a)
Rod side circuit (b) of lift arm cylinder (6) is
of lift arm cylinder (6) is regulated.
connected to hydraulic tank (8).
10. In addition, pressurized oil in rod side circuit (b) of

3. When pushing downward on and pulling upward
lift arm cylinder (6) returns to hydraulic tank (8) as
on the lift arm due to fore and aft pitching, the base
the rod side circuit (b) pressure of lift arm cylinder
end circuit (a) oil pressure in lift arm cylinder (6) will
(6) increases.
spike up and down.
11. Ride control accumulator (5) controls the base

4. Oil pressure variances are transmitted to base end
end circuit (a) pressure of lift arm cylinder (6) as
circuit (a) of lift arm cylinder (6) through ride control
described above.
valve (RC) spool (3) and absorbed by ride control
accumulator (5).
12. Consequently, the machine ride is much better
since fore and aft pitching when operating on
5. Therefore, cycling pressures at bottom side circuit
rough terrain by use of a dampening circuit in the
(a) of lift arm cylinder (6) are regulated.
lift arm cylinder.
6. The rod side circuit (b) of lift arm cylinder (6) is

opened to tank, permitting the cylinder to keep fNOTE: Refer to p. T2-2-62 Control System / Ride Control
from developing voids due to such previously (OptioN).
described cycling.
TONFB50-EN-00(20160108) T2-4-44
SECTION 2 SYSTEM
Ride Control Circuit Diagram
90Z7B-02-04-13
a- Lift Arm Cylinder Bottom Side Circuit RC- Ride Control Valve P2- Regulated Pressurized Oil from Pilot
b- Lift Arm Cylinder Rod Side Circuit Pump
2- Multiple Control Valve 5- Ride Control Accumulator 7- Bucket Cylinder

3- Ride Control Valve Spool 6- Lift Arm Cylinder 8- Hydraulic Tank
TONFB50-EN-00(20160108) T2-4-45
SECTION 2 SYSTEM
Emergency Steering Circuit (Option)

1. When pressurized oil from main pump (12)
becomes below the specified value due to the
fNOTE: The operation limit time of emergency steering
pump (9) is maximum 60 seconds.
engine failure and traveling over 5 km/h (3.1 mph),
steering pressure switch (5) is turned OFF. fNOTE: Refer to p. T2-2-84 Control System / Emergency
Steering Control (Option).
2. The Main Controller activates emergency steering

motor (8) according to the OFF signal of steering
pressure switch (5).
3. Emergency steering pump (9) is activated by

activating emergency steering motor (8).
4. Emergency steering pump (9) draws hydraulic oil

from hydraulic tank (11) and delivers it to steering
valve (3).
5. Steering valve (3) shifts steering spool (4) according

to pressurized oil from Orbitrol (steering pilot valve)
(14).
6. Pressurized oil from emergency steering pump (9) is

supplied to right and left steering cylinders (1, 2) by
shifting steering spool (4).
7. Right and left steering cylinders (1, 2) are operated

by pressurized oil from emergency steering pump
(9) and the machine turns.
8. Check valve (6) keeps the pressure in the

emergency steering circuit constant.
9. Relief valve (10) prevents the pressure in the circuit

between emergency steering pump and steering
valve from increasing over the set pressure when
emergency steering pump (9) is operated.
TONFB50-EN-00(20160108) T2-4-46
SECTION 2 SYSTEM
Emergency Steering Circuit
90Z7B-02-04-14
1- Steering Cylinder (Left) 7- Emergency Steering Pump Unit (Option) 13- Pilot Pump
2- Steering Cylinder (Right) 8- Emergency Steering Motor (Option) 14- Orbitrol
3- Steering Valve 9- Emergency Steering Pump (Option) 15- Emergency Steering Pressure Sensor
4- Steering Spool 10- Relief Valve (Option) (Option)
5- Steering Pressure Switch (Option) 11- Hydraulic Tank
6- Check Valve (Option) 12- Main Pump
TONFB50-EN-00(20160108) T2-4-47
SECTION 2 SYSTEM
(Blank)
TONFB50-EN-00(20160108) T2-4-48
SECTION 2 SYSTEM
Outline
The electrical circuit is generally divided into the main
circuit, monitor circuit, steering column monitor circuit,
accessory circuit, and control circuit.
 Main Circuit:
Operates the engine and the accessory related circuits.
 Monitor Circuit:
Displays the machine operating conditions. Consists of
monitor controller, monitor, relays, and switches.
 Column Monitor Circuit:

Is operated during machine operation. Consists of
head lights, turn signal lights, brake lights, and horn.
 Accessory Circuit (Option):

Operates the accessory circuit. Consists of column
display controller, relays, and switches.
 Control Circuit:
Controls the engine, pump, transmission, and loading
control valve. Consists of the actuators such as
solenoid valves, Main Controller (MC), Engine Control
Module (ECM), sensors, and switches.
(Refer to Section T2-2 SYSTEM / Control System.)
TONFB50-EN-00(20160108) T2-5-1
SECTION 2 SYSTEM
Main Circuit
The major functions and circuits in the main circuit are as
follows.
 Electric Power Circuit: Supplies all electric power to

all electrical systems on the machine.
{Key switch, Battery, Fuses (Fuse box, Fusible link)}
 Controller Area Network (CAN) Circuit: Performs

communication between each controller.
 Accessory Circuit: Is operated when the key switch is

in the ACC position.
 Starting Circuit: Starts the engine.

(Key switch, Starter, Starter relay 1)
 Charging Circuit: Supplies electric power to the

batteries and charges them.
{Alternator, (Regulator)}
 Surge Voltage Prevention Circuit: Prevents the

occurrence of surge voltage developed when
stopping the engine.
(Load dump relay)
 Pilot Shut-Off Circuit (Key switch: ON):

Supplies pressurized oil from the pilot pump to the
pilot valve by the pilot shut-off solenoid valve.
(Pilot shut-off solenoid valve, Front control lever lock
switch)
 Auto Idling Stop Circuit:

Stops the engine automatically when the fixed
conditions exist.
(Main Controller (MC), Auto idling stop relay, ACC cut
relay, Power ON cut relay, Starter OFF relay)
 Engine Stop Circuit (Key switch: OFF):

Stops the engine by using Engine Control Module
(ECM).
(MC, ECM)
TONFB50-EN-00(20160108) T2-5-2
SECTION 2 SYSTEM
(Blank)
TONFB50-EN-00(20160108) T2-5-3
SECTION 2 SYSTEM
Electric Power Circuit (Key Switch: OFF)

The battery (1) minus terminal is grounded to the chassis.
Current from the battery (1) plus terminal flows as shown
below when key switch (4) is in the OFF position.
Battery (1) Fusible Link A (3) Key Switch (4) Terminal B

Fuse Box A (5) Terminal #16 SCR Sensor (8)
Terminal #17 DEF Supply Module Relay (9)
Terminal #18 DEF Line Heater (10)
Fuse Box B (6) Terminal #2 Light Switch (11)
Terminal #3 Cab Dome Light (12)
DC/DC Converter (Radio, 12V Cigar Lighter) (13)
Terminal #4 OPT (Battery Power) (14)
Terminal #5 OPT CAN (Power) (15)
Terminal #6 Horn (Power) (16)
Terminal #7 Flasher Unit (17)
Hazard Light Switch (18)
Terminal #8 Load Dump Relay (7)
Main Controller (MCZ) (Power) (19)
Monitor Controller (DSZ) (Power) (20)
Column Display Controller (Monitor) (Power) (21)
ECM Timer Relay (22)
GPS/GSM (Option) (23)
Terminal #10 ECM Main (Power) (24)
TONFB50-EN-00(20160108) T2-5-4
SECTION 2 SYSTEM
3 1
12V 12V
70A
MC(B17)
J-E
J-E
J-C
Key Switch (4)

B M ACC G1 G2 ST
Preheat 7
OFF
ACC B5 DSZ(D08)
ON
Start
4
FA13
J-C 10A
5 G1 M
B ACC
G2 ST J-C
FA14
10A
8
FB1
5A
FA16
FA17
9 2
J-A
FA18 10 B
C
E
J-G
DSZ(A17)
C1 C
FB2 11 B6 B R
S E
FB3 12
13 3A
FB4
14 I
FB5
15 R E
120A B
16
FB6
140A
120A
17
FB7 HR
18
BR
FB8
19 E
20 6
21
22
23
FB10
24
90Z7B-02-05-01
1- Battery 9- DEF Supply Module Relay 16- Horn (Power) 21- Column Display Controller
2- Battery Relay 10- DEF Line Heater 17- Flasher Unit (Power)
3- Fusible Link (70 A) 11- Light Switch 18- Hazard Light Switch 22- ECM Timer Relay
4- Key Switch 12- Cab Dome Light 19- Main Controller (MC) 23- GPS/GSM (Option)
5- Fuse Box A 13- DC/DC Converter (Radio, (Power) 24- Engine Control Module
6- Fuse Box B 12 V Cigar Lighter) 20- Monitor Controller (DSZ) Main (ECM) (Power)
7- Load Dump Relay 14- OPT (Battery Power) (Power)
8- SCR Sensor (Power) 15- OPT CAN (Power)
TONFB50-EN-00(20160108) T2-5-5
SECTION 2 SYSTEM
CAN Circuit
CAN (Controller Area Network) is ISO Standards of the
serial communication protocol.
Three networks (CAN bus (4)), CAN 1 (1), CAN 2 (5) and
CAN 3 (6) are equipped for this machine.
CAN 1 (1) is used for the engine control.

CAN 2 (5) is used for the accessories.
CAN 3 (6) is used for the SCR control and sensors.
CAN bus (4) consists of two harnesses, CAN-H (High) (2)

and CAN-L (Low) (3).
Each controller judges the CAN bus (4) level due to

potential difference between CAN-H (High) (2) and CAN-L
(Low) (3).
Each controller arranges the CAN bus (4) level and sends
the signal and data to other controllers.
In addition, termination resistors (120 Ω) (16) are installed

to both ends of CAN bus (4).
TONFB50-EN-00(20160108) T2-5-6
SECTION 2 SYSTEM
1
2
3
5 4
2
3
90Z7B-TDAA-02-05-01
90Z7B-02-01-01
1- CAN 1 5- CAN 2 9- Air Conditioner Controller 13- Monitor Controller

2- CAN-H (High) 6- CAN 3 10- Column Display Controller 14- Information Control Unit
3- CAN-L (Low) 7- ECM (Engine Controller) 11- Monitor Control Unit (DSZ) 15- SCR Controller/Sensors
4- CAN Bus 8- MC (Main Controller) 12- MP (Maintenance Pro) Dr. 16- Termination Resistor (120 Ω)
TONFB50-EN-00(20160108) T2-5-7
SECTION 2 SYSTEM
Accessory Circuit (Key Switch: ACC)

1. When key switch (4) is set to ACC position (5),
terminal B is connected to terminal ACC (6) in key
switch (4).
2. Current from terminal ACC (6) in key switch (4) flows

to fuse #1 in fuse box B (8) through ACC cut relay
(option) (7).
3. Then, the current flows to fuse #11 in fuse box A

(12) through DC-DC converter (10) to make radio (9)
operable.
TONFB50-EN-00(20160108) T2-5-8
SECTION 2 SYSTEM
3 1
12V 12V
70A
7
MC(B17)
J-E
J-E
J-C
Key Switch (4)
B M ACC G1 G2 ST
Preheat
OFF
5 ACC FB8 B5 DSZ(D08)
ON
Start
FA13
J-C 10A
G1 M
4 B ACC
G2 ST J-C
6 2 B E
C
C
B R
E S E
8
10
R
FB1 8
6
I
5A 9
R E
L 120A B
FB3 5
7 4
JPN/EU
140A
120A
20A
1 HR
2
6
12
BR
E
+(Bt) -
B 9
FA11
+12V(Bt) A7 B3
+(ACC) R
10A B4
+12V(ACC) A4
A8
USA
B5
B6 L
+
- 12V
E
10 11
90Z7B-02-05-02
1- Battery 5- ACC Position 9- Radio 12- Fuse Box A

2- Battery Relay 6- Terminal ACC 10- DC-DC Converter
3- Fusible Link A 7- ACC Cut Relay (Option) 11- Cigar Socket
4- Key Switch 8- Fuse Box B (12 VDC Power Supply)
TONFB50-EN-00(20160108) T2-5-9
SECTION 2 SYSTEM
Starting Circuit (Key Switch: START)

 Forward/Reverse Lever and Switch at Neutral Position
fNOTE: Even if key switch (4) is set to START position

(5) with forward/reverse lever (10) and forward/reverse
switch (11) set in forward (F) position (22) or reverse (R)
position (24), the starter motor does not rotate and the
engine does not start. (Refer to Neutral Engine Start
Circuit.)
1. When key switch (4) is set to START position (5), 7. Current from terminal M (6) of key switch (4) flows
terminal B is connected to terminal M (6) and to ECM (12) terminal J2-5 through fuse #13 in fuse
terminal ST (7) in key switch (4). box B (8) and the ECM (12) main power is turned
ON.
2. Current from terminal M (6) excites battery relay
(2) through power ON cut relay (9). Current from 8. ECM (12) makes the engine starting condition.
battery (1) is routed to terminal B of starter (18) and
terminal B of starter relay 1 (17) through battery
9. Current from terminal ST (7) flows to terminal S in
relay (2).
starter relay 1 (17) through neutral relay (15) and
starter cut relay (16).
3. In addition, current from terminal M (6) in key
switch (4) flows to fuse #13 in fuse box B (8) through
10. Current flows to the coil in starter relay 1 (17) and
power ON cut relay (9).
starter relay 1 (17) is turned ON.
4. Current from fuse #13 in fuse box B (8) flows to

11. Therefore, current flows to terminal C in starter (18)
column display controller (19), monitor controller
through terminal B in starter relay 1 (17).
(20), Main Controller (MC) (14), and Communication
Terminal (21) as a signal indicating that key switch
(4) is in ON or START position (5). 12. Consequently, the relay in starter (18) is turned ON
so that the starter motor rotates.
5. Current from fuse #13 in fuse box B (8) flows to
neutral relay (15) in relay box B (B6).
6. When forward/reverse lever (10) and forward/

reverse switch (11) is in neutral (N) position (23),
current from neutral relay (15) does not flow to
ground circuit.
Then, neutral relay (15) is turned OFF.
TONFB50-EN-00(20160108) T2-5-10
SECTION 2 SYSTEM
3 1
12V 12V
70A
J-E
J-E
B J-C
Key Switch (4)

B M ACC G1 G2 ST B5
Preheat 6 9
OFF
ACC
ON
FB13
5 Start
J-C 10A
G1 M
4 B ACC
G2 ST J-C
FA14
8
10A
2
13 18
J-A
7 B
C
E
Shift Lever (10) J-G 17
22 1 4 3 2 DSZ(A17) C1
F B6 C
B R
23 N
10 S E
R 22
24
E
1
4 F
N
E14(F) 15 16 R
I
E
E13(N)
120A B
2 3R E15(R)
E
140A
120A
23 24 HR
14
(DSZ B-6) 20 BR
E
(Monitor 2-4) 19
23 22 12 (ECM J2-5)
E 19 (Monitor 2-2)
D12(F)
D13(R)
20 (DSZ B-17)
E 21 (GSM 15, GPS 1)
24
11 90Z7B-02-05-03
1- Battery 11- Forward/Reverse Switch 21- Communication Terminal

2- Battery Relay 12- Engine Control Module (ECM) 22- Forward (F) Position
3- Fusible Link A 13- Fuse Box A 23- Neutral (N) Position
4- Key Switch 14- Main Controller (MC) 24- Reverse (R) Position
5- START Position 15- Neutral Relay
6- Terminal M 16- Starter Cut Relay
7- Terminal ST 17- Starter Relay
8- Fuse Box B 18- Starter
9- Power ON Cut Relay 19- Column Display Controller
10- Forward/Reverse Lever 20- Monitor Controller (DSZ)
TONFB50-EN-00(20160108) T2-5-11
SECTION 2 SYSTEM
Neutral Engine Start Circuit

Purpose:
The engine does not start with forward/reverse lever (10)
and forward/reverse switch (11) set in forward (F) position
(23) or reverse (R) position (24). Therefore, the engine is
protected from unexpectedly starting out.
1. When forward/reverse lever (10) and forward/

reverse switch (11) is set in forward (F) position (23)
or reverse (R) position (24), current from fuse #13 in
fuse box B (8) flows to the coil in neutral relay (15)
via forward/reverse lever (10) or forward/reverse
switch (11), and flows to the ground.
2. Therefore, neutral relay (15) is turned ON.
3. When neutral relay (15) is turned ON, current from

terminal ST (7) in key switch (4) stops flowing to
starter cut relay (16).
4. Consequently, starter relay 1 (17) is turned OFF.

Even if key switch (4) is set to START position (5), the
starter motor does not rotate and the engine does
not start.
TONFB50-EN-00(20160108) T2-5-12
SECTION 2 SYSTEM
3 1
12V 12V
70A
J-E
J-E
B J-C
Key Switch (4)

B M ACC G1 G2 ST B5
Preheat
OFF
6 9
ACC
ON
FB13
5 Start
J-C 10A
G1 M
4 B ACC
G2 ST J-C
FA14
8
10A
2
13 18
J-A
7 B
C
E
Shift Lever (10) J-G 17
22 1 4 3 2 DSZ(A17) C1
F B6 C
B R
23 N
10 S E
R 22
24
E
1
4 F
N
E14(F) 15 16 R
I
E
E13(N)
3 R 120A B
2 E15(R)
E
140A
120A
23 24 HR
14
(Monitor 2-4) 19 BR
E
(DSZ B-6) 20
23 22
E
D12(F)
D13(R)
E
24
11 90Z7B-02-05-04
1- Battery 10- Forward/Reverse Lever 19- Column Display Controller

2- Battery Relay 11- Forward/Reverse Switch 20- Monitor Controller (DSZ)
3- Fusible Link A 12- Engine Control Module (ECM) 22- Forward (F) Position
4- Key Switch 13- Fuse Box A 23- Neutral (N) Position
5- START Position 14- Main Controller (MC) 24- Reverse (R) Position
6- Terminal M 15- Neutral Relay
7- Terminal ST 16- Starter Cut Relay
8- Fuse Box B 17- Starter Relay
9- Power ON Cut Relay 18- Starter
TONFB50-EN-00(20160108) T2-5-13
SECTION 2 SYSTEM
Charging Circuit (Key Switch: ON)

1. After the engine starts and key switch (4) is released,
key switch (4) is returned to the ON position.
2. Terminal B is connected to terminal ACC (7) and

terminal M (6) in key switch (4) with key switch (4)
set in ON position (5).
3. Current from terminal M (6) turns ON battery relay

(2) through power ON cut relay (9) and terminal #13
in fuse box B (8).
4. Alternator (10) starts generating electricity with the

engine running.
Current from alternator (10) B-terminal flows to
battery (1) through fuse (120 A) (11) and battery
relay (2), and charges batteries (1).
5. In addition, current from alternator (10) I-terminal

flows to column display controller (12), monitor
controller (13), and communication terminal (14).
6. Column display controller (12) detects electricity

generated by alternator (10) according to the
current from alternator (10) I-terminal, and turns
OFF the discharging warning indicator on the
monitor.
TONFB50-EN-00(20160108) T2-5-14
SECTION 2 SYSTEM
3 1
12V 12V
70A
J-E
J-E
B J-C
Key Switch (4)

B M ACC G1 G2 ST B5
Preheat 6 9
OFF
ACC
5 ON
FB13
Start
J-C 10A
G1 M
4 B ACC
G2 ST J-C
7
FA14
8
10A
2
J-A
B E
C
J-G
DSZ(A17) C1
B6 C
B R
S E
11
I
R E 12 (Monitor 1-14)
120A B
13 (DSZ A-15)
140A
120A
14 (GSM 32, GPS 3)

HR
BR
E
10
90Z7B-02-05-05
1- Battery 6- Terminal M 11- Fusible Link (120 A)

2- Battery Relay 7- Terminal ACC 12- Column Display Controller
3- Fusible Link A 8- Fuse Box B 13- Monitor Controller (DSZ)
4- Key Switch 9- Power ON Cut Relay 14- Communication Terminal
5- ON Position 10- Alternator
TONFB50-EN-00(20160108) T2-5-15
SECTION 2 SYSTEM
Alternator Operation
Alternator (3) consists of field coil (FC), stator coil (SC),
and diodes (D).
1. At the beginning, no current is flowing through field

coil (FC).
2. When the rotor starts rotating, alternate current E
is generated in stator coil (SC) due to the rotor R GND
remanent magnetism. I
B
3. When current flows through field coil (FC), the
rotor is further magnetized so that the generating To fusible link
voltage increases.
4. Thereby, current through field coil (FC) increases. 90Z7B-02-05-06
To rear chassis harness
5. Therefore, generating voltage increases further and
battery (1) start charging. Alternator Wiring
3 4
D
B I 2
I
SC
FC
E
1
E
T4GD-02-04-019
1- Battery 3- Alternator
2- Battery Relay 4- Regulator
TONFB50-EN-00(20160108) T2-5-16
SECTION 2 SYSTEM
Regulator Operation
Regulator (4) is an IC chip and keeps the generating
voltage constant.
1. When generating voltage increases more than the

set voltage, regulator (6) decreases current to field
coil (FC) and generating voltage at stator coil (SC)
decreases.
2. When generating voltage decreases lower than the

set voltage, regulator (6) increases current to field
coil (FC) and generating voltage at stator coil (SC)
increases.
3. The above operation is repeated so that the

alternator (3) generating voltage is kept constant.
TONFB50-EN-00(20160108) T2-5-17
SECTION 2 SYSTEM
Surge Voltage Prevention Circuit

1. When the engine is stopped (key switch (4): OFF(5)),
current from terminal M (6) in key switch (4) is
terminated and battery relay (2) is turned OFF.
2. The engine continues to rotate due to inertia

force just after key switch (4) is turned OFF so that
alternator (8) continues to generate electricity.
3. As the generating current cannot flow to battery

(1), surge voltage arises in the circuit and failures of
the electronic components, such as the controller,
possibly cause. For this reason, the surge voltage
prevention circuit is provided.
4. When alternator (8) is generating electricity, the

generating current from alternator (8) I-terminal
flows to terminal #A15 of monitor controller (10).
Monitor controller (10) connects terminal #D8 to the
ground.
5. Therefore, current flows to the exciting circuit in

load dump relay (7) and load dump relay (7) is
turned ON.
6. Consequently, even if key switch (4) is turned OFF

with the engine running, the current from battery
(1) continues to excite battery relay (2) through load
dump relay (7).
7. When a fixed time has passed since alternator (8)

stops generating electricity, monitor controller
(10) disconnect terminal #D8 from the ground.
Therefore, battery relay (2) is turned OFF.
TONFB50-EN-00(20160108) T2-5-18
SECTION 2 SYSTEM
3 1
12V 12V
70A
MC(B17)
J-E
J-E
FB8 J-C
10A
B 10
Key Switch (4)
B M ACC G1 G2 ST B5 D(08)
Preheat
OFF
6 7
5 ACC
ON
FB13
Start
J-C 10A
G1 M
4 B ACC
G2 ST J-C
FA14
10A
2
J-A
B E
C
J-G
DSZ(A17) C1
B6 C
B R
S E
9
I
R E A(15)
120A B
140A
120A
HR
BR
E
8
90Z7B-02-05-07
1- Battery 5- OFF Position 9- Fusible Link 120 A

2- Battery Relay 6- Terminal M 10- Monitor Controller (DSZ)
3- Fusible Link A 7- Load Dump Relay
4- Key Switch 8- Alternator
TONFB50-EN-00(20160108) T2-5-19
SECTION 2 SYSTEM
Pilot Shut-Off Circuit (Key Switch: ON)

 Front Control Lever Lock Switch: ON (Lock) Position  Front Control Lever Lock Switch: OFF (Release) Position
1. When the key switch is in the ON position, current 1. When front control lever lock switch (4) is set to OFF
from the battery relay flows to fuse #16 in fuse box (release) position, the ground circuit in front control
B (3). lever lock switch (4) is disconnected.
2. When front control lever lock switch (4) is in ON 2. Therefore, pilot shut-off relay (5) is turned OFF.
(lock) position, current from fuse #16 in fuse box B
(3) flows to the coil in pilot shut-off relay (5), and 3. When pilot shut-off relay (5) is turned OFF, the
connects to the ground in front control lever lock power supply line to pilot shut-off solenoid valve (6)
switch (4). is connected and pilot shut-off solenoid valve (6) is
turned ON.
3. Therefore, pilot shut-off relay (5) is turned ON.
4. Therefore, pressurized oil from the pilot pump is
4. When pilot shut-off relay (5) is turned ON, the supplied to the pilot valve through pilot shut-off
power supply to pilot shut-off solenoid valve (6) is solenoid valve (6).
disconnected and pilot shut-off solenoid valve (6) is
turned OFF.
5. Therefore, pressurized oil which flows to the pilot

valve from the pilot pump is blocked by pilot shut-
off solenoid valve (6).
6. Consequently, pressurized oil from the pilot pump

is not supplied to the pilot valve. (Refer to Hydraulic
System / Pilot Circuit.)
fNOTE:
When turning light switch (7) to SM or H position,

current from fuse #2 in fuse box B (3) turns on
the backlight of front control lever lock switch (4)
regardless of the control lever lock status.
The Main Controller turns on the control lever lock

indicator on the monitor panel when the control lever
lock works.
TONFB50-EN-00(20160108) T2-5-20
SECTION 2 SYSTEM
 Front Control Level Lock Switch: ON (Lock) Position
1 3
5
4
2
6
90Z7B-02-05-08
 Front Control Level Lock Switch: OFF (Release) Position
1 3
5 4
2
6
90Z7B-02-05-09
 Backlight Circuit of Front Control Level Lock Switch

Light Switch (7)
Lock position
Unlock position
3 90Z7B-02-05-10
1- Battery Relay 4- Front Control Lever Lock Switch 7- Light Switch

2- Fusible Link 120 A 5- Pilot Shut-Off Relay
3- Fuse Box B 6- Pilot Shut-Off Solenoid Valve
TONFB50-EN-00(20160108) T2-5-21
SECTION 2 SYSTEM
Auto Idling Stop Circuit

1. When key switch (4) is in ON position, current from
terminal M (5) excites battery relay (2) through
fNOTE: Return key switch (4) to OFF position or the
ACC position and reset it to the START position when
power ON cut relay (8) and fuse #13 in fuse box B restarting the engine.
(6).
2. In addition, current from terminal M (5) flows to the
coils of auto idling stop relay (10), ACC cut relay (9),
starter OFF relay (7), and power ON cut relay (8).
3. When all following conditions exist, Main Controller
(MC) (11) connects terminal #B17 to the ground in
it. (Refer to SYSTEM / Control System.)
4. Therefore, auto idling stop relay (10) is turned ON.
Power ON cut relay (8) is also turned ON at the same
time.
5. Current indicating that key switch (4) is in ON
position stops flowing to terminal J2-5 of Engine
Control Module (ECM) (12) through fuse #13 in fuse
box B (6).
6. In addition, battery relay (2) is turned OFF at the
same time.
7. Therefore, this is the same condition when key
switch (4) is set to OFF position. ECM (12) stops fuel
injection of the injector and stops the engine.
8. When the engine stops, ECM (12) turns OFF ECM
main relay (13).
Conditions:
 Auto Idling Stop Setting: ON
 Accelerator Pedal: Not applied
 Parking Brake: Applied
 Brake Pedal: Not applied
 Forward/Reverse Lever, Forward/Reverse Switch:
Neutral position
 Front Attachment, Steering: Not operated
 Auto Idling Stop: Effective (ON)
 Overheat Alarm: OFF
 Coolant Temperature: 100 ºC (212 ºF) or less
 Hydraulic Oil Temperature: 100 ºC (212 ºF) or less
 Torque Converter Oil Temperature: 110 ºC (230 ºF) or
less
 Aftertreatment device manual regeneration is not
running
 Communication between ECM and column display
controller: Normal
 Transmission learning is not running
 Engine: Running
 Pump delivery pressure: Lower than the specified
value (Reference: 5 MPa (51 kgf/cm2, 725 psi))
TONFB50-EN-00(20160108) T2-5-22
SECTION 2 SYSTEM
3 1
12V 12V
70A
7
11
9
10 B17
J-E
J-E
J-C
Key Switch (4)

B5
B M ACC G1 G2 ST
Preheat 5 8
OFF
ACC
ON FB13
Start 10A
J-C
G1 M
4 B ACC
G2 ST J-C
6
FA14
10A
2
FB1
5A
J-A
B E
C
J-G
DSZ(A17)
C1 C
B6 B R
S E
13
I
R E
E 5 B
120A
E2
FB10
140A
120A
E
30A HR
8
12 BR E
B
90Z7B-02-05-11
1- Battery 6- Fuse Box B 11- Main Controller (MC)

2- Battery Relay 7- Starter OFF Relay 12- Engine Control Module (ECM)
3- Fusible Link A 8- Power ON Cut Relay 13- ECM Main Relay
4- Key Switch 9- ACC Cut Relay
5- Terminal M 10- Auto Idling Stop Relay
TONFB50-EN-00(20160108) T2-5-23
SECTION 2 SYSTEM
Engine Stop Circuit

1. When key switch (4) is set to the OFF position from
the ON position, the current indicating that key
switch (4) is in the ON position stops flowing to
terminal J2-5 of Engine Control Module (ECM) (7)
from terminal M (5) in key switch (4).
2. ECM (7) stops fuel injection of the injector and stops
the engine.
TONFB50-EN-00(20160108) T2-5-24
SECTION 2 SYSTEM
3 1
12V 12V
70A
J-E
J-E
B J-C
Key Switch (4)

B M ACC G1 G2 ST B5
Preheat 5 6
OFF
ACC
ON
Start
FB13
J-C 10A
G1 M
4 B ACC
G2 ST J-C
FA14
10A
2
J-A
B E
C
J-G
DSZ(A17) C1
B6 C
B R
S E
7 5
R
I
E
120A B
140A
120A
HR
BR
E
90Z7B-02-05-12
1- Battery 4- Key Switch 7- Engine Control Module (ECM)

2- Battery Relay 5- Terminal M
3- Fusible Link A 6- Power ON Cut Relay
TONFB50-EN-00(20160108) T2-5-25
SECTION 2 SYSTEM
(Blank)
TONFB50-EN-00(20160108) T2-5-26
SECTION 2 SYSTEM
Monitor Circuit
The major functions and circuits in the monitor circuit are
as follows.
 Air Conditioner Circuit:

Operates the air conditioner.
(Monitor Controller (DSZ), Switch Panel, Air
Conditioner Unit)
TONFB50-EN-00(20160108) T2-5-27
SECTION 2 SYSTEM
Air Conditioner Circuit

1. The operation on switch panel (2) is displayed on
monitor (1) through monitor controller (DSZ) (3).
2. When the setting for air conditioner is adjusted

on switch panel (2), the signal is input to monitor
controller (3).
3. Monitor controller (3) sends the signal to air

conditioner unit (6) by using CAN communication
(7) and air conditioner unit (6) operates.
TONFB50-EN-00(20160108) T2-5-28
SECTION 2 SYSTEM
5
6
Blow-off servo motor
A/M servo motor
2 Solar isolation sensor

3
Main menu (home) SW 1

Inside air thermistor
Return SW
Defroster SW Blow-off thermistor
Inside/outside air selection SW Outside air thermistor
HVAC ON/OFF SW
A/C gas high/low
HVAC temperature pressure sensor
control SW
Blower SW
Select/confirm knob
Blower motor
Compressor clutch
90Z7B-02-05-13
1- Monitor 4- Fuse Box A

2- Switch Panel 5- Fuse Box B
3- Monitor Controller (DSZ) 6- Air Conditioner Controller Unit
TONFB50-EN-00(20160108) T2-5-29
SECTION 2 SYSTEM
(Blank)
TONFB50-EN-00(20160108) T2-5-30
SECTION 2 SYSTEM
Steering Column Monitor Circuit

 Head Light Circuit:
for turning on and off head lights, clearance lights,
license lights, and tail lights.
 Hazard Light Circuit:

for turning on and off hazard lights.
 Turn Signal Light Circuit:

for turning on and off turn signal lights.
 Horn Circuit:
for sounding horn.
 Reverse Light/Buzzer Circuit:

for turning on and off reverse lights and reverse
buzzer.
 Brake Light Circuit:

for turning on and off brake lights.
 Parking Brake Circuit:

for applying and releasing parking brake.
TONFB50-EN-00(20160108) T2-5-31
SECTION 2 SYSTEM
Head Light Circuit

Clearance Light, License Light, Tail Light Circuit
(Light Switch: Clearance Light Position)
1. Current (a) from the battery flows to light switch (2)
through fuse #2 in fuse box B (1).
2. When light switch (2) is set to clearance light

position (20), current from fuse #2 in fuse box B (1)
flows to fuses #11 and #12 in fuse box B (1) through
light switch (2).
3. Current from fuses #11 and #12 flows to clearance

lights (6, 9), tail lights (4, 7), and license lights (5),
and connects to ground.
4. Therefore, clearance lights (6, 9), tail lights (4, 7), and
license light (5) are turned on.
5. In addition, current from fuse #2 in fuse box B (1)

flows to terminal #1-5 in column display controller
(10) through light switch (2).
6. Therefore, column display controller (10) turns on

clearance light indicator (18).
TONFB50-EN-00(20160108) T2-5-32
SECTION 2 SYSTEM
3
Light Switch (2)
23
20 12
11
22
21 14
(Lo)
2
(Hi)
16
15
(Lo)
(Hi)
13
16
(a)
1 17
6 Clearance light (R)

(Opt)
(Opt)
9 Clearance light (L)

(Opt)
(Opt)
1 7 Tail light (R)

4 Tail light (L)
5 License light
(Not used)
10
19
18
90Z7B-02-05-14
a- From Battery
1- Fuse Box B 7- Tail Light (Right) 13- Head Light Relay (Right) 19- High-Beam Indicator
2- Light Switch 9- Clearance Light (Left) 14- Head Light (Left) 20- Clearance Light Position
3- Dimmer Switch 10- Column Display Controller 15- Head Light (Right) 21- Head Light Position
4- Tail Light (Left) (Monitor) 16- High Beam 22- Low-Beam Position
5- Unused 11- Fuse Box A 17- High-Beam Relay 23- High-Beam Position
6- Clearance Light (Right) 12- Head Light Relay (Left) 18- Clearance Light Indicator
TONFB50-EN-00(20160108) T2-5-33
SECTION 2 SYSTEM
Head Light Circuit
fNOTE: The operation with dimmer switch (3) set in low- fNOTE: When light switch (2) is turned on with the
beam position (22) is explained here. head lights in the on position (21), head lights (14, 15),
clearance lights (6, 9), tail lights (4, 7), and license lights
1. When light switch (2) is set to head light position (5) are turned on.
(21), current from fuse #2 in fuse box B (1) flows to
dimmer switch (3) through light switch (2).
2. When dimmer switch (3) is set to low-beam position

(22), current from fuse #2 in fuse box B (1) flows
to the coils in head light relays (right and left) (12,
13) through dimmer switch (3), and connects to
ground.
3. Therefore, head light relays (right and left) (12, 13)

are turned ON.
4. When head light relays (right and left) (12, 13) are
turned ON, current from fuses #6 and #2 in fuse box
A (11) flow to head lights (right and left) (14, 15)
through head light relays (right and left) (12, 13),
and connects to ground.
5. Therefore, head lights (right and left) (14, 15) turn

on.
TONFB50-EN-00(20160108) T2-5-34
SECTION 2 SYSTEM
Light Switch (2) 3
23
20 12
11
22
21 14
(Lo)
2 Head lamp (L)
(Hi)
16
15
(Lo)
Head lamp (R)
(Hi)
13
16
(a)
1 17

(Opt)
(Opt)

(Opt)
(Opt)
1 7 Tail light (R)

4 Tail light (L)
5 License light
(Not used)
10
19
18
90Z7B-02-05-15
TONFB50-EN-00(20160108) T2-5-35
SECTION 2 SYSTEM
High-Beam Circuit
fNOTE: The high beam circuit operation with light fNOTE: When the turn signal lever is lowered with head
switch (2) set in head light on position (21) is explained lights (14, 15) turned on, dimmer switch (3) is set to high-
here. beam position (23) and high beam (16) is turned on.
1. When dimmer switch (3) is set to high-beam

position (23), current from fuse #2 in fuse box B
(1) flows to the coil in high-beam relay (17), and
connects to ground.
2. Therefore, high-beam relay (17) is turned ON.
3. When high-beam relay (17) is turned ON, current

from fuse #19 in fuse box B (1) flows to high beam
(16) in head lights (right and left) (14, 15) through
high-beam relay (17), and connects to ground.
4. Therefore, high beams (16) in head lights (14, 15) is

turned on.

flows to column display controller (10) terminal #1-3
through high-beam relay (17).

high-beam indicator (19).
TONFB50-EN-00(20160108) T2-5-36
SECTION 2 SYSTEM
Light Switch (2) 3
23
20 12
11
22
21 14
(Lo)
2 Head lamp (L)
(Hi)
16
15
(Lo)
Head lamp (R)
(Hi)
13
16
(a) High beam

relay
1 17

(Opt)
(Opt)

(Opt)
(Opt)
1 7 Tail light (R)

4 Tail light (L)
5 License light
(Not used)
10
19
18
90Z7B-02-05-16
TONFB50-EN-00(20160108) T2-5-37
SECTION 2 SYSTEM
Hazard Light Circuit (Key Switch: OFF)

1. Current (a) from the battery flows to hazard light 9. In addition, current from fuse #7 in fuse box B (1)
switch (3) and flasher relay (2) through fuse #7 in flows to hazard light switch (3), and connects to
fuse box B (1), and connects to ground. ground.
2. Current from fuse #7 in fuse box B (1) flows to right 10. Therefore, the indicator of hazard light switch (3) is
and left turn signal light relays (4, 5) through flasher turned on.
relay (2) terminal L.
3. When hazard light switch (3) is set to the ON

fNOTE: The hazard light circuit can be activated even if
the key switch is in the OFF position.
position, current from fuse #7 in fuse box B (1) flows
to the coils in right and left turn signal light relays
(4, 5) through hazard light switch (3), and connects
to ground.
4. Therefore, right and left turn signal light relays (4, 5)

are turned ON.
5. When right and left turn signal light relays (4, 5) are
turned ON, current from flasher relay (2) terminal
L flows to all turn signal lights (6, 7, 8, and 9)
through right and left turn signal light relays (4, 5)
intermittently, and connects to ground.
6. Therefore, all turn signal lights (6, 7, 8, and 9) blink.
7. At the same time, current from flasher relay (2)

terminal L flows to terminals #1-1 and #1-4 in
column display controller (10) intermittently.
8. Therefore, column display controller (10) blinks right

and left turn signal indicators (18, 19).
TONFB50-EN-00(20160108) T2-5-38
SECTION 2 SYSTEM
B
(a) J-A E
FB5
OPT CAN
5A
FB6
10A
A9
J-A
FB7 B E
10A L
A8 4
B 6 Front turn signal (R)
(Opt) 10
1
7 Rear turn signal (R)
1-1 18
B7
8 Front turn signal (L) 1-4 19
(Opt)
5
9 Rear turn signal (L)
3
17
14 15 4
13
BR
11 R
FA8 A8
5A 12 B7
10 L
BR
12 16 5
11 E
90Z7B-02-05-17
a- From Battery
1- Fuse Box B 7- Turn Signal Light (Right Rear) 12- Left-Hand Position 18- Right Turn Signal Light
2- Flasher Relay 8- Turn Signal Light (Left Front) 13- Neutral Position Indicator
3- Hazard Light Switch 9- Turn Signal Light (Left Rear) 14- Right-Hand Position 19- Left Turn Signal Light Indicator
4- Right Turn Signal Light Relay 10- Column Display Controller 15- Diode R
5- Left Turn Signal Light Relay (Monitor) 16- Diode L
6- Turn Signal Light (Right Front) 11- Turn Signal Lever 17- Fuse Box A
TONFB50-EN-00(20160108) T2-5-39
SECTION 2 SYSTEM
Turn Signal Light Circuit
fNOTE: The operation with turn signal lever (11) set in 9. At the same time, current from flasher relay (2)
terminal L flows to terminal #1-4 in column display
left-turn position (12) is explained here.
controller (10).
1. Current (a) from the battery flows to flasher relay (2)
through fuse #7 in fuse box B (1), and connects to 10. Therefore, column display controller (10) blinks left
ground. turn signal light indicator (19).
2. Current from flasher relay (2) terminal L flows to left

turn signal light relay (5) and right turn signal light
fNOTE: When turn signal lever (11) is set in right-
hand position (14), right turn signal lights (6 and 7) at
relay (4). front and rear blink. At the same time, column display
controller (10) blinks right turn signal light indicator (18).
3. When the key switch is in the ON position, current
from the battery flows to fuse #6 in fuse box A (17)
through the battery relay and the main fuse (120 A).
4. Current from fuse #8 in fuse box A (17) flows to turn

signal lever (11).
5. When turn signal lever (11) is set in left-hand

position (12), current from fuse #8 in fuse box A
(17) flows to the coil in left turn signal light relay (5)
through turn signal lever (11) and diode L (16), and
connects to ground.
6. Therefore, left turn signal light relay (5) is turned

ON.
7. When left turn signal light relay (5) is turned ON,

current from flasher relay (2) terminal L flows to left
turn signal lights (8 and 9) at front and rear through
left turn signal light relay (5) intermittently, and
connects to ground.
8. Therefore, left turn signal lights (8 and 9) at front

and rear blink.
TONFB50-EN-00(20160108) T2-5-40
SECTION 2 SYSTEM
B
(a) J-A E
FB5
OPT CAN
5A
FB6
10A
A9
J-A
FB7 B E
10A L
A8 4
6 Front turn signal (R)
(Opt) 10
1
7 Rear turn signal (R)
1-1 18
B7
8 Front turn signal (L) 1-4 19
(Opt)
5
9 Rear turn signal (L)
20 3
120A
21 17
14 15 4
13
FA8 11 R
A8
5A 12 B7
10 L
BR
12 16 5
11 E
90Z7B-02-05-18
a- From Battery
1- Fuse Box B 7- Turn Signal Light (Right Rear) 12- Left-Hand Position 18- Right Turn Signal Light
2- Flasher Relay 8- Turn Signal Light (Left Front) 13- Neutral Position Indicator
3- Hazard Light Switch 9- Turn Signal Light (Left Rear) 14- Right-Hand Position 19- Left Turn Signal Light Indicator
4- Right Turn Signal Light Relay 10- Column Display Controller 15- Diode R 20- Battery Relay
5- Left Turn Signal Light Relay (Monitor) 16- Diode L 21- Fusible Link (120 A)
6- Turn Signal Light (Right Front) 11- Turn Signal Lever 17- Fuse Box A
TONFB50-EN-00(20160108) T2-5-41
SECTION 2 SYSTEM
Horn Circuit (Key Switch: OFF)

1. Current (a) from the battery flows to horn relay (2)
through fuse #6 in fuse box B (1).
2. When horn switches (3, 6) are pushed, current

flowing to the coil in horn relay (2) connects to
ground.
3. Therefore, horn relay (2) is turned ON.
4. When horn relay (2) is turned ON, current from fuse

#6 in fuse box B (1) operates horns (4, 5).
fNOTE: The horn circuit can be activated even if the key

switch is in the OFF position.
TONFB50-EN-00(20160108) T2-5-42
SECTION 2 SYSTEM
1
(a)
OPT CAN
4
(High)
(Low)
3
5
6
(Side)
(Opt)
2 7
90Z7B-02-05-19
a- From Battery
1- Fuse Box B 3- Horn Switch 5- Horn (LOW) 7- Horn Switch (Joystick Steering
2- Horn Relay 4- Horn (HIGH) 6- Horn Switch (Side) (Option)
TONFB50-EN-00(20160108) T2-5-43
SECTION 2 SYSTEM
Reverse Light/Buzzer Circuit

1. When key switch (13) is in the ON position, current
through battery relay (14) and main fuse (120 A)
(15).
2. Current from fuse #7 in fuse box A (1) flows to back

buzzer relay (2).
3. Current from key switch (13) terminal M flows to

fuse #13 in fuse box B (12) through the power ON
cut relay.
Current (b) from fuse #13 in fuse box B (12) flows to
the coil in back buzzer relay (2), and flows to Main
Controller (MC) (6) terminal #C17.
4. When forward/reverse lever (7) or forward/reverse

switch (11) is set to reverse position (10), MC (6)
terminal #E15 is connected to ground.
5. When input signal to MC (6) terminal #E15 or #D13

is detected, terminal #C17 is connected to ground
in MC (6).
6. Therefore, back buzzer relay (2) is turned ON.
7. When back buzzer relay (2) is turned ON, current

from fuse #7 in fuse box A (1) flows to reverse lights
(4, 5) at both sides, and connects to ground.
8. Therefore, reverse lights (4, 5) at both sides are

turned on.
9. At the same time, current from fuse #7 in fuse box A

(1) operates back buzzer (3).
TONFB50-EN-00(20160108) T2-5-44
SECTION 2 SYSTEM
12
14
13
(b)
Shift lever (FNR)(7)
7 8 15
9 6
(a)
2
10
3
4
8
5
1
10
11
90Z7B-02-05-20
a- From Battery Relay
1- Fuse Box A 5- Reverse Light (Left) 9- Neutral Position 13- Key Switch
2- Back Buzzer Relay 6- Main Controller (MC) 10- Reverse Position 14- Battery Relay
3- Back Buzzer 7- Forward/Reverse Lever 11- Forward/Reverse Switch 15- Fusible Link (120 A)
4- Reverse Light (Right) 8- Forward Position 12- Fuse Box B
TONFB50-EN-00(20160108) T2-5-45
SECTION 2 SYSTEM
Brake Light Circuit

1. When key switch (1) is in the ON position, current
through battery relay (4) and main fuse (120 A) (5).
2. Current from fuse #8 in fuse box A (2) flows to brake

light relay (6).
3. When the brake pedal is operated, brake light

switch (7) is turned ON.
4. When brake light switch (7) is turned ON, current

from fuse #8 in fuse box A (2) flows to the coil in
brake light relay (6), and connects to ground.
5. Therefore, brake light relay (6) is turned ON.
6. When brake light relay (6) is turned ON, current

from fuse #8 in fuse box A (2) flows to brake lights
(8, 9) at both sides, and connects to ground.
7. Therefore, brake lights (8, 9) are turned on.
TONFB50-EN-00(20160108) T2-5-46
SECTION 2 SYSTEM
5
7
8 RH
2 6 9 LH
90Z7B-02-05-21
1- Key Switch 4- Battery Relay 7- Brake Light Switch

2- Fuse Box A 5- Fusible Link (120 A) 8- Brake Light (Right)
3- Fuse Box B 6- Brake Light Relay 9- Brake Light (Left)
TONFB50-EN-00(20160108) T2-5-47
SECTION 2 SYSTEM
Parking Brake Circuit

Parking Brake: Applied (Parking Brake Switch:
Apply Position)
fNOTE: This parking brake system is spring applied,
oil release type. As pressurized oil from the pilot pump
1. Current from key switch (10) terminal M flows to (parking brake release pressurized oil) is not supplied
fuse #14 in fuse box B (9) through the power ON cut to the parking brake with the engine stopped, the
relay. parking brake is applied by the spring force. Therefore,
the parking brake can not be released with the engine
stopped.
2. Current from fuse #14 in fuse box B (9) flows to the
coil side of parking brake relay 1 (2), and flows to
terminal #1 in parking brake switch (3).
3. When parking brake switch (3) is set to ON1: Apply

position terminal #1 in parking brake switch (3) is
connected to ground.
4. Therefore, parking brake relay 1 (2) is turned ON.
5. When parking brake relay 1 (2) is turned ON, current

from parking brake relay 1 (2) (supply side) stops
flowing to the coil of parking brake relay 2 (4).
6. Therefore, parking brake solenoid valve (6) ground

circuit is disconnected.
7. Consequently, parking brake solenoid valve (6) is

turned OFF.
8. Pressurized oil from the pilot pump (parking brake

release pressurized oil) is blocked by parking brake
solenoid valve (6). In addition, pressurized oil in the
parking brake returns to the hydraulic tank.
9. Therefore, the parking brake is applied by the spring

force.
TONFB50-EN-00(20160108) T2-5-48
SECTION 2 SYSTEM
10
FB13
J-C 10A
G1 M
B ACC
G2 ST J-C
FA14
10A
FB1
5A
J-A
B E
C
J-G
C1 C
B6 B R
S E
I
R E
120A B
140A
120A
1
HR
E
9 E A15
2
D13
3
FB14 1
2
ON1: Alternate (Apply brake)
B1
3
5A 5
8 B2
J-A 4 6 ON2: Momentary (Release)
BR 4 7 B2
FA10
5A 5
6 E
BR
Parking brake applied
Not energized by spring force.
P
90Z7B-02-05-23
1- Monitor Controller 4- Parking Brake Relay 2 7- Diode F 10- Key Switch

2- Parking Brake Relay 1 5- Diode G 8- Fuse Box A
3- Parking Brake Switch 6- Parking Brake Solenoid Valve 9- Fuse Box B
TONFB50-EN-00(20160108) T2-5-49
SECTION 2 SYSTEM
Parking Brake: Released (Parking Brake Switch:

Release Position)
IMPORTANT: The parking brake can be released only
9. Pressurized oil from the pilot pump (parking brake
while the engine runs.
release pressurized oil) is supplied to the parking
1. Terminal #A15 in monitor controller (1) receives brake through parking brake solenoid valve (6).
voltage signal (beyond 13 V) (a) from alternator (10)
terminal I with the engine running.
Terminal #D13 is disconnected from ground in 10. Therefore, the spring of parking brake is pushed
monitor controller (1). back and the parking brake is released.
2. Therefore, parking brake relay 1 (2) is turned OFF. 11. When parking brake switch (3) with it set in Release
position is released, it returns to Neutral position.
3. When parking brake relay 1 (2) is turned OFF,

current (b) from fuse #14 in fuse box B (9) flows to 12. Therefore, current from terminal #4 in parking brake
terminal #4 in parking brake switch (3) through switch (3) stops flowing to terminal #6.
parking brake relay 1 (2) (supply side) and the coil in
parking brake relay 2 (4). 13. However, as the self-exciting circuit is formed in
parking brake relay 2 (4), parking brake solenoid
4. When parking brake switch (3) is set to ON2: Release valve (6) continues to be operated.
position, parking brake switch (3) connects terminal
#4 to terminal #6 in it. In addition, terminal #6 is 14. Consequently, parking brake solenoid valve (6)
connected to ground. continues to be operated until parking brake switch
(3) is set to Apply position.
5. Therefore, parking brake relay 2 (4) is turned ON.
fNOTE: Parking brake switch (3) is a three position
6. When parking brake relay 2 (4) is turned ON, current switch which has release position, neutral position, and
from fuse #10 in fuse box A (8) flows to ground apply position. When parking brake switch set in apply
through parking brake solenoid (6). position, it stay in apply position. When parking brake
switch (3) is set in release position and released, it returns
to neutral position.
7. Therefore, parking brake solenoid valve (6) is
activated.
8. At the same time, current from parking brake relay 2

(4) (coil) flows to parking brake relay 2 (4) (contact)
through diode G (5), and the self-exciting circuit is
formed.
TONFB50-EN-00(20160108) T2-5-50
SECTION 2 SYSTEM
FB13
J-C 10A
G1 M
B ACC
G2 ST J-C
FA14
10A
FB1
5A
J-A
B E
C
J-G
C1 C
B6 B R
S E
10
I
R E
120A B
140A
120A
1
HR
E
9 E A15
2
D13
3
(b)
FB14 1
2
ON1: Alternate (Apply brake)
B1
3
5A 5
8 B2
J-A 4 6 ON2: Momentary (Release)
BR 4 7 B2
FA10
5A 5
E
BR 6
Parking brake released
Energized by supplied oil.
P
90Z7B-02-05-22
1- Monitor Controller 4- Parking Brake Relay 2 7- Diode F 10- Alternator

2- Parking Brake Relay 1 5- Diode G 8- Fuse Box A
3- Parking Brake Switch 6- Parking Brake Solenoid Valve 9- Fuse Box B
TONFB50-EN-00(20160108) T2-5-51
SECTION 2 SYSTEM
(Blank)
TONFB50-EN-00(20160108) T2-5-52
SECTION 2 SYSTEM
Accessory Circuit
The major functions and circuits in the accessory circuit
are as follows.
 Work Light Circuit:

Turns on the work light.
(Work Light Switch, Work Light Relay)
 Wiper Circuit:
Operates the intermittent operation of wiper and the
washer.
(Column Display Controller, Wiper/Washer Switch,
Wiper Relay, Washer Relay)
 Cab Light Circuit:

Turns on/off the cab light by shifting the switch or by
opening/closing the door.
TONFB50-EN-00(20160108) T2-5-53
SECTION 2 SYSTEM
Work Light Circuit
fNOTE: The operation with work light switch (4) set in fNOTE: Work lights (7, 8, 9, and 10) at front and rear can
ON 2 position is explained here. be turned on when light switch (2) is set to position to
turn on clearance lights (14) or head lights (15).
1. When the key switch is in the ON position, current
(a) from the battery flows to fuse #5 in fuse box A (3)
fNOTE: When work light switch (4) is set to ON 1
position, work lights (7, 8, 9, and 10) at front and rear are
and fuse #17 in fuse box B (1) through the battery turned on.
relay and the main fuse (120 A).
2. Current from fuse #5 in fuse box A (3) flows to work

light (front) relay (5). In addition, the current from
fuse #17 in fuse box B (1) flows to work light (rear)
relay (6).
3. When light switch (2) is set to position to turn on

clearance lights (14), the current from fuse #2 in fuse
box B (1) flows to terminal #1 and terminal #4 in
work light switch (4).
4. When work light switch (4) is set to the ON 2

position, the current from fuse #2 in fuse box B
(1) flows to the coil in work light (front) relay (5)
through terminal #3 in work light switch (4), and
connects to ground.
5. Therefore, work light (front) relay (5) is turned ON.
6. When work light (front) relay (5) is turned ON, the

current from fuse #5 in fuse box A (3) turns on work
light (front, right) (7) and work light (front, left) (8).
7. At the same time, current from fuse #5 in fuse

box A (3) flows to terminal #1-2 in column display
controller (17).

work light indicator (16).

flows to terminal #8 in work light switch (4) and the
switch illuminates.
TONFB50-EN-00(20160108) T2-5-54
SECTION 2 SYSTEM
Light Switch (2)
11
14
15 1 (b)
12
(a)
4
5
CAB front work light
7 CAB front work light (R)

1
2 8 CAB front work light (L)
3
CAB front work
light (option)
1 Work Light Switch (4) 6
Rear work light
9 Rear work light (R)
10 Rear work light (L)
1 Rear work light

(US option)
17 16
90Z7B-02-05-24
a- From Battery b- From Battery Relay
1- Fuse Box B 6- Work Light (Rear) Relay 11- Battery Relay 16- Work Light Indicator
2- Light Switch 7- Work Light (Front, Right) 12- Fusible Link (120 A) 17- Column Display Controller
3- Fuse Box A 8- Work Light (Front, Left) 13- - (Monitor)
4- Work Light Switch 9- Work Light (Rear, Right) 14- Clearance Light Position
5- Work Light (Front) Relay 10- Work Light (Rear, Left) 15- Head Light Position
TONFB50-EN-00(20160108) T2-5-55
SECTION 2 SYSTEM
Wiper Circuit
Front Wiper Circuit
fNOTE: The operation with front wiper/washer switch

(8) set in Intermittent (INT.) position (15) is explained
here.
1. Current from fuse #4 in fuse box A (1) flows to

terminal #2-23 in column display controller (14)
through the coil in front wiper relay 1 (5).
2. When front wiper/washer switch (8) is set to INT.

position (15), current from column display controller
(14) terminal #2-13 flows to terminal #1 through
terminal #7 in front wiper/washer switch (8), and
connects to ground.
3. When terminal #2-13 is connected to ground,

column display controller (14) connects terminal
#2-23 to ground in it intermittently.
4. Therefore, front wiper relay 1 (5) is turned ON/OFF

intermittently.
5. When front wiper relay 1 (5) is turned ON, current

from fuse #4 in fuse box A (1) flows to front wiper
relay 1 (5) through slow speed circuit (18) in front
wiper motor (3), and connects to ground.
6. Therefore, the front wiper is operated at slow speed

or intermittently.
TONFB50-EN-00(20160108) T2-5-56
SECTION 2 SYSTEM
1 4 14
3 18
Front Wiper Switch (8)
15
5
17
6
7
8
2
12 10
Rear Wiper Switch (9) 9
16
11
13
90Z7B-02-05-25
1- Fuse Box A 6- Front Washer Motor 11- Rear Washer Motor 15- Intermittent (INT.) Position
2- Fuse Box B 7- Front Washer Relay 12- Rear Wiper Relay 16- LOW Position
3- Front Wiper Motor 8- Front Wiper/Washer Switch 13- Rear Washer Relay 17- Diode H
4- Front Wiper Relay 2 9- Rear Wiper/Washer Switch 14- Column Display Controller 18- Slow Speed Circuit
5- Front Wiper Relay 1 10- Rear Wiper Motor (Monitor)
TONFB50-EN-00(20160108) T2-5-57
SECTION 2 SYSTEM
Rear Wiper Circuit
fNOTE: The operation with rear wiper/washer switch (9)

set in LOW position (16) is explained here.
1. When rear wiper/washer switch (9) is set to LOW

position (16), current from fuse #18 in fuse box B
(2) flows to terminal #9 in rear wiper/washer switch
(9) through the coil in rear wiper relay (12), and
connects to ground via terminal #1 in rear wiper/
washer switch (9).
2. Therefore, rear wiper relay (12) is turned ON.
3. When rear wiper relay (12) is turned ON, current

from fuse #18 in fuse box B (2) flows to rear wiper
motor (10) and operates the rear wiper at slow
speed.
TONFB50-EN-00(20160108) T2-5-58
SECTION 2 SYSTEM
1 4 14
3 18
15
5
17
6
7
8
2
12 10
16
11
13
90Z7B-02-05-26
TONFB50-EN-00(20160108) T2-5-59
SECTION 2 SYSTEM
Washer Circuit
fNOTE: The operation of front washer is explained here.
1. While front wiper/washer switch (8) is pushed,

current from column display controller (14) terminal
#2-16 flows to terminal #6 in front wiper/washer
switch (8) through diode H (17), bridges within
switch (8) to terminal 1, and connects to ground.
2. Current from fuse #4 in fuse box A (1) flows to the

coil in front washer relay (7), flows to terminal #6
in front wiper/washer switch (8) through diode H
(17), bridges within switch (8) to terminal 1, and
connects to ground.
3. Therefore, front washer relay (7) is turned ON.
4. When front washer relay (7) is turned ON, current

from fuse #4 in fuse box A (1) flows to front washer
motor (6) and operates the front washer.
TONFB50-EN-00(20160108) T2-5-60
SECTION 2 SYSTEM
1 4 14
3 18
15
5
17
6
7
8
2
12 10
16
11
13
90Z7B-02-05-27
TONFB50-EN-00(20160108) T2-5-61
SECTION 2 SYSTEM
Cab Dome Light Circuit

Cab Light Switch (4): Door Interlocking Position (5) Rear Cab Light Switch (8): ON
1. When cab light switch (4) is set to door interlocking 1. When rear cab light switch (8) is set to the ON
position (5), current from fuse #3 in fuse box B (1) position, current from fuse #3 in fuse box B (1) flows
flows to door open/close switch (3) through cab to rear cab light (7), and connects to ground.
light (2).
2. Rear cab light (7) is always on with rear cab light
2. When the cab door is opened, door open/close switch (8) set in the ON position.
switch (3) is turned ON and is connected to ground.
3. Therefore, current from fuse #3 in fuse box B (1)

flows to door open/close switch (3) and turns on
cab light (2).
4. When the cab door is shut, door open/close switch

(3) is turned OFF and is disconnected from ground.
5. Therefore, cab light (2) is turned off.
6. Consequently, when cab light switch (4) is in door

interlocking position (5), cab light (2) is turned on/
off by opening/closing the cab door.
fNOTE: Cab light (2) is always on with cab light switch

(4) set in ON position (6).
TONFB50-EN-00(20160108) T2-5-62
SECTION 2 SYSTEM
1 3
4 5
2
Front
6
Rear (B-pillar)
7
8
90Z7B-02-05-28
1- Fuse Box B 4- Cab Light Switch 7- Rear Cab Light

2- Cab Light 5- Door Interlocking Position 8- Rear Cab Light Switch
3- Door Open/Close Switch 6- ON Position
TONFB50-EN-00(20160108) T2-5-63
SECTION 2 SYSTEM
(Blank)
TONFB50-EN-00(20160108) T2-5-64
MEMO
TONFB50-EN-00(20160108)
MEMO
TONFB50-EN-00(20160108)
SECTION 3
COMPONENT OPERATION
CONTENTS
Group 1 Pump Device Steering Pilot Circuit and Its Operation.....................T3-5-18
Hydraulic Pump Outline.................................................... T3-1-1 Flow Amplifier Notch and Pilot Orifice.......................T3-5-20
Main Hydraulic Pump......................................................... T3-1-2
Group 6 Pilot Valve
Main Pump Regulator........................................................ T3-1-5
Outline (Fingertip Control Type Pilot Valve for
Pilot Pump.............................................................................. T3-1-8
Front Attachment)......................................................... T3-6-1
Pump Delivery Pressure Sensor....................................T3-1-10
Operation................................................................................ T3-6-2
Group 2 Control Valve Electromagnetic Detent.................................................... T3-6-6
Outline..................................................................................... T3-2-1 Outline (Joystick Type Pilot Valve for Front
Hydraulic Circuit................................................................... T3-2-6 Attachment)..................................................................... T3-6-8
Main Relief Valve................................................................T3-2-10 Operation................................................................................ T3-6-9
Main Relief Valve Operation...........................................T3-2-11 Electromagnetic Detent..................................................T3-6-16
Overload Relief Valve (with Make-Up Function).....T3-2-12
Outline..................................................................................... T3-7-1
Make-up Valve Operation...............................................T3-2-15
Brake Charge Valve (Unloader Valve)............................ T3-7-2
Bleed-Off Compensation Spool....................................T3-2-16
Combination Valve (Manifold Valve)............................. T3-7-6
Bleed-Off Compensator...................................................T3-2-17
Reducing Valve..................................................................... T3-7-7
Bucket Spool........................................................................T3-2-18
Combination Valve (Parallel / Tandem Switching
Bucket Spool Operation..................................................T3-2-19
Solenoid Valve)................................................................ T3-7-9
Lift Arm Spool.....................................................................T3-2-20
Service Brake Accumulator ...........................................T3-7-11
Lift Arm Spool Operation................................................T3-2-21
Lift Arm Flow Rate Control Valve..................................T3-2-24 Group 8 Drive Unit
Ride Control (Option).......................................................T3-2-26 Outline..................................................................................... T3-8-1
Pump Control Valve (Negative Control Relief Main Component................................................................. T3-8-2
Valve)................................................................................T3-2-28 Torque Converter (Lock-Up)............................................. T3-8-8
Transmission........................................................................T3-8-10
Group 3 Cooling Fan System Operation of Transmission..............................................T3-8-12
Fan Pump (Pilot Pump)...................................................... T3-3-1
Transmission Control Valve............................................T3-8-22
Fan Motor............................................................................... T3-3-2
Transmission Regulator Valve........................................T3-8-26
Fan Valve................................................................................. T3-3-4
Safety Valve..........................................................................T3-8-30
Fan Control Valve................................................................. T3-3-7
Torque Converter Safety Valve......................................T3-8-32
Group 4 Steering Pilot Valve Parking Brake.......................................................................T3-8-34
Outline..................................................................................... T3-4-1 Drive Unit Circuit................................................................T3-8-37
Unit Location......................................................................... T3-4-1 Lubrication Lines................................................................T3-8-38
Overview................................................................................. T3-4-2
Group 9 Axle
Structure................................................................................. T3-4-3
Outline..................................................................................... T3-9-1
Operation................................................................................ T3-4-4
Differential.............................................................................. T3-9-2
Group 5 Steering Valve Torque Proportioning Differential (TPD)..................... T3-9-6
Outline..................................................................................... T3-5-1 Limited Slip Differential (LSD) (Option)....................... T3-9-8
Operation................................................................................ T3-5-5 Service Brake.......................................................................T3-9-10
Steering Valve Meter-In Compensator......................... T3-5-8 Final Drive Planetary / Axle Shaft.................................T3-9-11
Steering Main Relief Valve..............................................T3-5-10
Steering Overload Relief Valve......................................T3-5-12
Outline...................................................................................T3-10-1
Operation..............................................................................T3-10-3
Steering Spool Variable Orifice.....................................T3-5-17
Pressure Switch (for Stop Lamp)...................................T3-10-6
TONFB50-EN-00(20160108) NFB50T-3-1
Pressure Sensor (for Declutch)......................................T3-10-7
System Overview...............................................................T3-11-1
DEF/AdBlue®........................................................................T3-11-2
DEF/AdBlue® Tank..............................................................T3-11-2
Hose Urea.............................................................................T3-11-3
DEF/AdBlue Sensor Unit..................................................T3-11-4
DEF/AdBlue Supply Module..........................................T3-11-6
Coolant Line.........................................................................T3-11-8
Group 12 Others
Steering Accumulator......................................................T3-12-1
Propeller Shaft....................................................................T3-12-2
Ride Control Accumulator (Option)......................... T3-12-10
Priority Hammer Valve.................................................. T3-12-11
Emergency Steering Pump (Option)........................ T3-12-14
TONFB50-EN-00(20160108) NFB50T-3-2
Group 1 Pump Device
Hydraulic Pump Outline

Hydraulic pump consists of main pump (1) and pilot Main pump (1) is a swash-plate type variable
pump (2). The driving force from the engine is transmitted displacement axial piston pump.
to shaft (3) through the transmission input shaft and Pilot pump (2) is a gear pump.
activates main pump (1). The hydraulic pump circuit is equipped with a torque
Pilot pump (2) is directly connected to the engine. control solenoid valve to control the pump output
volume. (Refer to SYSTEM / Control System.)
Front
90Z7BT03-01-01
1- Main Pump 3- Shaft 5- Transmission

2- Pilot Pump 4- Engine
TONFB50-EN-00(20160108) T3-1-1
Group 1 Pump Device
Main Hydraulic Pump

The main hydraulic pump consists of coaxially-splined When main pump cylinder block (1) rotates, piston (2)
two swash plate type axial piston pumps. reciprocate in main pump cylinder block (1) due to angle
The main hydraulic pump supplies pressurized oil for of swash plate (4), and the pump draws the hydraulic
operating the steering and loading cylinders and other oil up through the pump and delivers the oil out to the
hydraulic components. hydraulic systems.
The pump is equipped with a regulator (9) for controlling Regulators (9) control servo piston 1 (3) and servo piston
the delivery flow rate. 2 (6). When the displacement angle of swash plate (4) is
Shaft (5) is connected to main pump cylinder block (1) changed by servo piston1 (3) and servo piston 2 (6), the
so that shaft (5) and main pump cylinder block (1) rotate stroke of piston (2) is increased or decreased, so that the
together. delivery flow rate of main pump is regulated.
Main Pump Hydraulic Diagram
90Z7-03-01-02
a- From Tank c- From Loading Line d- To Loading Line (Bleed-Off f- To Tank

b- To Steering Line (Negative Control Relief Compensation Valve)
Valve) e- From Brake Line
1- Cylinder Block 5- Shaft 7- Pump Torque Control 9- Regulator

3- Servo Piston 1 6- Servo Piston 2 Solenoid Valve
TONFB50-EN-00(20160108) T3-1-2
Group 1 Pump Device
Main Pump Cross Section
90T4GB-03-01-02
1- Cylinder Block 4- Swash Plate 7- Pump Torque Control 9- Regulator

2- Piston 5- Shaft Solenoid Valve
3- Servo Piston 1 6- Servo Piston 2 8- Spherical Bush
TONFB50-EN-00(20160108) T3-1-3
Group 1 Pump Device
Increasing and Decreasing Flow Rate

The displacement angle of swash plate (4) is changed 4. When servo piston moves left, angle (α) of swash
by the movement of servo piston (3) as swash plate plate (4) becomes small; the distance of piston
rotates around the center of spherical bush (8). movement decreases, thus, oil flow rate decreases.
There are nine pistons (2) in cylinder block (1) which If swash plate angle (α) is zero, pistons do not stroke
reciprocate parallel to the rotating cylinder block axis. and oil does not flow.
1. On the rising side of swash plate (4), piston (2)

5. Movement of the servo pistons is controlled by the
moves so as to protrude from cylinder block (1) and
regulators. In addition, the displacement angle of
the oil draws in from the inlet port (suction: a).
swash plate (4) is fed back to the regulator by the
feedback lever.
2. On the falling side of swash plate (4), piston (2)
moves toward cylinder block (1) and the oil is
pushed through the outlet port (discharge: b). fNOTE: Refer to the following pages for operation of the
regulator.
3. When servo piston moves right, angle of swash

plate (4) becomes great; the distance of piston
movement increases, thus, oil flow rate increases.
90Z7-03-01-03
1- Cylinder Block 3- Servo Piston 1 8- Spherical Bush

2- Piston 4- Swash Plate
TONFB50-EN-00(20160108) T3-1-4
Group 1 Pump Device
Main Pump Regulator

The regulator controls the main pump flow rate in
response to the various command signal pressures.
The major parts of regulator are spool, pistons, springs,

sleeve, levers, and a solenoid reducing valve.
The regulator opens and closes the circuit leading to the
servo piston according to the various command signal
pressures.
The displacement angle of swash plate is changed and
the pump flow rate is regulated.
Refer to the following pages for the regulator control
functions.
90TNED-03-01-25
1- Proportional Solenoid Valve (Reducing 6- Set Spring 12- Compensation Piston

Valve) 7- Return Spring 13- Compensation Rod
2- Pilot Piston 8- Spool 14- Servo Piston
3- Pilot Spring 9- Sleeve
4- Lever 10- Outer Spring
5- Feedback Lever 11- Inner Spring
TONFB50-EN-00(20160108) T3-1-5
Group 1 Pump Device
Regulator Control Function

The regulator has the following three control functions.
Tc
Pt Pp2 Pp1 Fc
SC SF
Pn
8
Ps2 Ps1
14
P1 P2
90Z7BT03-02-02
Fc- Pump Flow Control Valve (In Multiple P1- Main Pump 1 Ps2- Servo Piston Control Pressure (To
Control Valve) P2- Main Pump 2 Decrease Flow Rate)
Tc- Pump Torque Control Valve Pp1- Pump 1 Delivery Pressure SF- Spring Force
Pn- Pump Flow Control Pressure Pp2- Pump 2 Delivery Pressure SC- Spool (8) Control Force
Pt- Pump Torque Control Pressure Ps1- Servo Piston Control Pressure (To
Increase Flow Rate)
8- Servo Piston Control Spool 14- Servo Piston
 Flow Control by Pump Control Pressure

The pump flow rate control valve (Fc) in multiple
control valve sends oil from the main pumps (P1, P2)
to the main pump regulators as pump control pressure
(Pn) in response to the control lever stroke. Q
The oil flows in the center bypass circuit. When the
control lever is operated, pump control pressure (Pn)
decreases as more oil goes to the cylinder circuit.
When control pressure (Pn) decreases, servo piston
control spool (8) moves left by spring force (SF),
and the pressure (Ps2) applied to servo piston (14)
is decreased. The pressure (Ps1) side has more force
to press than pressure (Ps2) side, then, the swash
plate tilting angle becomes greater and the regulator
0 Pn
increases the pump delivery flow rate.
Thus, when the pump flow control pressure (Pn) Q- Flow Rate
decreases, the pump delivery flow rate increases, and Pn- Pump Flow Control Pressure
vise versa (negative flow control).
(Refer to SYSTEM / Hydraulic System.)
TONFB50-EN-00(20160108) T3-1-6
Group 1 Pump Device
 Control by Pilot Pressure from Torque Control Solenoid

Valve
MC (Main Controller) calculates the operating Q Pt = 0 MPa
conditions of the machine and, using the calculation,
the MC sends the pump torque control solenoid the
appropriate signal for correct valve.
The torque control solenoid valve (Tc) delivers torque
control pressure (Pt) to the regulator in response to this
signal.
When this pressure (Pt) increases, the pressure (Pt) is Pt > 0 MPa
added to the resultant pressure FC (Pp1 + Pp2 + Pt).
Then Pp1 (=Pp2) which overcomes the spring force (SF) 0 P
becomes smaller by the pressure Pt.
Servo piston (14) movement limitation starts from the Q- Flow Rate P- Pressure
low pressure level and the maximum pump delivery
flow rate decreases. (Torque Shift Control)
Q
 Maximum Torque Control
Servo piston control spool (8) is operated by the
resultant pressure FC (Pp1 + Pp2). (See the previous
item.)
When the main pump delivery pressure (Pp1 or Pp2) is
below the specified maximum level, the spring force
(SF) exceeds the pressure force (FC) to operate servo
piston spool (8), and the pump delivery flow rate can
keep at the maximum. 0 P
When the main pump delivery pressure (Pp1 or Pp2)
reaches the specified maximum level or more, the Q- Flow Rate P- Pump Delivery Pressure
pressure force (FC) exceeds the spring force (SF) and
moves servo piston spool (8) right to decrease the
pump delivery flow rate.
f NOTE: According to the rise of pump delivery pressure,

the tilting angle of swash plate automatically decreases,
and the pump torque is controlled at a constant level.
90Z7-03-01-06
TONFB50-EN-00(20160108) T3-1-7
Group 1 Pump Device
Pilot Pump
Pilot pump is a fixed displacement gear pump and is
directly connected to the engine.
Pilot pump supplies pilot pressurized oil to the brake
circuit, fan motor circuit, and optional ride control circuit.
(Refer to "Pilot Circuit" in SYSTEM, Group 4 Hydraulic
System.)
3
Rotation
90Z7BT03-01-03
1- Inlet Port 2- Outlet Port 1 3- Outlet Port 2
TONFB50-EN-00(20160108) T3-1-8
Group 1 Pump Device
Pilot Pump Structure
90Z7-03-01-04
1- Drive Gear 4- Gasket 7- Bush

2- Driven Gear 5- Side Plate 8- Retainer Ring
3- Back-up Ring, Gasket 6- Gasket 9- Oil Seal
Pump Operation 1
2
a
Drive gear (1) is driven by the engine through the
transmission accessory drive, which rotates driven gear
(2) as they are engaged.
1- Drive Gear 2- Driven Gear
T137-02-03-005
a- Inlet Port b- Outlet Port
TONFB50-EN-00(20160108) T3-1-9
Group 1 Pump Device
Pump Delivery Pressure Sensor
This sensor detects the pump delivery pressures, which

are used in order to control various operations. When
oil pressure is applied to diaphragm (6), diaphragm (6)
flexes slightly. The flexing of diaphragm (6) is detected as
electrical signals in ohms.
Pressure Sensor Specifications (Pump Delivery

Pressure)
Rated Voltage 5.0 VDC
Power Consumption Max. 10 mA
Output Voltage 0.5~4.5 V
Operation Pressure 0~49 MPa (0~7107 PSI)
Withstanding Pressure 100 MPa (14504 PSI)
(V)
Max.94%Vdd 90T4GB-04-05-08a
4.5
Vdd=5V
Output Voltage
0.5
(MPa)
0 10 20 30 40 49
Pressure
90Z7-03-01-07
4 1
2
A
View A
3 90T157-02-03-10a
3- Ground 5- Power Source (5V)

4- Output 6- Pressure Receiving Area (Diaphragm)
fNOTE: This sensor is identical to the pressure sensor

for brake primary pressure (mounted to the unloader
valve), fan circuit pressure (fan control valve), and for
emergency steering pressure (steering valve).
TONFB50-EN-00(20160108) T3-1-10
Outline
The multiple control valve controls the oil pressure, flow
rate, and flow direction in the hydraulic circuit.
The major parts are the main relief valve, overload relief/
make-up combination valve, anti-drift valve, flow rate
control valve, pump control valve, and spools. The spools
are operated by pilot oil pressure.
Multiple Control Valve Location
Front chassis
90TNED-03-02-03
1- Lift Arm Spool

2- Bucket Spool
TONFB50-EN-00(20160108) T3-2-1
Multiple Control Valve Hydraulic Circuit
16
7
6 5
3 13
10 11
4
12
9 8
15 14
90Z7BT03-02-01
1- Pump Control Valve 7- Overload Relief / Make-up Combination 13- Overload Relief / Make-up Combination
2- Lift Arm Spool Valve (Lift Arm: Rod Side) Valve (Bucket: Rod Side)
3- Lift Arm Flow Rate Control Valve 8- Bucket Spool 14- Main Relief Valve
(Selector Valve) 9- Load Check Valve (Bucket Tandem 15- Bleed-Off Compensator
4- Lift Arm Flow Rate Control Valve (Logic Circuit) 16- Ride Control Selector Valve (Option)
Valve Poppet) 10- Bucket Anti-Drift Valve (Check Valve)
5- Lift Arm Anti-Drift Valve (Selector Valve) 11- Bucket Anti-Drift Valve (Selector Valve)
6- Lift Arm Anti-Drift Valve (Check Valve) 12- Overload Relief / Make-up Combination
Valve (Bucket: Bottom Side)
TONFB50-EN-00(20160108) T3-2-2
Control Valve Overview Control Valve Cross Section Views
LA BK
2 8
2 8
Pa2
Pb1 BC
2 7 8
12
16
14
15
A-A
LA BK BC
16 13
1
7 12
14
3
Dr 13 15
1 PL A22
B B
A A
Pls
Pb2 Pa1
(T4) (T2)
13
B-B
90Z7BT03-02-02
1- Pump Control Valve 7- Overload Relief / Make-up Combination 13- Overload Relief / Make-up Combination
2- Lift Arm Spool Valve (Lift Arm: Rod Side) Valve (Bucket: Rod Side)
3- Lift Arm Flow Rate Control Valve 8- Bucket Spool 14- Main Relief Valve
(Selector Valve) 9- Load Check Valve (Bucket Tandem 15- Bleed-Off Compensator
4- Lift Arm Flow Rate Control Valve (Logic Circuit) 16- Ride Control Selector Valve (Option)
6- Lift Arm Anti-Drift Valve (Check Valve) 12- Overload Relief / Make-up Combination
Valve (Bucket: Bottom Side)
TONFB50-EN-00(20160108) T3-2-3
Control Valve Cross Section Views
Pa2 Pb1
2 8
16
11
B21
(A11)
3 4
10
A21
(A21) (B11)
Dr2
Pb2 Pa1
LA - L A BK - BK
90Z7BT03-02-03
2- Lift Arm Spool 6- Lift Arm Anti-Drift Valve (Check Valve) 13- Overload Relief / Make-up Combination
3- Lift Arm Flow Rate Control Valve 8- Bucket Spool Valve (Bucket: Rod Side)
(Selector Valve) 9- Load Check Valve (Bucket Tandem 16- Ride Control Selector Valve (Option)
4- Lift Arm Flow Rate Control Valve (Logic Circuit)
TONFB50-EN-00(20160108) T3-2-4
Control Valve Cross Section Views
14
15
Pls 90Z7BT03-02-04
BC - BC
14- Main Relief Valve 15- Bleed-Off Compensator
TONFB50-EN-00(20160108) T3-2-5
Hydraulic Circuit
Main Circuit
Pressurized oil from pump (8) flows to the hydraulic oil
tank through neutral circuit (11).
Parallel circuit (10) is provided in the hydraulic loading
valve main circuit and makes possible the simultaneous
combining of lift arm and bucket operation.
Pump control valve (1) is provided in the farthest
downstream side of neutral circuit (11). Pump
control valve (1) delivers pump control pressure to
the hydraulic piston pump regulator in response
to operation of the loading main control valve, and
controls pump delivery flow rate.
Main relief valve (9) is provided in the main circuit

(between the pump and the actuator (cylinder) spools
within the valve). Main relief valve (9) prevents the
pressure in the main circuit from exceeding the set
pressure when the spool is operated (or when the
control lever is operated).
Overload relief valve (2) is provided in the actuator

(cylinder) circuit (between the control valve and the
actuator (cylinder)) of the lift arm cylinder base end,
bucket, and auxiliary. Overload relief valve (2) prevents
pressure spikes caused by external forces in the
actuator circuit from exceeding the set pressure when
the spool is in neutral (with the control lever set in
neutral).
Make-up valves (4, 6, 7) are provided in overload relief

valves (2), which are located in the bucket cylinder
circuit on both the rod and bottom sides, and in the lift
arm cylinder circuit on rod side. Make-up valves (4, 6,
7) draw in pressurized oil from the hydraulic tank and
prevent cavitation from occurring when the pressure
in the actuator circuit decreases due to fast lowering
of the lift arms or quick dumping of the bucket. It
can also prevent cavitation when there is an external
force causing oil to be relieved over the overload
relief valves, which results in the opposing end of the
cylinder drawing in oil to fill that end of the cylinder
with.
TONFB50-EN-00(20160108) T3-2-6
4 2
5
6
11 2
10 2
90Z7BT03-02-05
1- Pump Control Valve 4- Make-Up Valve 7- Make-Up Valve 10- Parallel Circuit
2- Overload Relief Valve 5- Bucket Cylinder 8- Main Pump 11- Neutral Circuit
3- Lift Arm Cylinder 6- Make-Up Valve 9- Main Relief Valve
TONFB50-EN-00(20160108) T3-2-7
Pilot Operation Control Circuit

Pressurized oil from the pilot valve acts on the spool in
the control valve in order to move the spool.
When doing the following, pressurized oil moves the
spool and is routed to the following selector valves.
 During bucket dump (Pb1) operation, pressurized oil

moves bucket spool (4) and shifts the selector valve
spool of bucket anti-drift valve (5).
 During lift arm lower (Pb2) operation, pressurized oil

moves lift arm spool (3) and shifts the selector valve
spool of lift arm anti-drift valve (7).
TONFB50-EN-00(20160108) T3-2-8
Up
Down
7
Back
Roll
Pb2 Pa2
Dump
5
Pb1 Pa1
90Z7BT03-02-06
Pa1- Bucket Roll Back Pb1- Bucket Dump Pa2- Lift Arm Raise Pb2- Lift Arm Lower
3- Lift Arm Spool 4- Bucket Spool 5- Bucket Anti-Drift Valve 7- Lift Arm Anti-Drift Valve
TONFB50-EN-00(20160108) T3-2-9
Main Relief Valve

The main relief valve is installed between the pump and
the bleed-off compensation spool.
The main relief valve prevents the pressure in the main
circuit from exceeding the set pressure by discharging the
oil from pump into hydraulic tank.
Therefore, circuit components, such as hoses, pipes and
breakage other parts are protected from overpressure
damage.
Relief Operation
 When the oil pressure is at the set point or below:
1. Pressurized oil from the pump is routed to chamber

(10) through orifice (2) in main plunger (1).
2. Main plunger (1) is pressed against seat A (3) by the
spring B (6) force.
3. Oil in chamber (10) acts on relief poppet (8). The
spring A (9) force to relief poppet (8) left side is
stronger, so relief poppet (8) and plunger (1) remain
closed preventing any oil from escaping to tank.
 When the oil pressure exceeds the set point:
1. When pressure applied to poppet (8) reaches the set

pressure of spring A (9), poppet (8) is moved to the
right and opens the port.
2. The pressurized oil from passage A (5) flows along
the external circumference of seat B (4), and flows to
port T (hydraulic tank).
3. As a result, the pressure in chamber (10) rapidly
lowers and plunger (1) is moved to the right.
4. Then plunger (1) opens port T to the tank and
pressurized oil in pump port P escapes to tank via
port T.
fNOTE: This is a pilot operated relief valve type, which

has the characteristic of keeping consistent pressure
levels at varied rates of flow.
TONFB50-EN-00(20160108) T3-2-10
Main Relief Valve Operation

During Normal Operation:
90TNED-03-02-13
During Relief Operation:
90TNED-03-02-14
P- From Pump T- To Hydraulic Tank
1- Main Plunger 4- Seat B 8- Poppet

2- Orifice 5- Passage A 9- Spring A
3- Seat A 6- Spring B 10- Chamber
TONFB50-EN-00(20160108) T3-2-11
Overload Relief Valve (with Make-Up

Function)
An overload relief valve is located on both the rod and
bottom sides of the bucket circuit, and on the rod side of
the lift arm circuits.
The overload relief valve is installed in the circuit between
the cylinder and the control valve spool.
When the spool is in the neutral position, if external force
on the cylinder becomes too high and the oil pressure will
be greatly increased, the overload relief valve returns the
oil to the hydraulic tank to protect the cylinders and pipes
from breakage.
Relief Operation
 When the oil pressure is at the preset value or less
1. Pressurized oil in the cylinder in port CL (actuator

circuit) is routed to chamber (2) through hole (1) of
piston (3).
2. Plunger (6) is pressed against the spool by the
spring A (4) force. Seat (5) is pressed by the pressure
area difference between the cylinder port and
chamber (2), so as to prevent any oil from escaping
to the hydraulic tank.
 When the oil pressure exceeds the preset value
1. When pressure in the cylinder line reaches the set

pressure of spring B (7), poppet (8) is moved to the
right and opens the port.
2. The pressurized oil in chamber (2) flows along
the external circumference of seat (5) to port T
(hydraulic tank).
3. As a result, the pressure in chamber (2) rapidly
lowers and plunger (6) is moved to the right.
4. Plunger (6) opens port T to the tank and pressurized
oil in the cylinder port CL escapes to tank via port T.
TONFB50-EN-00(20160108) T3-2-12
Overload Relief Valve Operation

During Normal Operation:
90TNED-03-02-15
During Relief Operation:
90TNED-03-02-16
CL- Cylinder Circuit T- To Hydraulic Tank
1- Hole 4- Spring A 7- Spring B

2- Chamber 5- Seat 8- Poppet
3- Piston 6- Plunger
TONFB50-EN-00(20160108) T3-2-13
Overload Relief Valve Make-Up Operation

1. When pressure in cylinder port CL (actuator circuit)
decreases lower than pressure in port T (hydraulic
tank), seat (5) is moved to the right by the pressure
area difference of seat (5) between the right and left
(X-Y).
2. Seat (5) opens the port and the oil in port T flows to
port CL preventing a vacuum (negative pressure) in
the cylinder.
TONFB50-EN-00(20160108) T3-2-14
Make-up Valve Operation
90TNED-03-02-17
CL- Cylinder Circuit T- To Hydraulic Tank
5- Seat
TONFB50-EN-00(20160108) T3-2-15
Bleed-Off Compensation Spool

The bleed-off compensator is provided in the pilot circuit,
and controls oil flow supplied to the loading circuit.
Loading Circuit
Operation
1. When spool (2) is in neutral, spool (2) closes the oil
passage to the loading line by spring (4) force.
2. After starting the engine, when the oil pressure in
the main pump circuit (via main relief valve (3)) rises
above the pressure set by spring (4), spool (2) is
shifted to the left and opens the port to the loading
circuit. 4
2 3
3. When the oil pressure in the Pls port increases,
spool (2) is moved to the position where the
pressure in the main pump circuit balances with 1
the Pls port pressure + spring (4) force. The port to
90Z7BT03-02-07
the loading circuit is narrowed and the flow rate of
pressurized oil flowing to the steering valve from
main pump (1) increases. 1- Main Pump 3- Main Relief Valve
2- Bleed-Off Compensation 4- Spring
Spool
TONFB50-EN-00(20160108) T3-2-16
Bleed-Off Compensator
Neutral: 3
4 2
90Z7BT03-02-09
When Activated:
3
4 2
Pls
90Z7BT03-02-08
1- Main Pump 3- Main Relief Valve

2- Bleed-Off Compensation Spool 4- Spring
TONFB50-EN-00(20160108) T3-2-17
Bucket Spool
Bucket Roll Back Operation Bucket Dump Operation
1. When the control lever is set to the "Bucket Roll 1. When the control lever is set to the "Bucket Dump"
Back" position, the pilot pressure is applied on the position, the pilot pressure is applied on the left oil
right oil pack (Pa1), spool (1) moves to the left, and pack (Pb1), spool (1) moves to the right, and spool
spool shoulder (C) closes the center bypass line. shoulder (C) closes the center bypass line.
2. As a result, the oil from the pump opens load check 2. As a result, the oil from the pump opens load check
valve (2), flows from the A11 port into the bottom valve (2), flows from the B11 port into the rod
side of the bucket cylinder, and finally rolls back the side of the bucket cylinder, and finally dumps the
bucket. bucket.
3. On the other hand, the oil on the rod side of the 3. On the other hand, the oil on the bottom side of the
bucket cylinder returns from the B11 port to the bucket cylinder returns from the A11 port to the
tank. tank.
4. Extremely quick dumping generates negative
pressure (or a void) on the rod side. To prevent
generation of negative pressure (or a void), make-
up valve (3) opens so that the oil in the tank port
flows into the rod side of the cylinder.
Roll Back
Dump
Pb1 Pa1
90Z7BT03-02-10
1- Bucket Spool 3- Overload Relief Valve with Make-Up

2- Load Check Valve Function
TONFB50-EN-00(20160108) T3-2-18
Bucket Spool Operation
Roll Back Position:
A11 2
3
B11
Pa1
1 C
90Z7BT03-02-11
Dump Position:
A11 2
B11 3
Pb1
1 C
90Z7BT03-02-12
1- Spool 3- Overload Relief Valve with Make-Up

2- Load Check Valve Function
TONFB50-EN-00(20160108) T3-2-19
Lift Arm Spool

Boom Raise Operation Boom Down Operation
1. When the control lever is set to the "Boom Raise" 1. When the control lever is set to the "Boom Down"
position, the pilot pressure is applied on the right position, the pilot pressure is applied on the left oil
oil pack (Pa2), spool (1) moves to the left, and spool pack (Pb2), spool (1) moves to the right, and spool
shoulder (C) closes the center bypass line. shoulder (C) closes the center bypass line.
2. As a result, the oil from the pump opens flow 2. As a result, the oil from the pump opens flow
control valve poppet (2), flows from the A21 port control valve poppet (2), flows from the B21 port
into the bottom side of the boom cylinder, and into the rod side of the boom cylinder, and finally
finally raises the boom. moves down the boom.
3. On the other hand, the oil on the rod side of the 3. On the other hand, the oil on the bottom side of
boom cylinder returns from the B21 port to the the boom cylinder returns from the A21 port to the
tank. tank.
4. Extremely quick lowering of the boom while the
engine (pump) revolution is low generates negative
pressure (or a void) on the rod side of the cylinder.
To prevent generation of negative pressure (or a
void), make-up valve (3) opens so that the oil in the
tank port flows into the rod side of the cylinder.
(Raise)
Up
3
Down
Pb2 Pa2
90Z7BT03-02-13
1- Lift Arm Spool 3- Overload Relief Valve with Make-Up

2- Flow Control Valve Poppet Function
TONFB50-EN-00(20160108) T3-2-20
Lift Arm Spool Operation

Raise Position:
2
3
B21
A21
Pa2
C
1 90Z7BT03-02-14
Down Position:
2
3
B21
A21
C
1 90Z7BT03-02-15

TONFB50-EN-00(20160108) T3-2-21
Boom Float Operation

1. When the control lever is pushed downward
beyond the "Boom Down" position to the "Boom
Float" position, spool (1) moves fully to the right by
the pressure oil from the Pb2.
2. As a result of this, all ports (i.e., pump port, cylinder

rod end port and cylinder bottom end port) are
connected to the tank port.
3. Therefore, the boom cylinder piston is not held by

the oil pressure force any more and can move freely
up and down by external force, which is useful for
leveling uneven ground.
(Raise)
Up
Down
2
Pb2
90Z7BT03-02-16
1- Bucket Spool 2- Lift Arm Spool
TONFB50-EN-00(20160108) T3-2-22
Lift Arm Spool Operation

Float Position:
2
3
B21
A21
Pb2
1 90Z7BT03-02-17

TONFB50-EN-00(20160108) T3-2-23
Lift Arm Flow Rate Control Valve

1
Up
The flow rate control valve is provided between the lift
arm spool and the parallel circuit, restricts oil flow rate
Down
in the circuit during combined operation of lift arm raise
and bucket, and gives priority to the bucket.
6
Flow Rate Control Operation
1. Selector valve (2) of the lift arm flow rate control
valve is shifted by pilot pressure from the parallel/
tandem switching valve via port PL.
Low load
2 High load
2. When no pressure is applied to the port PL, spool (7)
in selector valve (2) positions in the neutral position. 3
Chamber B and chamber C, which is connected
to the spring chamber D in poppet valve (3), are
connected. 4
The pressurized oil from pump (5) via parallel circuit
(4) flows through poppet valve (3) and selector
valve (2) to lift arm spool (6).
During high load operation, poppet valve (3) moves 5
up and more oil from parallel circuit (4) flows to lift 90Z7BT03-02-18
arm spool (6).
1
Up
3. When pilot pressure is applied to the port PL (P),
spool (7) moves to closes the passage between
Down
chamber B and chamber C, then the flow between
selector valve (2) and poppet valve (3) is blocked.
Poppet valve (3) does not move and the oil from
parallel circuit (4) does not flow to lift arm spool (6). 6
(P)
2
3
90Z7BT03-02-19
P- Pilot Pressure from Parallel/

Tandem Switching Valve
1- Lift Arm Cylinder 4- Parallel Circuit

2- Selector Valve 5- Pump
3- Poppet Valve 6- Lift Arm Spool
TONFB50-EN-00(20160108) T3-2-24
Normal Operation:
(During Low Load) (During High Load)
90TDCD-03-03-13a
When Pressure Is Applied to PL Port:
90TDCD-03-03-15
a- Pressurized Oil from Pump via Parallel b- Oil Flow To Lift Arm Spool
Circuit
2- Selector Valve 3- Poppet Valve 7- Spool
TONFB50-EN-00(20160108) T3-2-25
Ride Control (Option)

The ride control reduces fore and aft pitching of the
machine by permitting the base end of the lift arm
cylinders to work the oil against a piston inside a
nitrogen gas oil accumulator. Therefore, operator fatigue
is reduced. In addition, the material spillage from the
bucket is reduced. (Refer to SYSTEM / Control System.)
When the conditions for ride control exist, the Main

Controller shifts ride control selector (1).
The ride control selector is a switching solenoid valve
mounted on multiple control valve (2) on the rod end of
lift arm cylinder (3). Ride Control
Valve Unit
When this valve is energized (ride control is activated), the
port B21 connects to the tank port.
The multiple control valve port A22 is connected to the 90TNED-03-02-29

ride control valve unit. Refer to Group 11 Others for the
operation of the ride control valve.
1- Ride Control Selector Valve 3- Lift Arm Cylinder
2- Multiple Control Valve
TONFB50-EN-00(20160108) T3-2-26
Ride Control Selector Valve
90TNED-03-02-27
4- Solenoid Valve 5- Logic Valve 6- Solenoid Coil
TONFB50-EN-00(20160108) T3-2-27
Pump Control Valve (Negative Control Relief

Valve)
The pump control valve is provided in the farthest
downstream side of neutral circuit (4), which is an open-
center circuit. The pump control valve discharges the
pressurized oil to the tank in response to the operation
of the loading control valve, and controls pump delivery
flow rate. (Refer to SYSTEM / Hydraulic System.)
Operation
1. When the pressure in chamber P is at the set
pressure of spring (1) or lower, the pressurized oil
from the pump in the neutral circuit (in chamber P) 2
flows to the tank circuit (chamber T) through orifice
(2).
3
2. When pressure in chamber P reaches the set
pressure of spring (1), poppet (3) moves to the
left, and the oil in chamber P flows to chamber T 1
through the external circumference of poppet (3).
The discharged oil amount to the tank increases,
meanwhile the pump delivery flow rate is
90Z7BT03-02-20
decreased.
1- Spring 3- Poppet
2- Orifice
TONFB50-EN-00(20160108) T3-2-28
1 3
2
7
90Z7BT03-02-21
a- To Main Pump Regulator
1- Spring 3- Poppet 5- Main Pump 7- Multiple Control Valve

2- Orifice 4- Neutral Circuit 6- Hydraulic Tank
TONFB50-EN-00(20160108) T3-2-29
(Blank)
TONFB50-EN-00(20160108) T3-2-30
Fan Pump (Pilot Pump)

The pilot pump, a gear pump directly connected to the
engine, supplies pressurized oil to the fan motor and fan
valve.
(Refer to "Pilot Pump" in Group 1 Pump Device.)
3
Rotation
90Z7BT03-01-03
1- Inlet Port 2- Outlet Port 1 3- Outlet Port 2
TONFB50-EN-00(20160108) T3-3-1
Fan Motor
The fan motor is a gear motor. The fan motor consists of
oil motor (1) with shaft (4), and outrigger bearing (3) with
shaft (6), connected with coupling (2).
When pressurized oil is supplied from the pilot pump, oil

motor (1) turns.
The end of shaft (6) is connected to the fan by woodruff

key joint (5). Therefore, the rotation of shaft (6) is
transmitted to the fan.
Fan Motor Specifications

Type Bidirectional rotation gear motor
Displacement
33.1 cm3/rev (2.0 in3/rev)
Capacity
Pressure 17.4 MPa (2524 PSI)
Rating
Speed 1650 rpm
TONFB50-EN-00(20160108) T3-3-2
1
4
6
3
90Z7BT03-03-01
1- Oil Motor 3- Outrigger Bearing 5- Woodruff Key

2- Coupling 4- Motor Shaft 6- Outrigger Bearing Shaft
TONFB50-EN-00(20160108) T3-3-3
Fan Valve
The fan valve consists of fan speed control solenoid valve Radiator
(1), fan reverse rotation control solenoid valve (2), fan
control valve (3), and fan reverse rotation spool (4).
Fan speed control solenoid valve (1) is shifted by the

signals from the Main Controller (MC) and controls the
operation of fan control valve (3).
Fan control valve (3) is shifted according to the operation
of fan speed control solenoid valve (1) and returns
pressurized oil to the hydraulic tank.
Therefore, pressurized oil flowing to the fan motor
decreases and the fan can rotate at the best speed. (Refer
to SYSTEM / Control System.)
In addition, when the fan reverse rotation switch is

turned ON, fan reverse rotation control solenoid valve (2)
is shifted by the signals from MC. Therefore, fan reverse Fan Control Valve
rotation spool (4) is shifted and the fan rotates in reverse.
5
90Z7-03-03-02
Pressure Sensor (Fan Circuit Pressure)
When hydraulic fan circuit pressure sensor (fan pump 5- Hydraulic Fan Circuit
output pressure sensor) (5) detects the decrease of Pressure Sensor (Fan Pump
circuit pressure (due to engine shut down, fan motor Output Pressure Sensor)
speed change, etc.), the anti-void valve refills hydraulic
oil from the returning oil to prevent cavitation. (Refer to
T3-3-12)

for pump delivery pressure (mounted to the block
assy), brake primary pressure (unloader valve), and for
emergency steering pressure (steering valve). Refer to
T3-1-10 for the sensor specifications.
TONFB50-EN-00(20160108) T3-3-4
B A
2
T
4
3
S
1
TNED-03-03-001
Dr P
A- Port A P- Port P S- Port S (Pressure Sensor T- Port T

B- Port B Mounting Port) Dr- Drain Port
1- Fan Speed Control Solenoid 2- Fan Reverse Rotation Control 3- Fan Control Valve
Valve Solenoid Valve 4- Fan Reverse Rotation Spool
TONFB50-EN-00(20160108) T3-3-5
Operation
 Normal Rotation
1. Pressurized oil from port P splits into three circuits.

One flows to fan reverse rotation spool (2) and the
other flows to poppet (3) in fan control valve (5). The
other flows to fan speed control solenoid valve (7), 1
2
fan reverse rotation control solenoid valve (6), and
the spring (4) chamber in fan control valve (5). 4 6
2. As fan reverse rotation control solenoid valve (6)

is not shifted during normal rotation, fan reverse
rotation spool (2) is pushed by the spring (1) force in
the direction of the heavy black arrow. 5
3. Pressurized oil from port P flows to the fan motor

through the periphery of fan reverse rotation spool
(2) and port A.
9
7
4. Therefore, the fan rotates in normal direction.
90Z7BT03-03-02
P- From Pilot Pump A- To Fan Motor (Normal

T- To Hydraulic Tank Rotation Side)
Dr- To Hydraulic Tank B- To Fan Motor (Reverse
Rotation Side)
1- Spring 7- Fan Speed Control Solenoid

2- Fan Reverse Rotation Spool Valve
4- Spring 9- Hydraulic Fan Circuit Pressure
5- Fan Control Valve Sensor (Fan Pump Output
6- Fan Reverse Rotation Control Pressure Sensor)
Solenoid Valve
TONFB50-EN-00(20160108) T3-3-6
Fan Control Valve

(Normal Rotation)
6 T
B A
4 1
2
3
Dr
TNED-03-03-005
P- From Pilot Pump Dr- To Hydraulic Tank A- To Fan Motor (Normal Rotation B- To Fan Motor (Reverse
T- To Hydraulic Tank Side) Rotation Side)
1- Spring 4- Spring 6- Fan Reverse Rotation Control 7- Fan Speed Control Solenoid
2- Fan Reverse Rotation Spool 5- Fan Control Valve Solenoid Valve Valve
3- Poppet
TONFB50-EN-00(20160108) T3-3-7
 Reverse Rotation
1. When the fan reverse rotation switch is turned

ON, fan reverse rotation control solenoid valve (6)
is shifted by the signals from the Main Controller.
(Refer to SYSTEM / Control System.)
2
2. Pressurized oil from port P is routed to the end of
8 6
fan reverse rotation spool (2) through spool (8) of
fan reverse rotation control solenoid valve (6).
3. Therefore, fan reverse rotation spool (2) moves

toward the arrow.
4. Pressurized oil from port P flows to the fan motor

through the periphery of fan reverse rotation spool
(2) and port B.
9
5. Therefore, the fan rotates in reverse direction.

90Z7BT03-03-03

Dr- To Hydraulic Tank B- To Fan Motor (Reverse
Rotation Side)
2- Fan Reverse Rotation Spool 9- Hydraulic Fan Circuit Pressure

6- Fan Reverse Rotation Control Sensor (Fan Pump Output
Solenoid Valve Pressure Sensor)
8- Spool
TONFB50-EN-00(20160108) T3-3-8
Fan Control Valve

(Reverse Rotation)
6 T
B
A
P
2
Dr
TNED-03-03-006
2- Fan Reverse Rotation Spool 6- Fan Reverse Rotation Control 8- Spool

Solenoid Valve
TONFB50-EN-00(20160108) T3-3-9
 Fan Speed Control
1. The Main Controller (MC) activates fan speed

control solenoid valve (7) according to coolant
temperature, torque converter oil temperature,
hydraulic oil temperature, etc. (Refer to SYSTEM /
Control System.)
2. Therefore, the spring (4) chamber is connected to

port Dr or drain, returning oil to the hydraulic tank.
3. Pressurized oil in the spring (4) chamber flows to

port Dr to the hydraulic tank through orifice (11), 4
passage (9), and the spool (10) of fan speed control
solenoid valve (7). 9
7
4. Therefore, the pressure in the spring (4) chamber

decreases.
5. When the pressure in the spring (4) chamber is

5
lower than the pressure at port P, poppet (3) in fan 11 10
control valve (5) moves toward in the direction of
90Z7BT03-03-04
the bold black arrow and pressurized oil from port P
flows to port T (hydraulic tank).
6. Pressurized oil flowing to the fan motor decreases Dr- To Hydraulic Tank B- To Fan Motor (Reverse
and the fan speed slows. Rotation Side)
4- Spring 9- Passage
7. This action permits the fan to rotate at the best
5- Fan Control Valve 10- Spool
speed. 7- Fan Speed Control Solenoid 11- Orifice
Valve
8. In addition, pressurized oil in the spring (4) chamber
flows to port Dr (hydraulic tank) through orifice (11)
in a manner that slowly bleeds it of, and permits the
action to have a modulation effect.
9. Therefore, the fan speed is prevented from

changing suddenly.
TONFB50-EN-00(20160108) T3-3-10
Fan Control Valve
11
B
A
4
P
Dr
10 TNED-03-03-007
3- Poppet 7- Fan Speed Control Solenoid 10- Spool

4- Spring Valve 11- Orifice
5- Fan Control Valve 9- Passage
TONFB50-EN-00(20160108) T3-3-11
Make-Up Function
The make-up valve keeps the hydraulic fan drive from The following explains the make up function.
developing what are known as cavitation ("voids" 1. When pressure at port A or port B is lower than
or vacuum pockets) when slowing down or while pressure at port T (hydraulic oil tank), check valve
reversing the fan rotation. (12) moves up.
Sudden decreases in rpm’s (min-1) can cause voids
(cavitation) to occur, and these voids would produce a 2. Hydraulic oil in port T flows to port A or port B and
symptom of delays in response to directional changes cavitation is prevented.
or delays in changes in fan speed. 3. When pressure at the port A or port B side rises to
If a make-up valve sticks closed, these delays can the specified pressure, check valve (12) is closed by
occur. If it were to stick in the open position, the speed the spring (13) force.
in a given direction would be affected, making the
fan rotate much more slowly than normal when that
direction is selected.
12 13 13 12
B
A
TNED-03-03-008
T- To Hydraulic Oil Tank A- To Fan Motor (Normal Rotation B- To Fan Motor (Reverse
Side) Rotation Side)
12- Check Valve 13- Spring
TONFB50-EN-00(20160108) T3-3-12
Outline
Steering pilot valve (Orbitrol) (1) is located between
hydraulic pumps (2, 6) and steering valve (3).
Steering pilot valve (1) supplies pressurized oil from

pilot pump (2) or main pump (6) to steering valve (3) via
reducing valve (4) in response to the movement of the
steering wheel.
(Refer to SYSTEM / Hydraulic System / Steering Circuit.)
Unit Location
1
5 (RH)
4
P1
P2
5 (LH)
6
5 (RH)
3 2
5 (LH)
90Z7BT03-04-01
P1: Pressurized Oil From Pilot Pump P2: Pressurized Oil From Main Pump
1- Steering Pilot Valve (Orbitrol) 3- Steering Valve 5- Stop Valve

2- Pilot Pump 4- Reducing Valve 6- Main Pump
TONFB50-EN-00(20160108) T3-4-1
Overview
1 2
T487-03-02-001
4 3
a- Steering Wheel
1- Port L (for Steering (Left)) 3- Port P (from Pilot Pump or Main Pump)
2- Port R (for Steering (Right)) 4- Port T (to Hydraulic Tank)
TONFB50-EN-00(20160108) T3-4-2
Structure 11 7 8 10
The steering pilot valve (Orbitrol) consists of gerotor

(8), drive (7), sleeve (3), spool (4), pin (5), housing (1),
centering springs (2), and others.
When the steering wheel is rotated, spool (4) rotates, and

an oil passage is opened between spool (4) and sleeve (3).
Pressurized oil from the pilot pump is controlled by spool
(4) and sleeve (3), and flows to the steering valve. 9
Centering springs (2) are arranged in both spool (4) and

sleeve (3), and returns sleeve (3) to the neutral position
when the steering wheel is stopped.
T1F3-03-07-002
1 2 5 4 3 6
2 4
3
R
1
L
12
10
9
6 T4GB-03-04-008
1- Housing 4- Spool 7- Drive 10- Cap

2- Centering Spring 5- Pin 8- Gerotor 11- Check Valve
3- Sleeve 6- Plate 9- Spacer 12- Hole
TONFB50-EN-00(20160108) T3-4-3
Operation 4 8 3 7
Sleeve (3), spool (4), and drive (7) are all connected to Port L Port R
each other by pin (5). When the steering wheel (spool (4))
is rotated, a relative angular difference arises between
sleeve (3) and spool (4) as hole (12) of spool (4) is a
lengthened one.
Movement of the steering wheel is transmitted only
to spool (4), and port P (from the steering pump) is
connected to port R (to the steering valve) or port L Steering
through sleeve (3) and spool (4). Wheel
Port T Port P
2 11 2
T4GB-03-04-007
11 1 6 10
T1F3-03-07-002
1 5 4 3 7 8
TONFB50-EN-00(20160108) T3-4-4
Steering (Left)
1. When the steering wheel is turned left, spool (4) 4. Returning oil from steering valve (14) enters port R,
rotates, and pressurized oil from the pilot pump flows in the order of housing (1) - sleeve (3) - spool
flows in the order of port P - sleeve (3) - spool (4) - (4) - sleeve (3) - port T, and returns to the hydraulic
sleeve (3) - housing (1) - gerotor (8). oil tank.
2. Pressurized oil from gerotor (8) flows in the order of 5. When pressurized oil from pilot pump (16) enters
housing (1) - sleeve (3) - spool (4) - sleeve (3) - port gerotor (8), gerotor (8) rotates left. Rotation of
L - steering valve (14), and controls steering valve gerotor (8) is transmitted to sleeve (3) through drive
(14). (7), and sleeve (3) rotates left similarly.
3. Steering valve (14) activates steering cylinders (13) 6. When sleeve (3) rotates the same amount of turns
with pressurized oil from main pump (15) and turns as spool (4), passages of sleeve (3) and spool (4)
the machine to the left. are closed and operation of steering valve (14) is
stopped.
7. Therefore, gerotor (8) rotates in response to rotation
of the steering wheel and steering valve (14) is
operated in response to the amount of turns of the
steering wheel.
90T4GB-03-04-09KC
1- Housing 7- Drive 15- Main Pump 19- Stop Valve

2- Centering Spring 8- Gerotor 16- Pilot Pump
3- Sleeve 13- Steering Cylinder 17- Steering Pilot Valve (Orbitrol)
4- Spool 14- Steering Valve 18- Reducing Valve Block
TONFB50-EN-00(20160108) T3-4-5
Steering (Right)
T L R P
1. When the steering wheel is turned right, pressurized
oil from the pilot pump flows in the order of port P
- port R - steering valve, activates the steering valve,
and turns the machine to the right.
2. Returning oil from the steering valve flows in the
order of port L - port T and returns to the hydraulic
tank.
T4GB-03-04-010
Neutral
1. When the steering wheel is not rotated, pressurized
oil from the pilot pump is blocked by spool (4) and T P
does not flow to the steering valve.
2. Therefore, the steering cylinder is not operated.
4 T4GB-03-04-011
TONFB50-EN-00(20160108) T3-4-6
Outline
The steering valve is located between the main pump and
the steering cylinders.
The steering valve supplies pressurized oil from the

main pump to the steering cylinders in response to pilot
pressure of the steering pilot valve (Orbitrol).
Steering cylinder circuits are protected with the overload

relief valves.
Steering Valve Overview
90TNED-03-05-01
TONFB50-EN-00(20160108) T3-5-1
Steering Valve Main Component
1. Steering spool
The movement of the steering spool is controlled
by the oil pressure supplied from the Orbitrol to
the main steering valve oil pack. At the center of
the spool, there is a variable orifice with chamfers
(throttle grooves). This orifice controls the oil flow
rate.
2,3. Overload relief valves with make-up function

These valves prevent excessive high pressure
caused by external force and a vacuum (negative
pressure) in the steering oil line.
4. Load check valve

This valve prevents the backflow of pressurized oil
in the circuit.
8. Main relief valve

The main relief valve controls the maximum
operating pressure when turning the steering
wheel.
9. Meter-In compensation spool

This is the flow control spool sending oil to the
steering line depending on the displacement of the
steering spool. The excess oil goes to the loading
line.
TONFB50-EN-00(20160108) T3-5-2
2 3
A B
1 4
Pa Pb
6 8
P
9
90Z7BT03-05-01
A- Port A: Pressure for Steering (Left) T- Port T: Return to Hydraulic Tank Pb- Port Pb: Pilot Pressure for Steering
B- Port B: Pressure for Steering (Right) Pa- Port Pa: Pilot Pressure for Steering (Left) (Right)
P- Port P: From Main Pump
1- Steering Spool 4- Load Check Valve 8- Main Relief Valve

2- Overload Relief Valve 5- Variable Orifice 9- Meter-In Compensation Spool
3- Overload Relief Valve 6- Fixed Orifice
TONFB50-EN-00(20160108) T3-5-3
Steering Valve Cross Section View
90TNED-03-05-03
Section A-A
90TNED-03-05-04
Section B-B
90T4GB-03-04-06
1- Steering Spool 4- Load Check Valve 8- Main Relief Valve 11- Spring
2- Overload Relief Valve 5- Variable Orifice 9- Meter-In Compensation Spool
3- Overload Relief Valve 6- Fixed Orifice (with Filter) 10- Poppet
TONFB50-EN-00(20160108) T3-5-4
Operation
Neutral Position
When steering spool (1) is in the neutral position,
variable orifice (5) in steering spool (1) closes to stop
flow of the pressurized oil from the steering pump, and
the oil will not be supplied to the steering cylinders.
fNOTE: The steering valve for

the 90Z7 is shown.
90Z7-03-05-01
1- Steering Spool 5- Variable Orifice
TONFB50-EN-00(20160108) T3-5-5
Steering (Left Turn Position)

 During low-speed turning
When the steering wheel is turned left, pilot pressure oil
from the steering pilot valve (Orbitrol) flows to port Pa
1. Displacement of steering spool (1) is small. However,
and spool (1) moves left.
since the oil flow rate to the steering cylinder is
reduced at variable orifice (5) at the spool center,
Pressurized oil from the main (steering) pump flows to the
the pressure difference between the front and rear
steering cylinders through port P and variable orifice (5)
of the orifice is increased.
and load check valve.
2. When the pressure difference is increased to a
The pressurized oil moves the cylinder rods and the specified value, meter-in compensation spool (2) is
machine turns to the left. opened to discharge excess oil to the loading line.
3. In this way, extreme increase in the amount of the
oil from the main pump to the cylinder is prevented.
 During high-speed turning
1. Steering spool (1) is pushed all the way to the left,

and variable orifice (5) is fully opened. Under such
a condition, all the oil is used for steering to enable
high-speed turning.
2. At a low engine speed, the oil flow rate from the
main pump is low, therefore the pressure difference
between the front and rear of variable orifice (5) is
small, and meter-in compensation spool (2) opens
the passage to steering spool (1).
3. At a high engine speed, oil flow rate to variable
orifice (5) is increased, therefore the pressure
difference between the front and rear of variable
orifice (5) is increased. Meter-in compensation spool
(2) moves to close the passage to steering spool (1).
4. Thus, oil flow to the steering cylinder is controlled,
and the excess oil is sent to the loading line.
TONFB50-EN-00(20160108) T3-5-6
Left Turn:
2
P
Pa
T
1 5
90Z7BT03-05-02
1- Steering Spool 2- Meter-In Compensation Spool 5- Variable Orifice
TONFB50-EN-00(20160108) T3-5-7
Steering Valve Meter-In Compensator

 When the pump discharge amount is small
The pressure difference between the chambers A and
B is small (pressure PA in chamber A nearly equals to
pressure PB in chamber B), and meter-in compensation
spool (2) is being pushed to the left by spring (3).
Accordingly, the oil sent from the pump flows to the

steering circuit.
 When the pump discharge amount is increased

The pressure difference (PA-PB) is increased to a
specified value or more, meter-in compensation spool
(2) starts to be shifted to the right and the excessive oil
is bypassed to the loading circuit.
As described above, the steering circuit is given priority in

receiving the pressurized oil from the pump.
However, when the number of rotations of the engine
becomes larger and the oil flow rate exceeds the preset
value, the meter-in compensation spool (2) bypasses the
excessive oil to the loading circuit.
This keeps the oil flow rate constant in the steering circuit.
TONFB50-EN-00(20160108) T3-5-8
Meter-in Compensation Spool Operation

When the pump discharge amount is small:
a 2 3 B
1 4 b 90Z7BT03-05-03
When the pump discharge amount is increased:
a 2 B
b 90Z7BT03-05-04
a- From Pump b- To Steering Circuit
1- Steering Spool 2- Meter-In Compensation Spool 3- Spring 4- Variable Orifice
TONFB50-EN-00(20160108) T3-5-9
Steering Main Relief Valve

Normal Operation:
When the pressure is at the preset value or less,
steering spool (1) is open. The chambers A and B are
filled with oil, and meter-in compensation spool (2)
is balanced in the position shown in the figure to the
right.
Relief Operation:
When the pressure in the cylinder circuit exceeds the
preset value (and the oil pressure rises naturally in both
the chambers A and B), main relief valve (3) opens and
the oil in the chamber B escapes into the tank circuit.
As a result, the pressure in the chamber A becomes
relatively high, meter-in compensation spool (2) is
shifted to the right, and the oil sent from the pump
flows into the loading circuit.
TONFB50-EN-00(20160108) T3-5-10
Main Relief Valve Operation

Normal Operation:
90Z7-03-05-06
Relief Operation:
90Z7-03-05-07
a- From Pump b- To Tank c- To Steering Cylinder d- From Steering Cylinder
1- Steering Spool 2- Meter-In Compensation Spool 3- Main Relief Valve
TONFB50-EN-00(20160108) T3-5-11
Steering Overload Relief Valve

Overload relief valves with makeup valve are located in
the circuit between the steering cylinder and the steering
spool on the both sides of the steering cylinder.
While the steering spool is located in the neutral position,
the steering cylinder circuits are closed.
Overload Relief Function

In this situation, if an external shock (force) is applied to
one side of the cylinder (the bottom side in the figure
to the right) causing abnormally high pressure to build
up in the circuit, the oil escapes through the valve on
side A, in order to prevent damage to the piping and
the cylinder.
Makeup Function
On the other side of the cylinder (the rod side in the
figure to the right), the oil is allowed to enter from
the drain to tank circuit as is required from the oil that
escaped from the bottom side of the cylinder, in order
to prevent vacuum (negative pressure (or void)) from
developing in the circuit.
TONFB50-EN-00(20160108) T3-5-12
B A
90Z7-03-05-08
a- External Force b- To Tank
1- Overload Relief Valve (Overload Relief 2- Overload Relief Valve (Make-Up

Function) Function)
TONFB50-EN-00(20160108) T3-5-13

 When the oil pressure is at the preset valve or less
The pressurized oil from the cylinder is sent to the

chamber B through the hole A of piston (1), but poppet
(2) does not move.
Plunger (4) is pressed against sleeve (3) by the spring
force.
Also sleeve (3) completely closes the cylinder port by
the pressure area difference of the sleeve between the
cylinder port side and the chamber B side.
 When the oil pressure exceeds the preset value
When the oil pressure in the cylinder line rises above

the pressure set by the spring, poppet (2) is moved to
the right and opens the port.
Then the oil in the chamber B flows to the tank through
clearance between the body and sleeve (3).
As a result, the pressure in the chamber B rapidly
lowers and plunger (4) is moved right.
Then plunger (4) opens the port to the tank port and
the pressurized oil in the cylinder port escapes to the
tank port.
TONFB50-EN-00(20160108) T3-5-14

When the oil pressure is at the preset value or less:
90T107-02-05-19
When the oil pressure exceeds the preset value:
90T178-03-03-49
A- Orifice a- From Cylinder b- To Tank
1- Piston 2- Poppet 3- Sleeve 4- Plunger
TONFB50-EN-00(20160108) T3-5-15
Make-Up Valve Operation

When the pressure is reduced below the tank pressure,
the make-up valve is opened.
When the pressure at the cylinder port becomes less
than tank pressure, sleeve (3) is moved to the right by
the pressure area difference of the sleeve between
the right and left (Y-X). Sleeve (3) opens the port and
the oil flows to the cylinder port. It prevents a vacuum
(negative pressure) in the cylinder.
90T178-03-03-50
a- To Cylinder b- From Tank
3- Sleeve
TONFB50-EN-00(20160108) T3-5-16
Steering Spool Variable Orifice

When the steering spool is pushed in, variable orifice (5)
is opened, and the pressurized oil from the pump goes
through variable orifice (5).
The pressure generated before and after variable orifice

(5) leads to the chambers PA and PB.
The pressure difference varies depending on the opening

area of variable orifice (5) and the passing oil flow rate.
90Z7-03-05-03
TONFB50-EN-00(20160108) T3-5-17
Steering Pilot Circuit and Its Operation

1. The pilot oil from Orbitrol (steering pilot valve) (1)
first enters end cover (2) of the steering valve, then
passes through steering spool flow amplifier notch
(4) and pilot orifice (5) and flows to end cover (2)
on the opposite side, returning to the tank through
Orbitrol (1).
2. As the amount of oil flowing through amplifier

notch (4) and pilot orifice (5) increases, the pressure
of the oil inside end cover (2) increases, pushing in
steering spool (3).
3. The variable orifice opens, regulating the amount

of oil flowing to the cylinder circuit, depending
on flow volume, and thus the distance the spool is
pushed in.
TONFB50-EN-00(20160108) T3-5-18
Steering Pilot Circuit
90Z7-03-05-09
Port A: To Cylinder Port P: From Pump

Port B: From Cylinder Port T: To Tank
1- Orbitrol (Steering Pilot Valve) 4- Flow Amplifier Notch 6- Meter-In Compensation Spool (Steering
2- End Cover 5- Pilot Orifice Valve)
3- Steering Spool
TONFB50-EN-00(20160108) T3-5-19
Flow Amplifier Notch and Pilot Orifice

1. If no oil is sent from the Orbitrol (steering pilot
valve), the spool is held in the neutral position by
return spring (6) and flow amplifier notch (4) is
closed.
2. When pilot oil is sent from the Orbitrol, the oil

flows through pilot orifice (5), the pressure of the
oil inside end cover (2) rises, pushing the spool and
opening flow amplifier notch (4).
90Z7-03-05-10
3. Then, the oil flows through flow amplifier notch (4)
and pilot orifice (5).
P- Pilot Oil
2- End Cover 5- Pilot Orifice

4- Flow Amplifier Notch 6- Return Spring
TONFB50-EN-00(20160108) T3-5-20
When pilot flow is low:

When the spool is pushed in a little, opening the flow
amplifier notch (1) a little, the pilot oil easily flows out,
and the spool will not be pushed in any further.
(The hydraulic force applied at the end of the spool (H)
is in balance with the force of the return spring (S).)
90Z7-03-05-11
When pilot flow rises:

As the opening of the flow amplifier notch (1) is narrow,
the pressure inside the end cover is raised higher,
pushing the spool in.
When the spool is pushed in, the opening of the flow
amplifier notch (1) becomes larger, making it easier for
pilot oil to flow out; thus, the rise in pressure stops and 90Z7-03-05-12
the spool is stopped at a position where the hydraulic
force applied to the end of the spool (H) is in balance
P- Pilot Pressure S- Return Spring Force
with the force of the return spring (S). H- Hydraulic Force
1- Flow Amplifier Notch 2- Pilot Orifice

Opening
TONFB50-EN-00(20160108) T3-5-21
(Blank)
TONFB50-EN-00(20160108) T3-5-22
Group 6 Pilot Valve
Outline (Fingertip Control Type Pilot Valve

for Front Attachment)
The pilot valve controls pilot pressure oil in order to move
the spool in the control valve.
The pilot valve delivers pilot pressure oil in proportion to
the control lever stroke. This is done by using a Pressure
Proportional Control (PPC) Valve which moves the spool Hydraulic Symbol
in the control valve.
Port No.
1 Bucket Dump
2 Bucket Roll Back
3 Lift Arm Lower P
T
4 Lift Arm Raise
2 1 4 3
T4GB-03-05-001
90T4GB-03-05-02
P- Port P (Pressure Oil from Pilot Pump)

T- Port T (To Hydraulic Oil Tank)
TONFB50-EN-00(20160108) T3-6-1
Group 6 Pilot Valve
Operation
Neutral (Output Curve: A to B)
1. At the neutral position of the control lever, spool a E F
(7) is completely blocking the pressurized oil from
port P. Also, output port (Y) is connected to tank D
port (T) through notch part (Z) of spool (7), and
the pressurized oil in output port (Y) is equal to the
pressure in the hydraulic tank.
C
2. When the control lever is moved slightly, lever
(1) is tilted, and push rod (2) and push rod (3)
A B b
are pushed in. Push rod (3) and spring guide (4)
remain mutually connected, and move downward, T523-02-05-001
compressing return spring (6).
a- Pilot Pressure b- Control Lever Stroke
3. At this time, spool (7) is pushed by balance spring

(5), and moves downward until the clearance (X)
becomes zero.
4. During this movement, output port (Y) remains

connected with tank port (T), and pressurized oil is
not supplied to output port (Y).
fNOTE: Lever stroke during the period when the

clearance (X) becomes zero is the play of the control
lever.
TONFB50-EN-00(20160108) T3-6-2
Group 6 Pilot Valve
6
T
X
X
P Z
Y T4GB-03-05-003 T4GB-03-05-004
P- Pilot Pressure Port T- Tank Port Y- Output Port
X- Clearance Z- Notch Part
1- Lever 3- Push Rod 5- Balance Spring 7- Spool

2- Push Rod 4- Spring Guide 6- Return Spring
TONFB50-EN-00(20160108) T3-6-3
Group 6 Pilot Valve
While Metering Pilot Oil (Output Curve: C to D) Full Stroke (Output Curve: E to F)
1. When the control lever is further tilted, output port 1. When the control lever is fully stroked, push rod (3)
(Y) is connected with pilot pressure port (P) through moves downward until spring guide (4) contacts the
spool (7). shoulder part of the casing.
2. Pressurized oil from Port P flows into output port (Y) 2. At this time, spool (7) is directly pushed by the
through spool (7), and the pressure in output port bottom of push rod (3). Therefore, output port (Y)
(Y) is raised. remains connected to the port P through notch
part (Z) of spool (7) because even if the pressure at
the output port is raised, spool (7) does not move
3. Pressure in output port (Y) works spool (7), and
upward.
tends to push up spool (7).
3. As a result, the pressure at the output port end is

4. In case the force to push up spool (7) is less than the
equal to the pressure at port P. Stroke amount C of
balance spring (5) force, balance spring (5) does not
the stem determines the total stroke of the lever.
compress. The port P and output port (Y) remain
connected, and the pressure in output port (Y)
keeps rising.
a E F
5. When the pressure in output port (Y) rises the D

force to push spool (7) up increases. If this force
overcomes the balance spring (5) force, spool (7)
moves upwards, compressing balance spring (5).
C
6. When spool (7) moves upward, output port (Y) is
not connected any longer, and pressurized oil stops
A B b
flowing from port P to output port (Y). And pressure
in output port (Y) stops increasing. T523-02-05-001

7. In this way, balance spring (5) is compressed in
proportion to the amount spool (7) is pushed down,
and the pressure in output port (Y) is the balanced
pressure working on the spring force and spool (7).
TONFB50-EN-00(20160108) T3-6-4
Group 6 Pilot Valve
5 C
T
4
Z
P P
7 7
Y T4GB-03-05-005 Y T4GB-03-05-006
Z- Notch Part
3- Push Rod 4- Spring Guide 5- Balance Spring 7- Spool
TONFB50-EN-00(20160108) T3-6-5
Group 6 Pilot Valve
Electromagnetic Detent
1. Coil for detent is installed at the push rod part of the
pilot valve.
2. When one of the control levers is tilted, push rod

(2) and plate (8) of the opposite side are pushed
upwards by the spring force.
3. If the control lever is fully stroked, plate (8) of

the opposite side (forced up side) is held by
electromagnetic coil assembly (10). This holds the
control lever at it’s position.
4. This electromagnetic attraction between coil

assembly (10) and plate (8) continues until coil
assembly (10) is deenergized or until the magnetic
force is forcibly separated by operating the control
lever toward the neutral direction with enough
force to overcome the power of detents.
10
90T4GB-03-05-07
2- Push Rod 8 - Plate 10 - Coil Assembly
TONFB50-EN-00(20160108) T3-6-6
Group 6 Pilot Valve
(Blank)
TONFB50-EN-00(20160108) T3-6-7
Group 6 Pilot Valve
Outline (Joystick Type Pilot Valve for Front

Attachment)
The pilot valve controls pilot pressure oil in order to move
the spool in the control valve.
The pilot valve delivers pilot pressure oil in proportion to
the control lever stroke. This is done by using a Pressure
Proportional Control (PPC) Valve which moves the spool
in the control valve.
Port No.
1 Lift Arm Lower
2 Bucket Dump
3 Lift Arm Raise
4 Bucket Roll Back
Hydraulic Symbol
P
T
2 1 3 4
T4GB-03-05-001
P 3
4 2
TNED-03-06-002
T 1
P- Port P (Pressure Oil from Pilot T- Port T (To Hydraulic Oil Tank)
Pump)
TONFB50-EN-00(20160108) T3-6-8
Group 6 Pilot Valve
Operation
The spool (7) head comes in contact with the upper
surface of spring guide (4). Spring guide (4) is kept raised
by return spring (6).
1
fNOTE: Total lever stroke is determined by stroke
dimension (X) of stem (2).
2
4
7
5
TNED-03-06-003
1- Cam 3- Case 5- Balance Spring 7- Spool

2- Stem 4- Spring Guide 6- Return Spring 8- Hole
TONFB50-EN-00(20160108) T3-6-9
Group 6 Pilot Valve
Neutral (Output Curve: A to B)

1. When in neutral, spool (7) completely blocks
pressurized oil from port P (pilot pump). In addition,
output port (Y) is opened to the tank port (T) a E F
(hydraulic tank) through the inner passage in the
lower part of spool (7). D
2. Therefore, pressure in output port (Y) is equal to the

pressure of the tank port (T).
C
3. When the control lever is slightly tilted, cam (1) is

tilted and stem (2) is pushed downward. Stem (2) A B b
compresses return spring (6) along with spring
guide (4) together. T523-02-05-001

4. At this time, as pressure in output port (Y) is equal
to that in the tank port T, spool (7) moves downward
due to the balance spring (5) force that is caged
between spring guide (4) and spool (7). Note that
the lower surface of the upper head of spool (7)
remains in contact with spring guide (4).
5. This downward movement of spool (7) and port

alignment continue until hole (8) on spool (7) is
connected to port P.
TONFB50-EN-00(20160108) T3-6-10
Group 6 Pilot Valve
1 1
2 2
4 4
7 7
5 5
T 6 T 6
8 8
3 3
P Y TNED-03-06-003 P Y TNED-03-06-004

TONFB50-EN-00(20160108) T3-6-11
Group 6 Pilot Valve
While Metering Pilot Oil (Output Curve: C to D)

1. When the control lever is further tilted and stem (2)
is moved further downward, hole (8) on spool (7)
is connected to port P and pressurized oil in port P a E F
flows to output port (Y).
D
2. Pressure in output port (Y) is routed to the bottom
surface of spool (7) so that spool (7) is pushed
upward. This upward force is seen by the operator
as lever feedback pressure, and contributes to C
operational feel and hydraulic pilot modulation.
A B b
3. When the force to move spool (7) upward is less
than the balance spring (5) force, balance spring (5) T523-02-05-001
does not compress. The result is that spool (7) does a- Pilot Pressure b- Control Lever Stroke
not raise and pressure in output port (Y) increases.
4. As pressure in output port (Y) increases the force to

move spool (7) upward increases. When this force
overcomes the balance spring (5) force, spool (7)
compresses balance spring (5) and moves upward.
5. As spool (7) moves upward, hole (8) is closed so that

pressurized oil from port P stops flowing to output
port (Y) and pressure in output port (Y) stops
increasing.
6. As spool (7) moves downward and balance spring

(5) is compressed, pressure routed to the bottom
surface of spool (7) increases until pressure balances
with the increasing spring force. This increasing
pressure is equal to the pressure in output port (Y).
TONFB50-EN-00(20160108) T3-6-12
Group 6 Pilot Valve
1 1
2 2
4 4
7 7
5 5
T 6 T 6
8 8
3 3
P Y TNED-03-06-005 P Y TNED-03-06-006

TONFB50-EN-00(20160108) T3-6-13
Group 6 Pilot Valve
Full Stroke (Output Curve: E to F)

1. When the control lever is fully stroked, the balance
spring (5) force (force to push spool (7) downward)
is greater than pressure in output port (Y) (force to a E F
push spool (7) upward).
D
2. Therefore, even if pressure in output port (Y)
increases further, hole (8) on spool (7) remains open.
C
3. Consequently, pressure in output port (Y) is equal to
that in port P.
A B b
T523-02-05-001
TONFB50-EN-00(20160108) T3-6-14
Group 6 Pilot Valve
2
4
7
5
T
6
3
P Y TNED-03-06-007

TONFB50-EN-00(20160108) T3-6-15
Group 6 Pilot Valve
Electromagnetic Detent
1. The coil for detent is installed inside the pilot valve.
2. If the control lever is fully stroked, plate (9) is held

by electromagnetic coil assembly (10).
3. This electromagnetic attraction between coil

assembly (10) and plate (9) continues until coil
assembly (10) is deenergized or until the magnetic
force is forcibly separated by the operator by means
of physically overpowering the magnetic force on
the control lever.
10
TNED-03-06-007
9- Plate 10- Coil Assembly
TONFB50-EN-00(20160108) T3-6-16
Outline
The charging circuit block consists of unloader valve The combination valve consists of manifold valve (1) and
(brake charge valve) (6) and combination valve. parallel/tandem switching solenoid valve (2).
Unloader valve (6) supplies pressurized oil from the pilot
pump, with priority to service brake accumulators (5), Manifold valve (1) supplies pressurized oil from unloader
the brake valve, and the fan motor circuit. In addition, valve (6) to the torque control solenoid, loading circuit
unloader valve (6) also supplies pressurized oil to control solenoid valve unit, and parking brake. In
manifold valve (1). addition, when the front control lever lock solenoid valve
is shifted, manifold valve (1) also supplies pressurized
oil to the pilot valve. Pressurized oil to the optional ride
control circuit is also supplied via manifold valve (1).
2 6
1
5
5
To hydraulic tank
90Z7BT03-07-01
1- Combination Valve (Manifold Valve) 3- Pressure Sensor (Primary Loading Pilot 6- Unloader Valve (Brake Charge Valve)
2- Combination Valve (Parallel/Tandem Pressure)
Switching Solenoid) 4- Pressure Sensor (Brake Pressure Alarm)
5- Service Brake Accumulator
TONFB50-EN-00(20160108) T3-7-1
Brake Charge Valve (Unloader Valve)

a
The brake charge valve supplies pressurized oil from the
1 2
pilot pump, with priority to the service brake accumulator,
brake valve, and fan motor circuit. In addition, the brake
charge valve also supplies pressurized oil to the manifold 3
valve.
b
Operation 16 4
 Between pressure accumulation start and finish 17 5
6
1. When the pressure of brake circuit (accumulator) 7
decreases, the passage (5) pressure also decreases. d T
Plunger (6) and valve pilot (7) are moved down (up
on the circuit diagram) by the spring (8) force. 15
8
14
2. Therefore, the passage (14) pressure increases 9
slowly as passage (14) and tank port (T) are blocked
13 10
by valve pilot (7).
3. When the passage (14) pressure is under the P

condition that the passage (14) pressure and the 11
spring (13) force are greater than the oil chamber 12
c
(11) pressure, priority valve (12) moves right as
shown in diagram. 90Z7BT03-07-03
4. Pressurized oil from pilot pressure port (P) pushes to a- To Brake Valve (Front Side) d- To Manifold Valve
open check valve (9) and flows to the accumulator b- To Brake Valve (Rear Side)
c- To Fan Control Valve
and brake circuit.
1- Orifice 11- Oil Chamber

5. When the pressure difference is generated in the 2- Orifice 12- Priority Valve
front and rear brake circuits or the accumulator at 3- Spool 13- Spring
this time, spool (3) moves to the pressure-low side. 4- Spring 14- Passage
5- Passage 15- Orifice
6- Plunger 16- Spring
6. Therefore, pressurized oil is supplied with priority 7- Valve Pilot 17- Pressure Sensor
given to fill the circuit with the least pressure first. 8- Spring
9- Check Valve
10- Orifice
7. When the brake circuit pressure decreases as
described above, pressurized oil is supplied with
priority given to the brake circuit. The result is that
the accumulator gets charged so that the brake Pressure Sensor (Brake Pressure Alarm) (17)
system can operate.
When the service brake circuit (accumulator) pressure
decreases to the abnormal level, the brake oil low
8. This operation continues until the accumulator pressure indicator turns ON.
pressure increases and reaches the cutout pressure.
for pump delivery pressure (mounted to the block assy),
hydraulic fan circuit pressure (fan control valve), and for
emergency steering pressure (steering valve).
Refer to T3-1-10 for the sensor specifications.
TONFB50-EN-00(20160108) T3-7-2
Section A-A
8 14 13 12
P
11
T
7 10
B B 6
9
15
Section B-B
4 3 16
C C 5
A A
15 10
Section C-C
2 1
4 16
TNED-03-07-017
3
P- Port P (From Pilot Pump)

T- Port T (To Hydraulic Tank)
1- Orifice 5- Passage 9- Check Valve 13- Spring

2- Orifice 6- Plunger 10- Orifice 14- Passage
3- Spool 7- Valve Pilot 11- Oil Chamber 15- Orifice
4- Spring 8- Spring 12- Priority Valve 16- Spring
TONFB50-EN-00(20160108) T3-7-3
 When accumulator has been charged

a
1. Pressurized oil in passage (5) is routed to plunger 1 2

(6).
3
2. In addition, the accumulator pressure is blocked
by check valve (9) and is retained or held by check b
valve (9). 16 4
5
3. When the accumulator pressure reaches the cutout 6
pressure, plunger (6) and valve pilot piston (7) are 7
moved up (down on the circuit diagram) by the d T
passage (5) force.
15
4. Passage (14) is connected to port T (hydraulic tank) 8
14
so that the passage (14) pressure decreases. 9
13 10
5. Therefore, when the passage (14) pressure and the
spring (13) force is lesser than the oil chamber (11)
pressure, priority valve (12) moves left. P
12 11
6. Consequently, more pressurized oil in port P flows c
to the brake circuit and manifold valve.
90Z7BT03-07-03
7. This operation continues until the service brake is a- To Brake Valve (Front Side) d- To Manifold Valve
applied (the brake circuit pressure decreases). b- To Brake Valve (Rear Side)
c- To Fan Control Valve

2- Orifice 10- Orifice
3- Spool 11- Oil Chamber
4- Spring 12- Priority Valve
5- Passage 13- Spring
6- Plunger 14- Passage
7- Valve Pilot 15- Orifice
8- Spring 16- Spring
TONFB50-EN-00(20160108) T3-7-4
Section A-A
8 14 13 c 12
P
11
T
7 10
B B 6
9
15
Section B-B
4 3 16
C C 5
A A
15 10
Section C-C
2 1
4 16
TNED-03-07-017
3
c- To Fan Control Valve P- Port P (From Pilot Pump)

T- Port T (To Hydraulic Tank)
1- Orifice 5- Passage 9- Check Valve 13- Spring

2- Orifice 6- Plunger 10- Orifice 14- Passage
3- Spool 7- Valve Pilot 11- Oil Chamber 15- Orifice
4- Spring 8- Spring 12- Priority Valve 16- Spring
TONFB50-EN-00(20160108) T3-7-5
Combination Valve (Manifold Valve)

The manifold valve of combination valve supplies
pressurized oil from the unloader valve (brake charge
valve) to the main pump (torque control solenoid valve),
and loading circuit control solenoid valve unit. a 6
In addition, reducing valve (1), parking brake solenoid d
3 2
valve (2), and loading pilot control lever lock solenoid b
valve (3) are equipped within the manifold valve.
4
5
Reducing valve (1) keeps the pilot pump pressure to the
specified set pressure.
Parking brake solenoid valve (2) is an ON/OFF solenoid
valve. It is shifted by the signals from the parking brake g f
switch and controls the oil supply to the parking brake.
Loading pilot control lever lock solenoid valve (3) is c
also an ON/OFF solenoid valve. It is shifted by the front 1
loading pilot control lever lock switch and supplies pilot
h e
pressurized oil to the pilot valve.
90TNED-03-07-21
1 3
2
d b
(T)
(T) e
(ACC1) f
4
(Z)
(Z)
(P)
a c c a
6
(T) (P)
c
90TNED-03-07-19
a- From Unloader Valve d- To Pilot Valve g- From Accumulator (for Parking Brake)
b- To Parking Brake e- To Main Pump (Torque Control Solenoid h- To Parallel/Tandem Switching Solenoid
c- From Parallel/Tandem Switching Valve) Valve Unit
Solenoid Valve Unit f- To Ride Control Accumulator (Opt)
1- Reducing Valve 3- Loading Pilot Control Lever Lock 5- Check Valve

2- Parking Brake Solenoid Valve Solenoid Valve 6- Pressure Sensor (Loading Pilot Pressure)
4- Check Valve
TONFB50-EN-00(20160108) T3-7-6
Reducing Valve
Reducing valve (1) keeps the pilot pump pressure
to operate the parking brake and loader pilot valve
functions.
Operation
1. Pressurized oil from the unloader valve via port A 4. When the oil pressure on the pilot oil circuit side
flows into the pilot oil circuit by way of passage Z. becomes less than the set pressure, the pressure at
The oil pressure is applied also on chamber C byway chamber C becomes equivalent to the pressure on
of orifice 1 (2). the pilot oil circuit side (B).
2. When the pressure in the pilot oil circuit is at or 5. Therefore, plunger (4) moves down by a spring,
above the set pressure, the oil in chamber C escapes opens the passage Z, then introduces the
to the tank by way of orifice 2 (3) and passage Y. accumulator pressure to the pilot oil circuit side
so that the pressure is maintained at the specified
3. As a result, the pressure in chamber C decreases.
value.
Then plunger (4) moves up and closes passage Z so
that the pressure on the pilot oil circuit side does
not exceed the set pressure.
T
3
2
A
4
Z B
90TNED-03-07-20
1- Reducing Valve 2- Orifice1 3- Orifice 2 4- Plunger
TONFB50-EN-00(20160108) T3-7-7
Pressure Sensor Specifications (Loading Pilot

Pressure)
Output Voltage 0.5~4.5 V
Operation Pressure 0~4.9 MPa (0~711 PSI)
Withstanding Pressure 6.9 MPa (1000 PSI)
(V)
5
(4.5)
(3.7)
Output Voltage
(1.3)
(0.5)
(MPa)
0 (0.98) 2 3 (3.92) 5
Pressure
90Z7-03-07-02 90TNED-04-05-01a
(Calibration Point)
1 2 3
35830-60130
1- GND 2- Output (Vout) 3- Power Supply (5V)(Vcc)
fNOTE: This sensor is identical to the pressure sensors

for the bucket/lift arm pilot pressure mounted to the flow
regulator valve. (Refer to T3-11-2.)
TONFB50-EN-00(20160108) T3-7-8
Combination Valve (Parallel / Tandem

Switching Solenoid Valve)
Parallel/tandem switching solenoid valve (2) is a
proportional solenoid valve, shifted by the signals from
MC and controls the flow rate of the parallel circuit
according to work load. (Refer to p. T2-4-36 Parallel Circuit
Flow Rate Control.)
1- Manifold Valve
2- Parallel/Tandem Switching Solenoid Valve 90Z7BW03-12-07
TONFB50-EN-00(20160108) T3-7-9
Proportional Solenoid Valve
The proportional solenoid valve is controlled by an

electric current signal from MC (main controller) and
provides output pressure in proportion to the electric
current.
 When in neutral  When energized

1. Spring (2) pushes spool (1) to the right and output 1. Solenoid (3) pushes spool (1) to the left in
port S is connected to tank port T. proportion to the electrical current flowing through
solenoid (3).
2. Pilot pressure oil from port P flows to output port S
and pressure at output port S increases.
3. This pressure at output port S is routed to stepped
part a of spool (1). Spool (1) is pushed to the right
due to surface area differences at the spool surfaces
indicated in illustration call out "a".
4. When pressure at output port S increases and the
force to push spool (1) to the right overcomes
the force to push spool (1) to the left by solenoid
(3), spool (1) is moved back to the right and the
passage between output port S and port P is
closed. Therefore, pressure at output port S stops
increasing, and oil flow is stopped.
T S P 1 2 3
TDAA-03-07-013
1- Spool 2- Spring 3- Solenoid
TONFB50-EN-00(20160108) T3-7-10
Service Brake Accumulator

The service brake accumulators are installed in the
accumulator oil circuit of the unloader valve (brake
charge valve).
High-pressure nitrogen gas is contained in the
accumulator, and pressurized oil from the pilot pump
compresses the nitrogen gas through the piston.
The brake circuit oil pressure is stored by compression of
the nitrogen gas.
90T4GB-03-08-09
TONFB50-EN-00(20160108) T3-7-11
(Blank)
TONFB50-EN-00(20160108) T3-7-12
Group 8 Drive Unit
Outline
The selectable range drive unit consists of transmission
(2) and torque converter (1).
The drive unit is connected with the engine through the

first propeller shaft.
The engine output power is transmitted from the engine

flywheel to transmission (2) through the first propeller
shaft and torque converter (1).
b
a
c
d
2
90Z7BTE03-08-01
a- First Propeller Shaft Side b- Main Pump Side c- Second Propeller Shaft Side d- Third Propeller Shaft Side
1- Torque Converter 2- Transmission
TONFB50-EN-00(20160108) T3-8-1
Group 8 Drive Unit
Main Component
6
9 2
25 18
21
12
13
A 14
15
19 16
17
20
8 1
7
23
11
10
4 22 5
Arrow View A 24
90Z7BTE03-08-03
1- Torque Converter 12- Proportional Solenoid Valve (For Forward 17- Proportional Solenoid Valve (For 4th
2- Torque Converter Charging Pump Clutch) Speed Clutch)
3- Main Pump Drive Shaft 13- Proportional Solenoid Valve (For Reverse 18- Proportional Solenoid Valve (Lock-Up
4- Parking Brake Clutch) Clutch)
5- Strainer 14- Proportional Solenoid Valve (For 1st 19- Parking Brake Pressure Sensor
6- Air Breather Speed Clutch) 20- Transmission Oil Temperature Sensor
7- Transmission Control Valve 15- Proportional Solenoid Valve (For 2nd 21- Flange (for 1st Propeller Shaft)
8- Torque Converter Output Speed Sensor Speed Clutch) 22- Flange (for 2nd Propeller Shaft)
9- Torque Converter Input Speed Sensor 16- Proportional Solenoid Valve (For 3rd 23- Flange (for 3rd Propeller Shaft)
10- Machine Speed Sensor Speed Clutch) 24- Drain Port
11- Machine Speed Sensor (Backup) 25- Transmission Regulator Valve
TONFB50-EN-00(20160108) T3-8-2
Group 8 Drive Unit
Transmission Pressure Sensor Port
10
2
4
5
A 6
7
8
9
1 3
Arrow View A
90Z7BTE03-08-02
1- Torque Converter Output Pressure 4- Forward Clutch Pressure Sensor Port 8- Third Speed Clutch Pressure Sensor Port
Sensor Port 5- Reverse Clutch Pressure Sensor Port 9- Fourth Speed Clutch Pressure Sensor
2- Torque Converter Input Pressure Sensor 6- First Speed Clutch Pressure Sensor Port Port
Port 7- Second Speed Clutch Pressure Sensor 10- Lock-Up Clutch Pressure Sensor Port
3- Parking Brake Pressure Sensor Port Port
TONFB50-EN-00(20160108) T3-8-3
Group 8 Drive Unit
Front View of Transmission

6
A 1
B
B
2
C C
A 90Z7BTE03-08-04
5
f NOTE: See the next page for the cross section views.
1- Main Pump Drive Shaft 3- Parking Brake 5- Front Output Flange (for 2nd 7- Machine Speed Sensor
2- Transmission Control Valve 4- Charging Pump Propeller Shaft)
6- Breather
TONFB50-EN-00(20160108) T3-8-4
Group 8 Drive Unit
Cross Section View of Transmission

14
REV
17
1
B-B
13 11
4
FWD
12
3
2ND 1ST
10 9
8
5
16 15 7
A-A
4TH 3RD
C-C 90Z7BTE03-08-05
1- Main Pump Drive Shaft 7- Drain Plug 13- Lock-Up Clutch

2- Center PTO 8- Rear Output Flange (for Third Propeller 14- Reverse Clutch
3- Forward Clutch Shaft) 15- Third Speed Clutch
4- Parking Brake 9- First Speed Clutch 16- Fourth Speed Clutch
5- Front Output Flange (for Second 10- Second Speed Clutch 17- T/C Input Flange (for First Propeller
Propeller Shaft) 11- Idler Shaft Shaft)
6- Output Shaft 12- Torque Converter
TONFB50-EN-00(20160108) T3-8-5
Group 8 Drive Unit
Number of Gear Teeth
5 6
17
R
F 8
2
3
11
4
7
1&2
15
9
10
13
16
3&4
12
14
90Z7BT03-08-04
No. Gear name Number of teeth No. Gear name Number of teeth
1 Input gear 42 10 1st range hub gear 46
2 PTO drive gear 72 11 Low range gear 32
3 Forward clutch gear 31 12 4th range hub gear 36
4 Forward hub gear 45 13 3rd range hub gear 46
5 Rear clutch gear 31 14 High range gear 65
6 Rear hub gear 45 15 Output gear (for high range gear) 32
7 Idler gear (for F/R gear) 38 16 Output gear (for low range gear) 52
8 Idler gear (for speed gear) 28 17 Charging pump drive gear 65
9 2nd range hub gear 36
f NOTE: The gear number corresponds to those in the illustration on page T3-8-11.
TONFB50-EN-00(20160108) T3-8-6
Group 8 Drive Unit
(Blank)
TONFB50-EN-00(20160108) T3-8-7
Group 8 Drive Unit
Torque Converter (Lock-Up)

The torque converter is between the first propeller shaft 1. Hydraulic oil is supplied from the charging pump to
and transmission. torque converter drive cover (7).
2. The area of the impellers is filled with oil. When
The torque converter consists of turbine impeller (1),
the engine is started, pump impeller (2) rotates,
pump impeller (2), and stator (3), all in torque converter
therefore the oil will circulate to rotate turbine
case (11) filled with oil.
impeller (1) (circulation order: pump --> turbine -->
stator --> pump).
The pump is connected to the first propeller shaft, and
rotates together with the shaft. The turbine is connected 3. Oil is redirected by fixed stator impeller (3) back to
to the torque converter output shaft to transmit the pump impeller (2).
power to the transmission.
4. When turbine impeller (1) rotates, the power will be
transmitted to the output shaft (9).
fNOTE: If the engine speed/pump impeller speed stays

the same, the turbine impeller speed is reduced due to
the transmission load, output torque is increased. This is
"torque multiplication".
1 2
5
3
6 4
a b
13
12 8
10
11
90Z7BT03-08-06
a- First Propeller Shaft Side b- Main Pump Side
1- Turbine Impeller Assy 5- Lock-Up Piston 9- Turbine Shaft 12- Flange (for First Propeller
2- Pump Impeller 6- Friction Plate 10- PTO Drive Gear Shaft)
3- Stator 7- Drive Cover 11- Torque Converter Case 13- Main Pump Drive Shaft
4- Stator Hub 8- Stator Shaft
TONFB50-EN-00(20160108) T3-8-8
Group 8 Drive Unit
Lock-Up Clutch Function

The torque converter is equipped with the lock-up 1. When the lock-up solenoid valve is activated, the
device. torque converter oil flows between turbine shaft (9)
and main pump drive shaft (13), and goes through
When the lock-up clutch is engaged, the power from the oil hold provided in the housing.
the first propeller shaft is directly transmitted to the
2. This presses lock-up piston (5) to friction plate (6).
turbine. As a result, slip between the pump and the
As a result, drive cover (7) is coupled with turbine
turbine is eliminated.
shaft (9) to complete the lock-up status.
This is an advantage during high speed travel and
in "load and carry" operations. Less fuel is used,
higher ground speed can be reached, and less heat is
generated.
9
Pressurized oil
a b
13
90Z7BT03-08-07
a- First Propeller Shaft Side b- Main Pump Side
5- Lock-Up Piston 7- Drive Cover 13- Main Pump Drive Shaft

6- Friction Plate 9- Turbine Shaft
TONFB50-EN-00(20160108) T3-8-9
Group 8 Drive Unit
Transmission
The transmission is powered hydraulically by hydraulic
engagement of speed and directional ranges.
f NOTE: The spring applied oil pressure released type
parking brake is installed to the 1st and 2nd speed clutch
There are four clutch packs, and four forward speed shifts shaft.
and four reverse speed shifts are available depending on
the combination of the respective clutches.
Two clutches must be engaged at the same time to move
the machine. One is for direction, and the other is for
speed.
The input shaft has a gear to transmit torque to the
forward or reverse clutch, then to the selected speed
clutch gear through the idler gear.
The speed clutch gear also transmits torque to the output
gear by the low/high-range gear.
Transmission Gear Pattern

(Viewed from Machine Front Side)
Reverse
Input Idler Gear
Forward
Clutch Reverse
Clutch
Idler
Gear
1st & 2nd 3rd & 4th

Speed Clutch Speed Clutch
Output
90Z7B-03-08-01
TONFB50-EN-00(20160108) T3-8-10
Group 8 Drive Unit
4
3
7
10
R
6 9
5
8
A 1st & 2nd
13
3rd & 4th
12
15
11
16
14
90Z7BTE03-08-06
1- Input Gear 7- Idler Gear (for F/R Gear) 13- 3rd Range Hub Gear
2- Turbine Shaft 8- Idler Gear (for Speed Gear) 14- High-Range Gear
3- F-Gear 9- 2nd Range Hub Gear 15- Output Gear (for High-Range Gear)
4- F Hub Gear 10- 1st Range Hub Gear 16- Output Gear (for Low-Range Gear)
5- R-Gear 11- Low-Range Gear
6- R Hub Gear 12- 4th Range Hub Gear
TONFB50-EN-00(20160108) T3-8-11
Group 8 Drive Unit
Operation of Transmission
Forward First Speed
1. When first forward range is selected, the forward 3. Torque from F hub gear (4) is transmitted to 1st
clutch and 1st and 2nd speed clutch are engaged. range hub gear (10) through F gear (3), idler gear for
F/R gear (7), and idler gear for speed gear (8).
2. Input torque from the torque converter enters input
gear (1), and is transmitted to F hub gear (4). 4. Then, the torque is applied to output gear (16)
through first range hub gear (10), and low-range
gear (11).
Input
4
Forward
Clutch
7
10 8
1st & 2nd

Speed Clutch
11
16
Output
90Z7B-03-08-02
Torque Transmission Drawing: Forward First Speed
1- Input Gear 4- F Hub Gear 8- Idler Gear 11- Low Range Gear
3- Forward Gear 7- Idler Gear 10- 1st Range Hub Gear 16- Output Gear
TONFB50-EN-00(20160108) T3-8-12
Group 8 Drive Unit
F 8
3
4
11
7
1st & 2nd
10
16
90Z7B-03-08-03
Gear Connection Drawing: Forward First Speed
1- Input Gear 4- F Hub Gear 8- Idler Gear 11- Low Range Gear
3- Forward Gear 7- Idler Gear 10- 1st Range Hub Gear 16- Output Gear
TONFB50-EN-00(20160108) T3-8-13
Group 8 Drive Unit
Forward Second Speed

1. When Second forward range is selected, the forward
clutch and 1st and 2nd speed clutch are engaged.
gear (1), and is transmitted to F hub gear (4).
3. Torque from F hub gear (4) is transmitted to 2nd
range hub gear (9) through F gear (3), and idler gear
(7).
4. Then, the torque is applied to output gear (16)
through 2nd range hub gear (9), and low-range gear
(11).
Input
4
Forward
Clutch
7
9
1st & 2nd

Speed Clutch
11
16
Output
90Z7B-03-08-04
Torque Transmission Drawing: Forward Second Speed
1- Input Gear 4- F Hub Gear 9- 2nd Range Hub Gear 16- Output Gear
3- Forward Gear 7- Idler Gear 11- Low Range Gear
TONFB50-EN-00(20160108) T3-8-14
Group 8 Drive Unit
F
3 4
11
7
1st & 2nd
16
90Z7B-03-08-05
Gear Connection Drawing: Forward Second Speed
1- Input Gear 4- F Hub Gear 9- 2nd Range Hub Gear 16- Output Gear
3- Forward Gear 7- Idler Gear 11- Low Range Gear
TONFB50-EN-00(20160108) T3-8-15
Group 8 Drive Unit
Forward Third Speed

1. When third forward range is selected, the forward
clutch and 3rd and 4th speed clutch are engaged.
gear (1) and is transmitted to F hub gear (4).
3. Torque from F hub gear (4) is transmitted to 3rd
range hub gear (13) through F gear (3), idler gear for
F/R gear (7), and idler gear for speed clutch gear (8).
through 3rd range hub gear (13), and high-range
gear (14).
Input
4
Forward
Clutch
7
13
8
3rd & 4th

Speed Clutch
14
15
Output
90Z7B-03-08-06
Torque Transmission Drawing: Forward Third Speed
1- Input Gear 4- F Hub Gear 8- Idler Gear 14- High Range Gear
3- Forward Gear 7- Idler Gear 13- 3rd Range Hub Gear 15- Output Gear
TONFB50-EN-00(20160108) T3-8-16
Group 8 Drive Unit
F
3 4
15
13
3rd & 4th
14
90Z7B-03-08-07
Gear Connection Drawing: Forward Third Speed
1- Input Gear 4- F Hub Gear 8- Idler Gear 14- High Range Gear
3- Forward Gear 7- Idler Gear 13- 3rd Range Hub Gear 15- Output Gear
TONFB50-EN-00(20160108) T3-8-17
Group 8 Drive Unit
Forward Fourth Speed

1. When fourth forward range is selected, the forward
clutch and 3rd and 4th speed clutch are engaged.
gear (1) and is transmitted to F hub gear (4).
3. Torque from F hub gear (4) is transmitted to 4th
range hub gear (12) through F gear (3) and idler
gear (7).
through 4th range hub gear (12), and high-range
gear (14).
Input
4
Forward
Clutch
7
12
3rd & 4th

Speed Clutch
14
15
Output
90Z7B-03-08-08
Torque Transmission Drawing: Forward Fourth Speed
1- Input Gear 4- F Hub Gear 12- 4th Range Hub Gear 15- Output Gear
3- Forward Gear 7- Idler Gear 14- High Range Gear
TONFB50-EN-00(20160108) T3-8-18
Group 8 Drive Unit
F
3 4
15
12
3rd & 4th
14
90Z7B-03-08-09
Gear Connection Drawing: Forward Fourth Speed
1- Input Gear 4- F Hub Gear 12- 4th Range Hub Gear 15- Output Gear
3- Forward Gear 7- Idler Gear 14- High Range Gear
TONFB50-EN-00(20160108) T3-8-19
Group 8 Drive Unit
Reverse First Speed

1. When first reverse speed range is selected, the
reverse clutch and 1st and 2nd speed clutch are
engaged.
gear (1), and is transmitted to R hub gear (6) via
reverse idler gear (2).
3. Torque from R hub gear (6) is transmitted to 1st
range hub gear (10) through R gear (5), idler gear for
F/R gear (7), and idler gear for speed gear (8).
through first range hub gear (10), and low-range
gear (11).
1 2
Input
Reverse Clutch
7
5
8
10
1st & 2nd

Speed Clutch
11
Output
16
90Z7B-03-08-10
Torque Transmission Drawing: Reverse First Speed
1- Input Gear 6- R Hub Gear 10- 1st Range Hub Gear

2- Reverse Idler Gear 7- Idler Gear 11- Low Range Gear
5- R Gear 8- Idler Gear 16- Output Gear
TONFB50-EN-00(20160108) T3-8-20
Group 8 Drive Unit
5 R
8 11
7
1st & 2nd
10
16
90Z7B-03-08-11
Gear Connection Drawing: Reverse First Speed
1- Input Gear 6- R Hub Gear 10- 1st Range Hub Gear

2- Reverse Idler Gear 7- Idler Gear 11- Low Range Gear
5- R Gear 8- Idler Gear 16- Output Gear
TONFB50-EN-00(20160108) T3-8-21
Group 8 Drive Unit
Transmission Control Valve

Six proportional solenoid valves (1) direct oil to the Damper valve (3) operates as an accumulator of the
respective clutch packs, and select or shift speed shift and control circuit. Peak pressure is absorbed by damper valve
forward/reverse travel direction. (3) and smoothens the spool (2) movement. Damper
The Transmission Control Unit sends variable electric valves (3) are all the same ones.
signals to proportional solenoid valves (1) for smooth
clutch application. When the machine moves, three clutch packs are
Six proportional solenoid valves (1) and spools (2) are engaged. The forward clutch, and reverse clutch are
identical to each other. directional control packs, first speed clutch, second speed
clutch, third speed clutch, and fourth speed clutch are
 Proportional solenoid valve Y1 applies the forward speed control clutch packs.
clutch.
 Proportional solenoid valve Y2 applies the reverse
clutch.
 Proportional solenoid valve Y3 applies the first speed
clutch.
 Proportional solenoid valve Y4 applies the second
speed clutch.
 Proportional solenoid valve Y5 applies the third
speed clutch.
 Proportional solenoid valve Y6 applies the fourth
speed clutch.
TONFB50-EN-00(20160108) T3-8-22
Group 8 Drive Unit
Transmission Control Valve Assembly
6 2
1 4
F
Y1
Y2 R
1
Y3
2
Y4
3
Y5
4
Y6
90T4GC-03-09-28K
1- Proportional Solenoid Valve 3- Damper Valve (Piston) 6- Filter

2- Spool 4- Rod
TONFB50-EN-00(20160108) T3-8-23
Group 8 Drive Unit
Exploded View of Transmission Control Valve
2 4
90Z7-03-08-02K
1- Proportional Solenoid Valve 3- Damper Valve (Piston) 6- Filter

2- Spool 4- Rod
TONFB50-EN-00(20160108) T3-8-24
Group 8 Drive Unit
Lock-Up Clutch Control Valve
4
1
B
1- Proportional Solenoid Valve B 2 B-B

2- Spool 90Z7BT03-08-09
3- Ball 4
4- Plug
3
2
1
90Z7BT03-08-10
TONFB50-EN-00(20160108) T3-8-25
Group 8 Drive Unit
Transmission Regulator Valve

19
Transmission regulator valve (8) is a spring type spool
valve, and controls the pressurized oil from the charging
pump to be constant.
8
This valve supplies pressurized oil to transmission control
valve (18) to operate the clutches.
Oil not used for the control circuit flows to torque
converter (7).
fNOTE: To prevent overheat in torque converter (7),

18
check valves (14, 15) are installed. Refer to T3-8-32.
1. Pressurized oil from the charging pump 1 via port

P1 goes through orifice X in spool (1) into chamber
Y.
7
2. When the oil pressure in chamber Y increases above
the set pressure by spring (3), spool (1) is shifted to
the right, opens the port (A) to torque converter (7).
90Z7BT03-08-12
3. Controlled pressurized oil from the charging pump

1 via port P1 goes to transmission control valve (18) (B) (A) 7
through the oil passage in the transmission case.
8
14
18
(P1) (P2)
19
15
16
90Z7BT03-08-11
7- Torque Converter 16- T/C Oil Cooler

8- Transmission Regulator 18- Transmission Control Valve
Valve 19- Lock-Up Clutch Control
14- Check Valve 1 Valve
15- Check Valve 2
TONFB50-EN-00(20160108) T3-8-26
Group 8 Drive Unit
14
(P2)
Z
(A) (B)
(P1)
b
a p2
p1 Z (P2)
15
(B)
2
90Z7-03-08-03a
p1- From Charging Pump 1 a- To Torque Converter

p2- From Charging Pump 2 b- To T/C Oil Cooler, PTO Lubrication
1- Spool 14- Check Valve 1

2- Piston 15- Check Valve 2
3- Spring
TONFB50-EN-00(20160108) T3-8-27
Group 8 Drive Unit
Transmission Regulator Valve Operation
 Normal Operation  Overflow
1. Pressurized oil from the charging pump 1 via port 1. Excess oil from the charging pump 1 goes from port
P1 goes through orifice X in spool (1) into chamber P1 to torque converter (7) through the oil path in
Y. the transmission case.
2. When the oil pressure in chamber Y increases above 2. The oil accumulated in regulator spool (1) at spring
the set pressure by spring (3), spool (1) is shifted to (3) side is drained to transmission case (d).
the right, opens the port (A) to torque converter (7),
3. When the oil from port P2 overflows, the pressure
and excessive pressurized oil escapes to the torque
overcomes the spring force of check valve 2 (15)
converter. Accordingly, the flow rate entering the
and opens port B.
control valve is adjusted.
Excess oil goes through oil path within the
3. Controlled pressurized oil from the charging pump transmission case and the external lines, merged
1 via port P1 goes to transmission control valve (18) with T/C outlet line, and flows to torque converter
through the oil passage in the transmission case. oil cooler (16) (b).
4. Pressurized oil from the charging pump 2 via
port P2 goes to check valve 1 (14). This pressure  Bypass the Torque Converter
overcomes the spring force and opens check valve 1
(14). 1. If T/C turbine speed is low while the charging pump
Thus the total amount of oil is sent to torque 1 is at high operation and increasing the output oil
converter (7). amount (stall), the T/C inlet port pressure increases.
fNOTE: The pressure difference between T/C (7) inlet 2. When the pressure difference between T/C inlet and
outlet exceeds the set pressure, check valve 2 (15)
and outlet is small, check valve 2 (15) is closed due to the
spring force. seating pressure overcomes the spring force, and
opens the port.
5. The oil goes through torque converter (7) is sent to
T/C oil cooler (16). 3. Then, the pressure at check valve 1 (14) seating
side is lower than the spring side, check valve 1 (14)
closes the oil passage to torque converter (7) by the
spring force.
4. Thus the total amount of oil from port P2 is sent to
T/C oil cooler (16).
TONFB50-EN-00(20160108) T3-8-28
Group 8 Drive Unit
(B) p2
Normal
15 (P2) 14
Overflow, bypass
Z Z
90Z7-03-08-05
3
Cross Section Z-Z 2 Y 1
(P1) (A)
X 90T4GC-03-09-26K
p1 a d
(B)
(P1)
(A)
Merged with T/C outlet,

T/C oil cooler
7 Pump gear, shaft lubrication
90Z7BT03-08-12
p1- From Charging Pump 1 p2- From Charging Pump 2 a- To Torque Converter b- To T/C Oil Cooler
1- Spool 3- Spring 8- Transmission Regulator Valve 15- Check Valve 2

2- Piston 7- Torque Converter 14- Check Valve 1
TONFB50-EN-00(20160108) T3-8-29
Group 8 Drive Unit
Safety Valve
If the ambient temperature is low, the supplied oil
Safety Valve Function pressure may exceed the set pressure of regulator valve
Safety valve (1) is installed in the circuit between (3) due to the high viscosity of oil, damaging the oil
transmission case (2) and regulator valve (3). filter.
To avoid this situation, check valve (5) controls the oil
When starting the engine, the charging pump is driven pressure below the withstand pressure of the filter.
by the pump drive shaft in the torque converter, which
is directly connected to the crank shaft. The pressurized
oil from the charging pump flows through the oil filter
and check valve (5), is regulated to a constant pressure
by regulator valve (3), and supplied to transmission
control valve (4).
b
6 a
2 1 5
a- From Charging Pump b- To Torque Converter
90Z7-03-08-08
90Z7BTE03-08-07
2
5
1
3 90Z7-03-08-09
1- Safety Valve Assy Cross Section (Top View)
2- Transmission Case
3- Regulator Valve
4- Transmission Control Valve
5- Check Valve
6- Lock-Up Control Valve
TONFB50-EN-00(20160108) T3-8-30
Group 8 Drive Unit
Safety Valve Operation

Pressurized oil from the charging pump 1 (a) flows When safety valve (1) is activated due to the rapid
through transmission case (2) and check valve (5) to increase of oil pressure above the spring force, the
regulator valve (3). poppet is moved to the left and opens the oil path to
transmission case (2). This drains pressurized oil (c) to
The poppet of check valve (5) is usually pressed to the transmission case (2) and lowers the pressure, thus
valve body by the spring force, and closes the oil path protects the filter.
to transmission case (2), and total amount of supplied
oil is sent to torque converter (b).
 Normal Operation a b 2
5
1
3 90Z7-03-08-09
2
 When safety valve is activated. 5 c a
1
3 90Z7-03-08-10
a- From Charging Pump c- To Transmission Case

b- To Torque Converter
1- Safety Valve Assy 2- Transmission Case 3- Regulator Valve 5- Check Valve
TONFB50-EN-00(20160108) T3-8-31
Group 8 Drive Unit
Torque Converter Safety Valve

Torque Converter Safety Valve Function When the charging pump operation speed is high but
the torque converter turbine speed is low, or when the
Torque converter safety valve (1) is installed within
ambient temperature is too low, the oil pressure inside
torque converter housing (2) between the torque
the torque converter may become abnormally high
converter and regulator valve (3).
and damage the torque converter.
To avoid this situation, safety valve (1) controls the oil
The excess oil from regulator valve (3) flows to the
pressure in the torque converter.
torque converter via the oil path in transmission case
(4) and torque converter housing (2).
3 4
2
90Z7BTE03-08-08
3
4 2
A A 1
Cross Section A-A 90Z7-03-08-12

90Z7BT03-08-18
1- Safety Valve Assy 2- Torque Converter Housing 4- Transmission Case

(Set Pressure: 0.91 MPa) 3- Regulator Valve
TONFB50-EN-00(20160108) T3-8-32
Group 8 Drive Unit
Torque Converter Safety Valve Operation

Pressurized oil (a) sent from regulator valve (3) via When safety valve (1) is activated due to the rapid
port A flows through the oil path in transmission case increase of oil pressure above the spring (6) force, ball
(4) and torque converter housing (2) to the torque (5) is moved to open the oil path between ball (5) and
converter (b). ball seat (8) to transmission case (4).
Pressurized oil is drained to torque converter housing
Ball (5) is usually pressed to ball seat (8) by spring (6) via (c). Also pressurized is drained to transmission case (d)
spring seat (7), and closes the oil path to transmission through elbow adapter (9) and tube (10). Thus, lowers
case (2), and total amount of supplied oil is sent to the T/C inner pressure and protects in the torque
torque converter. converter.
 Normal Operation  When safety valve is activated.

b b
2
4
c
5 5
a a
8 8
6
6
7 7
d
5
9 10
90Z7-03-08-12 90Z7-03-08-12
a- From Regulator Valve c- To Torque Converter d- To Transmission Case

b- To Torque Converter Housing
2- Torque Converter Housing 5- Ball 7- Spring Seat 9- Elbow Adapter

4- Transmission Case 6- Spring 8- Ball Seat 10- Tube
TONFB50-EN-00(20160108) T3-8-33
Group 8 Drive Unit
Parking Brake
The parking brake is the spring applied oil pressure 10 each of brake disc (friction plates) and 11 each of
released type. separation disc (steel plates) are assembled in parking
brake housing (7) and mounted to 1st&2nd clutch shaft
(6).
1
2
90Z7BTE03-08-09
1- Brake Piston 4- Separation Plate (Steel Plate) (11 used) 7- Brake Housing
2- Spring (28 used) 5- Disc Hub
3- Brake Disc (Friction Plate) (10 used) 6- Shaft
TONFB50-EN-00(20160108) T3-8-34
Group 8 Drive Unit
Parking Brake Operation

 When the parking brake is applied.  When the parking brake is released.
Brake discs (3) engage with transmission shaft (6) via Turning off the parking switch turns on the solenoid
disc hub (5), and separation discs (4) engages with valve for parking. Oil (a) flows into the piston chamber,
brake housing (7). pushes piston (1) to the right overcoming spring force
(2), and release the brake.
Turning on the parking switch turns off the solenoid
valve for parking, drains the oil in the brake piston
chamber, pushes piston (1) with spring (2) to the left.
Piston (1) presses brake discs (3) and separation discs
(4) each other, stops the rotation of brake discs (3), and
makes the brake effective.
a
4
1
90Z7-03-08-14
a- From Parking Brake Release Solenoid

Valve
1- Brake Piston 4- Separation Plate (Steel Plate) (11 used) 7- Brake Housing
2- Spring (28 used) 5- Disc Hub
3- Brake Disc (Friction Plate) (10 used) 6- Shaft
TONFB50-EN-00(20160108) T3-8-35
Group 8 Drive Unit
Parking Brake Manual Release
dWARNING: Sudden accidental movement of the

machine could result in serious injury or death.
1. Loosen bolts (1) and turn plates (2) to release it from
manual release bolts (3) (at two positions).
Before manually operating the parking brake 2. Press two manual release bolts (3) until both reach
solenoid: to brake piston (4).
 Lower the boom and attachment to the ground.
3. Tighten manual release bolts (3) alternately and
 Place chocks on both sides of the tires.
evenly. This returns brake piston (4).
 Be sure the machine is in neutral and engine is
stopped. 4. Further tighten bolts (3) until you feel they are
rather tight; the brake is released.
If the parking brake cannot be released due to an
engine or electrical problem, such as a failed parking
brake solenoid valve coil or electrical circuit, perform
the following operation.
1 2
5 1
3
90Z7-03-08-15
1- Bolt 3- Bolt for Parking Brake Manual Release 5- Disc Brake

2- Plate 4- Brake Piston
TONFB50-EN-00(20160108) T3-8-36
Group 8 Drive Unit
Drive Unit Circuit

Torque Converter and Transmission Circuits
4th 3rd 2nd 4 1st 2 R F
Y6 Y5 Y4 Y3 Y2 Y1
20
6
8 9 7
18
10 14 F
15
1st & 2nd
13 16
19
L/U 17
11 12 3rd & 4th
21 5
90Z7BTE03-08-10
1- Proportional Solenoid Valve 7- Torque Converter 13- Oil Filter (On Machine) 19- Torque Converter Safety Valve
2- Spool 8- Regulator Valve 14- Check Valve 1 20- Lock-Up Clutch Control Valve
3- Damper Valve 9- Torque Converter Safety Valve 15- Check Valve 2 21- Lock-Up Clutch
4- Rod 10- T/M Bearing Lubrication 16- Torque Converter Oil Cooler
5- Clutch 11- Charging Pump 1 17- Parking Brake
6- Filter 12- Charging Pump 2 18- Transmission Control Valve
TONFB50-EN-00(20160108) T3-8-37
Group 8 Drive Unit
Lubrication Lines
c
d
e
90Z7BTE03-08-11
a- Pump Drive Shaft Lubrication d- Forward Clutch Lubrication f- Torque Converter Outlet
b- Reverse Clutch Lubrication e- Charging Pump Shaft Lubrication,
c- Parking Brake Lubrication Regulator Drain
TONFB50-EN-00(20160108) T3-8-38
Group 9 Axle
Outline
Axle consists of differential (3), final drive (2), axle shaft (1), Power from the transmission is transmitted to the front
service brake (4), and other driveline parts. axle and the rear axle through the propeller shaft. Inside
the axle, power is transmitted to differential (3), and
divided to the left and right sides, and drives axle shaft (1)
and the wheels through final drive planetary (2).
90T4GB-03-10-01
1- Axle Shaft 2- Final Drive 3- Differential 4- Service Brake
TONFB50-EN-00(20160108) T3-9-1
Group 9 Axle
Differential
The differential enables the left and right drive wheels to
rotate at different speeds while steering and traveling on
uneven surfaces.
90T4GB-03-10-02
1- Brake Ring 7- Pinion Gear (Bevel) 13- Adjusting Nut 19- Taper Roller Bearing
2- Brake Disc 8- Spider 14- Bearing Retainer 20- Oil Seal
3- Piston 9- Case B 15- Pinion Shaft 21- Flange
4- Side Gear (Bevel) 10- Taper Roller Bearing 16- Taper Roller Bearing 22- Brake Retainer
5- Case A 11- Differential Body 17- Bearing Cage 23- Planetary Carrier
6- Ring Gear (Bevel) 12- Gear & Shaft (Sun Gear) 18- Spacer
TONFB50-EN-00(20160108) T3-9-2
Group 9 Axle
Purpose of Differential
1. When the machine is steered, the inner wheel turns
with a smaller radius, so the outer wheel needs to
rotate faster for smooth steering.
2. Suppose driving the rear wheel by directly installing

the gear to the propeller shaft with a shaft having
no differential.
3. In this case, the outer wheel and the inner wheel

rotate at the same rate. Therefore, when the
machine is steered, the outer wheel cannot rotate
more than the inner wheel. Consequently, axle
strain, tire scuffing and wear takes place. In addition,
due to axle shaft torsional stress and unstable
transmission of drive force take place.
4. On the other hand, with a differential installed, the

inner and the outer wheels can rotate at different
speeds, and the problem mentioned above is
eliminated.
b
c
T202-03-05-005
a- Extension Line of Rear Wheel b- While Turning the Machine c- Traveling on Rough Surfaces
Centers
TONFB50-EN-00(20160108) T3-9-3
Group 9 Axle
Principle of Differential
Operation principle of the differential is explained here
comparing it to the racks and the pinion gear in the
drawing.
W W W
1. When the load W is equally applied to rack A (1) and
rack B (3), and if C is moved upward by the distance C
of H, rack A (1) and rack B (2) both move the same C
distance of H in unison with pinion (2).
H
2. If moved by removing the load from rack B (3),

pinion (2) rotates on rack A (1) (with load applied)
and moves upward. H H
3. Rack B (3) (with light load applied) moves upward

2H
by rotating pinion (2).
4. At this time, the distance that rack B (3) moves is

1 2 3 2
longer than the distance that pinion (2) moves
while rotating.
T202-03-05-006
5. The distance that rack B (3) moves can be calculated

using the equation of H+H=2H. This principle is 1- Rack A 3- Rack B
applied to the differential. 2- Pinion
TONFB50-EN-00(20160108) T3-9-4
Group 9 Axle
Operation of Differential
Traveling Straight
1. In case resistances applied to sun gears (1, 7)
connected to side gear (2) by spline joint are the
same or when the machine is traveling straight on a 8
9
smooth flat surface, idle gear (4) does not rotate.
2. Idle gear (4) and side gear (2) are proportionally 4
"geared together", and rotate in unison with half
case (6) and half gear (3)which are connected to 7
ring gear (8).
3. When the rate of movement of each wheel is
identical on each side, the differential function of
the differential does not need to work, but side gear
(2), idle gear (4), and spider (5) play only the role of 2 2 1
joints for connecting sun gears (1, 7).
6 5 3
When Steering T202-03-05-007

4. When the machine turns, uneven distances are
applied to the drive wheels. Therefore, idle gear
(4) begins revolving on side gear (2) while rotating
around spider (5) due to the difference of the
distances applied to the left and right tires.
5. Consequently, in case the resistance force applied to 8
9
sun gear (1) is great, idle gear (4) rotates in the same
direction as the rotational direction on side gear (2).
And the speed of sun gear (1) is lowered and the 4
amount of the speed reduction is applied to sun 7
gear (7), working the differential function.
6. Suppose ring gear (8) is driven by pinion shaft (9) at
the speed of 100. In the condition that the vehicle
body is traveling straight, the drive wheels on the
both sides rotate at the same speed. 2 2 1
7. When the machine turns and the speed of the right
drive wheel is lowered to 90, the left wheel turns at 6 5 3
the speed of 100+(100-90)=110 as the speed of 10
(100-90=10) is added to the speed of the left wheel.
T202-03-05-008
8. If ring gear (8) rotates at the speed of 100, the

summation of the speeds of the left and right
wheels becomes always 200 regardless of
movement of the respective wheels.
TONFB50-EN-00(20160108) T3-9-5
Group 9 Axle
Torque Proportioning Differential (TPD)

A wheel loader is operated mostly on rough surfaces.
With scuffing of tires, working efficiency and tire life is
lessened. In order to avoid loss of working efficiency
and tire life, the axle is provided with the torque
proportioning differential.
Differential pinion gear (2) of the torque proportioning
differential has an odd number of teeth, and differential
pinion gear (2) and side gears (1, 3) have special teeth in
shape.
If the surface resistance values of the right and left
wheels differ from each other, engagement position of
pinion gear (2) with left and right side gears (1, 3) will be
automatically shifted to transmit different torque, to the
left and right wheels.
Different torque in right and left wheels prevents the tires
from slipping.
1 3
a
T487-03-06-015
a- Forward Rotation
1- Left Side Gear 2- Differential Pinion Gear 3- Right Side Gear
TONFB50-EN-00(20160108) T3-9-6
Group 9 Axle
Traveling Straight with the Same Road Resistances

to Left and Right Tires 2
1. In case resistances to the left and right tires are the
same, distance a and distance b from differential
pinion gear (2) center to the respective contact 1 3
points of left and right side gears (1, 3) are the same.
2. Therefore, differential pinion gear (2) and left and
right side gears (1, 3) solidly rotate toward forward,
and the drive forces of the left and right tires are the
same.
T487-03-06-016
Traveling on Soft Roads (Different Road Resistances
to Left and Right Tires)
1. While traveling on soft roads, if the left tire slips, left
side gear (1) on the left tire receiving little resistance 2
tends to rotate more forward than right side gear
(3).
2. This rotation causes deviation of the contact points 1 3
of differential pinion gear (2) and left and right side
gears (1, 3) in the torque proportioning differential.
3. When left side gear (1) rotates slightly more forward
than right side gear (3), distance a of the contact
point of differential pinion gear (2) and left side gear
(1) is longer than distance b of right side gear (3).
Correlation of the forces at this time is as follows.
T487-03-06-017
a × TA (force applied to left side gear (1))
= b × TB (force applied to right side gear (3))
4. Until the difference of the road resistances exceeds
the certain value, differential pinion gear (2) does
not rotate, but left and right side gears (1, 3) rotate
at the same speed solidly.
5. Besides, the left tire does not rotate redundantly
and does not slip. (The right tire can have drive
force larger than the left tire.)
6. Therefore, tire life is prolonged, and working
efficiency is improved.
TONFB50-EN-00(20160108) T3-9-7
Group 9 Axle
Limited Slip Differential (LSD) (Option)

A wheel loader, as required by the kind of work, must LSD is so constructed so that clutch disc (5) is inserted
be operated in places where skidding takes place easily between pressure ring (2) supporting spider (8) with the
like sand and muddy soil. In places like these, tires can cam and case (6), which increases restriction of different
slip even if the torque proportioning differential (TPD) is movement and assists to keep the left and right side tire
installed. Rotation is transmitted to the slipping tire, but speeds close to the same. In addition, the left to right
not to the tires contacting the earth, so not only is the tractive ratio is better for traction than the TPD style
function of the wheel loader worsened, but the tire lives differentials.
are shortened.
To avoid this, a limited slip differential (LSD) (equipped
with a differential and axle shaft movement restriction
device) can be provided to help avoid loose movement
of one side of the axle, and provide more stable tractive
conditions.
Drive force between the left and right side is more stable.
1
2
3
6
8 7
T4GB-03-10-003
1- Ring Gear 3- Side Gear 5- Clutch Discs 7- Pinion Gear

2- Pressure Ring 4- Pressure Plates 6- Case 8- Spider
TONFB50-EN-00(20160108) T3-9-8
Group 9 Axle
Traveling Straight with the Same Road Resistances

to Left and Right Tires
1. As the differential pinion gear and the left and right
pinion gears rotate together simultaneously, the
drive forces of the left and right tires are the same,
similar to the TPD.
Traveling on Soft Roads (Different Road Resistances

to Left and Right Tires) 5
1. Drive force is transmitted to the case, pressure ring P P
(2), and spider (8) through the ring gear. 4
2. At this time, spider (8) having the cam construction
pushes pressure ring (2) toward the case with thrust
P.
3. Clutch disc (5) is geared with the case through 8
pressure ring (2).
Thrust "P"
4. Side gears connected to clutch disc (5) by spline 2
joint rotate solidly with the case, and the left and T4GB-03-10-004
right side gears rotate at the same speed.
5. Therefore, the left and right axle shafts connected
to the side gears by spline joint tend to rotate 2- Pressure Ring 5- Clutch Discs
solidly, together with the case, and the differential 4- Pressure Plates 8- Spider
movement restriction works, resulting in better
overall traction and less tire slippage.
6. When the drive force provided for the skidding
tire is greater than the road resistance, part of the
torque of the skidding tire is added to the tire
contacting the road by the differential movement
restriction (because of the same rotation speed of
the left and right tires), and the tire contacting the
road is provided with more torque.
7. Until the difference of the resistances between
the left and right tires exceeds the clutch friction
gripping value (until the clutch disc begins to slip),
the left and right gears solidly turn together at a
constant speed.
8. On such soft roads, the drive force increases by 1.5
times the value for the TPD if the LSD is provided.
TONFB50-EN-00(20160108) T3-9-9
Group 9 Axle
Service Brake
The type of service brake used is a wet-type multi-disc
brake and is assembled in the differential housing of the
axle. All four wheels are equipped with wet disc brakes.
 When brake is applied  When brake is released

1. Pressure from the brake valve works on the back 1. Pressure from the brake valve is reduced, brake
of brake piston (5) and moves brake piston (5), so piston (5) is returned by return spring (6).
that brake friction disc (3) and brake plate (2) are
2. Brake friction disc (3) is released and machine
compressed.
brakes are released.
2. The inner surface of brake disc (3) is splined to shaft
(8) through disk hub (7).
3. In addition, the outer surface of brake plate (2) is
fixed to differential body (4).
4. Therefore, the rotation of applied and compressed
brake disc (3) stops, slowing the machine.
90T4GB-03-10-05
a- Pressurized Oil From Brake b- Return Spring Force

Valve
1- End Plate 4- Differential Body 7- Disc Hub

2- Brake Plates 5- Brake Piston 8- Shaft
3- Brake Discs 6- Return Spring
TONFB50-EN-00(20160108) T3-9-10
Group 9 Axle
Final Drive Planetary / Axle Shaft

Final planetary drive (2) is used for gear reduction, to
increase of drive output torque to the wheels in the
power transmission.
The power from the differential is transmitted from shaft
(7) and rotates three planetary gears (4) at ring gear (3).
The rotation of planetary gear (4) is transmitted to axle
shaft (1) through planetary carrier (5).
12
10
9 1
8
2
7
11
90Z7BT03-09-01
1- Axle Shaft 4- Planetary Gear 7- Shaft 10- Floating Seal

2- Final Drive 5- Planetary Carrier 8- O-Ring 11- Taper Roller Bearing
3- Ring Gear 6- Roller Bearing 9- Retainer 12- Housing
TONFB50-EN-00(20160108) T3-9-11
Group 9 Axle
(Blank)
TONFB50-EN-00(20160108) T3-9-12
Outline
Brake valve (3) supplies brake pressure in proportion to The brake valve consists of two independent systems.
the position of brake pedals (1, 2). When the right side pedal is depressed, the movement
The oil is supplied to the front and rear axle service of right side pedal is transmitted to the left side pedal by
brakes. the linkage and brake is applied. But the left side pedal is
(Refer to SYSTEM / Hydraulic System.) depressed, only left pedal works.
fNOTE: When the declutch position switch is

ON, depressing the left side pedal disengages the
transmission while applying the service brake. Refer to
the Operation and Maintenance Manual for the declutch
position switch.
1
2
1 2
90Z7BT03-10-01
1- Brake Pedal 2- Brake and Declutch Pedal 3- Brake Valve
TONFB50-EN-00(20160108) T3-10-1
Brake Valve Component Layout
2
BL AF AR IN
1
T
PF T PR
6 3 8 10 11 13
4
5
7 90Z7BT03-10-02
AF
PF
9
8
10
AR
PR
11
13 12
90Z7BT03-10-03
AF- To Front Axle T- To Hydraulic Tank PF- From Unloader Valve PR- From Unloader Valve
AR- To Rear Axle (Charging Block) (Port A) (Charging Block) (Port B)
1- Input Spool 5- Spring 9- Plunger 13- Spool Return Spring

2- Spring Seat 6- Bolt 10- Balance Spring
3- Spring 7- Spring Retainer 11- Spool
4- Spring 8- Spool 12- Plunger
TONFB50-EN-00(20160108) T3-10-2
Operation
While the valve is not operating
1. Between input spool (1) and spools (8, 11) in the
brake valve, springs (4, 5) which convert pedal
pressing force into output oil pressure is installed.
2. In addition, two spools (8, 11) are installed for series

in the center of the main body of the brake valve.
Plungers (9, 12) which transmit the control oil
pressure to spool as the hydraulic reactive force are
built in each spool.
3. While the valve is not operating, each spool is

returned to the non-operation position by springs
(10, 13).
4. As a result, the passages from out-ports AF, AR,

and the pressure sensor port to tank port (T) are
opened, and the pressure inside the brake piston
chamber becomes equivalent to the pressure in the 1
tank. T
4
5. In addition, oil sent from the pump is stored in the 5
accumulator, and sent to the in-ports PF and PR.
But the passages from in-ports PF, PR to out-ports 8
AF
AF, AR and pressure sensor port are shut down by PF
each spool (8, 11), and high pressure oil from the 9
accumulator is maintained. 11
10
AR
PR
13 12
90Z7BT03-10-03
1- Input Spool 10- Balance Spring

4- Spring 11- Spool
5- Spring 12- Plunger
8- Spool 13- Spool Return Spring
9- Plunger
TONFB50-EN-00(20160108) T3-10-3
While the valve is operating

1. When the brake pedal is pressed, input spool (1) is
pushed by way of roller (14).
2. Input spool (1) lets each spool (8, 11) drop down by
way of springs (4, 5). When spools (8, 11) are pushed
down, at first the passage from out-port AF, AR, and
pressure sensor port to tank port (T) are shut down.
14
3. When spools (8, 11) are further pushed down, the
passages from in-ports PF, PR to out-ports AF, AR
are opened and pressure oil from the accumulator
is sent to the brake piston chamber to apply the
brake.
4. Pressure oil of in-ports PF, PR side act on plungers

(9, 12) inside each spool (8, 11) through the orifices
and works as the hydraulic reactive force to return
spools (8, 11) upward. 1
T
3
5. When the sum of hydraulic reactive force and the
load of springs (10, 13) become balanced with those 4
of springs (4, 5), it returns spools (8, 11) to shut 5
down the passages PF-AF and PR-AR to hold the 8
AF
pressure.
PF
9
6. By this operation, the load of springs (3, 4, 5) by
11
deflection are transmitted to the operator as pedal 10 AR
pressing force and the pressure in proportion to the PR
pedal pressing force is obtained.
12
13
90Z7BT03-10-05

3- Spring 11- Spool
5- Spring 13- Spool Return Spring
8- Spool 14- Roller
9- Plunger
TONFB50-EN-00(20160108) T3-10-4
While the valve is releasing

1. When the brake pedal is released, input spool (1) is
pushed back by spring (3).
Compressed springs (4, 5) are extended, and spools
(8, 11) are returned upward to the non-operation
position by the sum of hydraulic reactive force and
the load of springs (10, 13).
2. After the passages from out-ports AF, AR and

pressure sensor port to in-ports PF, PR is shut down
by spools (8, 11), the pressure of out-ports AF, AR
and pressure sensor port is opened to tank port T,
and then the brake operation is released.
1
T
3
4
5
8
AF
PF
9
11
10
AR
PR
13 12
90Z7BT03-10-04

3- Spring 11- Spool
5- Spring 13- Spool Return Spring
8- Spool 14- Roller
9- Plunger
TONFB50-EN-00(20160108) T3-10-5
Pressure Switch (for Stop Lamp)

Pressure Switch Specifications
Contact Normal Open

Operating Pressure 0.25 MPa (36.3 PSI)
Return Pressure 0.23 MPa (33.4 PSI)
Rated Voltage 24 VDC
Power Consumption 55 mA or less
3 2
35047-60790
90Z7BT03-10-06
F- To Front Axle
R- To Rear Axle
F R
1- Pressure Switch (For Stop Lamp)

1 2 2- Pressure Sensor (For Declutch)
3- Brake Valve Assy
BL AF AR IN
PF T PR
90Z7BT03-10-07
TONFB50-EN-00(20160108) T3-10-6
Pressure Sensor (for Declutch)

Pressure Sensor Specifications
1 2 3
Output Current Max. 1.5 mA
Operating Pressure 0~5.4 MPa (0~783 PSI) A
Withstanding Pressure Max. 7 MPa (1015 PSI)
Arrow View A
35830-60140
1- GND 3- Power Supply (5V)(Vdd)

2- Output (Vout)
(V)
5
(4.5)
(3.7)
Output Voltage
(1.3)
(MPa)
0 (1.08) 2 3 (4.31) 5.4
K80V2U52004
Pressure
(Calibration Point)
TONFB50-EN-00(20160108) T3-10-7
(Blank)
TONFB50-EN-00(20160108) T3-10-8
System Overview
DEF/AdBlue® is injected to nitrogen oxide (NOx) IMPORTANT: Be careful that no dirt or foreign
exhausted from engine to convert the NOx into nitrogen materials enter the DEF/AdBlue supply line.
and water. Thus NOx is reduced from exhaust gas.
DEF/AdBlue supply module (2) pumps DEF/AdBlue from fNOTE: DOC: Diesel Oxidation Catalyst
SCR: Selective Catalytic Reduction
DEF/AdBlue tank (1) to dosing module (3).
ECM controls the dosing according to the signals from

various sensors. (Refer to T2-3 ECM System)
DOC
SCR
90Z7BT03-11-01
1- DEF/AdBlue Tank 3- Dosing Module

2- DEF/AdBlue Supply Module 4- Hose Urea (with Heater)
TONFB50-EN-00(20160108) T3-11-1
DEF/AdBlue®
Diesel Exhaust Fluid (DEF), also known as AdBlue, is a clear
and colorless solution made with 32.5% high-purity urea
and 67.5% deionized water.
This solution is atomized to the exhaust gas flow in

the Selective Catalytic Reduction (SCR) catalyst, and
decomposes to form ammonia and carbon dioxide.
Within the SCR catalyst, the NOx are catalytically reduced
by the ammonia (NH3) into water (H2O) and nitrogen (N2).
DEF/AdBlue freezes at -11°C (12.2 ºF) or lower. At high

temperatures, it thermally decomposes to form ammonia
and can corrode some metals. For quality preservation,
it must be stored and transported carefully at -10~30°C
(14~86°F).
fNOTE: AdBlue is a registered trademark of VDA

(Verband der Automobilindustrie e.V.), a special interest
group representing the German automobile industry.
1 2
DEF/AdBlue® Tank
Tank material is medium-high density polyethylene since
DEF/AdBlue is corrosive against mild steel, copper, brass,
and zinc.
The top of the tank above the "MAX" line is an expansion

volume space in case of DEF/AdBlue freezing expansion.
The filler cap has air vent function to provide capability
for the freeze / thaw process. 3
The tri-function sensor is the electrical component of

the tank assembly responsible for communicating the 90Z7BT03-11-02
temperature, concentration, and level of DEF/AdBlue in
the tank to the ECM. (Refer to p.T3-11-4 for the sensor
unit.) 1- Sensor Unit
2- Filler Cap
3- Full Level Line (MAX)
Tank capacity: Approx. 40 L (10 gallon)
TONFB50-EN-00(20160108) T3-11-2
Hose Urea
dCAUTION: Handle the urea hoses with care to

assure the specified performance of DEF/AdBlue
supply system. DO NOT bend or modify the hoses.
The DEF/AdBlue line uses the specified hoses. The length,

diameter, materials, etc. are strictly fixed to assure the DEF
supply system performance.
The hoses are equipped with electrically-heated wires to

melt the frozen DEF/AdBlue and to prevent further icing
inside the hoses in cold environments.
5
2 3
4 1
90Z7BT03-11-06
1- DEF/AdBlue Tube 3- Thermoplastic Cover 5- Quick Connector

2- Heating Wire 4- Corrugated Tube
TONFB50-EN-00(20160108) T3-11-3
DEF/AdBlue Sensor Unit

DEF/AdBlue sensor unit consists of the head unit and the
bottom assembly.
The head unit assembly has two DEF/AdBlue ports and

two coolant ports.
The bottom assembly consists of the tri-function sensor
to detect DEF level/temperature/quality, a DEF suction
tube with DEF suction filter, and a coolant heater tube.
5
DEF/AdBlue Sensor Head Unit

The head unit assembly has DEF suction port (1), DEF
return port (4), coolant inlet port (2), coolant outlet
port (3), and the head of sensor block (5).
fNOTE: The DEF/AdBlue ports are stainless steel, and

coolant ports are made of aluminum.
1 4
2
90Z7BT03-11-05
3
Sensor Harness Connector
1- DEF/AdBlue Suction Port 4- DEF/AdBlue Return Port
Pin Signal 2- Coolant Inlet Port 5- Tri-function Sensor Block
1 CAN LOW 3- Coolant Outlet Port
2 CAN HIGH
3 Ground
4 9-32 VDC (Power)
4 1
3 2
90Z7BT03-11-04
TONFB50-EN-00(20160108) T3-11-4
Level Sensor (1)

The DEF tank level sensor detects the level float (2)
position by ultrasound. This sensor is used to monitor
remaining usable volume of DEF in terms of percent of
total usable volume and provides the information for
warning and inducements.
fNOTE: ECM defines the specified DEF amount as

0% volume of usable DEF. This means the actual DEF
amount in the tank and the indicated DEF remaining
level may not match.
1
Quality Sensor (3)
The DEF quality sensor detects the concentration of 6
DEF by ultrasound. With frozen or tampered DEF, or air 7
bubbles on the sensing area should generate abnormal
sensor signals. 8
Temperature Sensor (5)

90Z7BT03-11-03
Locate the tank temperature sensor close to the suction
line inlet such that it represents the temperature of 1
the fluid at that location. The sensor is an input to
determine that DEF is at a suitable temperature to
support system prime. 4
This sensor will detect frozen DEF solution and activate
the control valve to adjust the amount of heated
coolant supplied into coolant heater tube (6).
fNOTE: The DEF temperature reading must be -8°C

(17.6°F) or higher to support DEF system prime.
2
Coolant Heater Tube (6)

3 90Z7BT03-11-07
5
This enables heated engine coolant to flow within
the tank assembly when the DEF is exposed to cold
temperatures.
1- Level Sensor 6- Coolant Heater Tube
2- Ball Float 7- Suction Tube
3- Quality Sensor 8- Suction Filter
DEF Suction Tube (7) with Suction Filter (8) 4- Cover
5- Temperature Sensor
A 40 micron gradient depth media serviceable filter (8)
is installed at the inlet end of suction tube (7).
TONFB50-EN-00(20160108) T3-11-5
DEF/AdBlue Supply Module

DEF/AdBlue supply module draws the DEF/AdBlue out of
the tank with an electronically operated diaphragm pump
and compresses it to the system pressure required for
atomization. 1 2 3
This pressure is maintained via the speed of the electric
drive motor.
ECM calculates the required dosing quantity depending

on several input signals, such as NOx emission, engine
load, etc. and sends converted signal for the dosing
module to dose and atomize the appropriate quantity of
DEF/AdBlue.
To avoid freezing, the DEF/AdBlue system is emptied at

engine switch off and heated by a built-in heating device
before restart to protect it from frost damages.
The Supply Module has 3 filters/filter screens: a main

serviceable filter (see the next page), a non-serviceable
inlet connector (1) filter screen, and a non-serviceable
backflow (2) connector filter screen.
5 4
90Z7BT03-11-08
f NOTE: Filtration capability of non-serviceable filters:
100 micron
Harness Connector (5) Pin Assignment

PIN1 -
PIN2 Pressure Sensor +
PIN3 Pressure Sensor Signal
PIN4 Pressure Sensor Ground
PIN5 Heater
PIN6 Heater Signal 90Z7BT03-11-09
PIN7 -
PIN8 Pump Motor Ground
1- INLET port (from DEF Tank)
PIN9 Pump Motor + 2- BACKFLOW port (to DEF Tank)
PIN10 Pump Motor Pulse Width Modulation 3- OUTLET port (to Dosing Module)
(PMW) 4- Main Filter Cap
PIN11 Reverting Valve (RVV) 5- Harness Connector
PIN12 Reverting Valve Signal
TONFB50-EN-00(20160108) T3-11-6
Supply Module Main Filter

A 30 micron serviceable main filter (6) is installed in the
supply module. This filter is accessible from the bottom
of the supply module for maintenance.
fNOTE:
 This filter is an engine accessory part.
 Remove the cover at the bottom of DEF/AdBlue tank
6
mount to replace filter (6). Refer to the Operation and
Maintenance Manual for the replacement procedures.
90B-MDC1-07-044
90Z7B-7-122-2
4- Main Filter Cap

6- Supply Module Main Filter
TONFB50-EN-00(20160108) T3-11-7
Coolant Line
To melt the frozen DEF/AdBlue, the coolant heated in
engine (2) is supplied and circulated within the DEF/
AdBlue tank (1) and dosing module (5).
This coolant supply to DEF tank (1) is controlled by

activating control valve (3) according to the detected
DEF/AdBlue temperature.
< Viewed from machine left side >

5
c
b
a
4 c
5 a
2
1
< Engine viewed from machine front >
90Z7BT03-11-10
1- DEF/AdBlue Tank 3- Control Valve Assy 5- Dosing Module

2- Engine 4- Water Tank
TONFB50-EN-00(20160108) T3-11-8
Group 12 Others
Steering Accumulator
The accumulator is connected to the steering valve LS2
port to absorb the hydraulic pulsation generated in the
steering circuit.
Nitrogen (N2) gas at 5.0 MPa (710 psi) is charged in the gas
chamber.
Steering Accumulator Specifications

Maximum operating
MPa (PSI) 28±0.5 (4061±73)
pressure
N2 gas charging pressure MPa (PSI) 5.0±0.1 (725±14.5)
N2 gas capacity L (in3) 0.2 (12)
90Z7-7-48-2
K65DV2J42009
TONFB50-EN-00(20160108) T3-12-1
Group 12 Others
Propeller Shaft
Propeller shafts are installed between engine (6) and The first propeller shaft (1) transmits the power from
torque converter (7), between transmission (8) and front engine (6) to torque converter (7). The power is then
axle (9), and between transmission (8) and rear axle (10), transmitted through second propeller shaft (2) and third
respectively. propeller shaft (3) to the differential gears of front axle (9)
and rear axle (10).
Finally the power is transmitted through the axles to the
planetary gears, and tires to move the machine.
1
8 7
9 3 10 90Z7B-03-12-01
2 5
1- 1st (Main) Propeller Shaft 5- Slip Joint 9- Front Axle

2- 2nd (Front) Propeller Shaft 6- Engine 10- Rear Axle
3- 3rd (Rear) Propeller Shaft 7- Torque Converter
4- Pillow Unit 8- Transmission
TONFB50-EN-00(20160108) T3-12-2
Group 12 Others
The propeller shafts uses a universal joint and slip joint type
spline shaft as shown in the illustration to transmit the power.
1st Propeller Shaft (Between Engine and Torque Converter)
1 1
Z Y
Arrow View Z Arrow View Y

90Z7BT03-12-01
2nd Propeller Shaft (Between Front Axle and Transmission)
1 1 3 2 1
2
90T4GB-03-12-03
3rd Propeller Shaft (Between Transmission and Rear Axle)

1 1
90T4GB-03-12-04
1- Universal Joint 2- Grease Nipple 3- Pillow Unit
TONFB50-EN-00(20160108) T3-12-3
Group 12 Others
Flow Regulator Valve

The flow regulator valve is provided in the lift arm circuit
and operated when the lift arm control lever is suddenly
fNOTE: Refer to SYSTEM, Group 4 Hydraulic System for
Lift Arm/Bucket Control Circuit (page T2-4-14).
returned. This serves to modulate and buffer the rate of
return to neutral of the lift arm spool, so that there is no
perceived hydraulic shock on the machine.
90Z7-03-11-01
1- Flow Regulator Valve 3- Bucket Roll Back Pilot Pressure Sensor

2- Boom Raise Pilot Pressure Sensor 4- Bucket Dump Pilot Pressure Sensor
fNOTE: The sensors (2, 3, 4) are identical to the pressure

sensor for the loading pilot pressure mounted to the
combination valve.
Refer to T3-7-8 for the sensor specifications.
TONFB50-EN-00(20160108) T3-12-4
Group 12 Others
Operation
1. When the lift arm control lever is returned to 4. As pressure difference between front and rear of
neutral, returning oil from the spool in control valve orifice (6) occurs, spool (5) moves to the left by
is routed to port A. pressure routed to the spring (3) side. Therefore,
passage (2) in spool (5) is closed and pressurized oil
from port A is blocked.
2. Oil in port A flows to chamber (1) through orifice (6).
5. When passage (2) is closed, pressure in chamber (1)

3. Pressure in chamber (1) is routed to port B through
increases and spool (5) moves to the right. Passage
passage (2) in spool (5), so that pressure in chamber
(2) is open again and pressurized oil flows to port B.
(1) decreases.
6. By repeating step 3 to step 5, pressurized oil returns

to the port B side gradually, and this regulates this
spool return oil flow so that the spool in control
valve is slowly returned.
2 B 3
4
1
A T1J1-03-07-012
6 5
A- Port A B- Port B
1- Chamber 3- Spring 5- Spool

2- Passage 4- Housing 6- Orifice
TONFB50-EN-00(20160108) T3-12-5
Group 12 Others
Ride Control Valve (Option)

The ride control valve consists of pressure reducing
valve spool (1), plunger (2), and switching valve spool (3)
fNOTE: Refer to pages T2-2-62 and T2-4-44 for the ride
control system operation.
controlled by proportional solenoid valve (4).
fNOTE: Ride control selector valve is mounted on the
multiple control valve (Refer to page T3-2-26).
90Z7-03-11-02
1- Pressure Reducing Valve Spool 3- Switching Valve Spool

2- Plunger 4- Proportional Solenoid Valve
TONFB50-EN-00(20160108) T3-12-6
Group 12 Others
Ride Control Circuit Diagram
Multiple Control Valve
90Z7-03-11-03
a- From Main Pump b- From Pilot Pump
1- Pressure Reducing Valve Spool 4- Proportional Solenoid Valve 6- Ride Control Selector Valve
3- Switching Valve Spool 5- Ride Control Accumulator 7- Lift Arm Cylinders
TONFB50-EN-00(20160108) T3-12-7
Group 12 Others
Ride Control Operation

 When Ride Control Is Not Working 3. When the pressure in the lift arm cylinder bottom
side circuit becomes higher than the reducing valve
1. Pressurized oil from the main pump flows to set pressure, the pressurized oil is blocked by the
reducing valve spool (1). check valve.
When the circuit pressure in the accumulator side
is lower than the reducing valve set pressure, the
oil flows to ride control accumulator charging port fNOTE: If proportional solenoid valve (4) is energized,
(ACC) through reducing valve spool (1). pressure oil in the bottom side circuit of the lift arm
cylinder flows through spool (3) and is accumulated in
the ride control accumulator.
2. When pushing down the lift arm due to machine
vibration, the bottom side circuit pressure of the lift
arm cylinder increases.
90Z7-03-11-04
1- Pressure Reducing Valve Spool 3- Switching Valve Spool 4- Proportional Solenoid Valve
TONFB50-EN-00(20160108) T3-12-8
Group 12 Others
 When Ride Control Is Working
1. When proportional solenoid valve (4) is energized

while pressurized oil is being supplied to the PL
port, reducing valve spool (1) is shifted to the left
and closes the accumulator charging circuit.
2. Switching valve spool (3) moves left, and the

passage between the ride control accumulator and
the lift arm cylinder is connected. Pressurized oil is
supplied to the base end of lift arm cylinder circuit.
90Z7-03-11-05
1- Pressure Reducing Valve Spool 3- Switching Valve Spool 4- Proportional Solenoid Valve
TONFB50-EN-00(20160108) T3-12-9
Group 12 Others
Ride Control Accumulator (Option)

The ride control accumulator is installed in the ride
control accumulation circuit.
High-pressure nitrogen gas is contained in the
accumulator, and pressurized oil compresses the nitrogen
gas through the piston.
The ride control system permits the base end of the lift
arm cylinders to work the oil against the piston inside the
nitrogen gas oil accumulator.
This reduces fore and aft pitching of the machine.
Ride Control Accumulator Specifications

Maximum operating
MPa (PSI) 40 (5800)
pressure
N2 gas charging pressure MPa (PSI) 2±0.1 (290±15)
N2 gas capacity L (in3) 5 (305)
T4GB-03-08-009
TONFB50-EN-00(20160108) T3-12-10
Group 12 Others
Priority Hammer Valve To fan motor circuit

To loading circuit
Priority hammer valve is a 3-way flow control valve, with
two outlet ports (A, B). A
3 2
When demanded by energizing the solenoid cartridge, B

the "A" port supplies a priority pressure-compensated/
constant flow, while the "B" port releases all additional
flow to the fan motor circuit.
All actuators powered by the "A" and "B" outlets can

operate simultaneously, independently from the
respective working pressures. T
An incorporated relief cartridge (1) turns OFF the priority

1 P
flow when the preset maximum loading priority pressure
is exceeded. 90Z7B-03-12-02
A B
1
90Z7B-03-12-03
P- From Unloader Valve A- To Loading Circuit

T- To Tank B- To Fan Motor Circuit
1- Relief Valve 3- Solenoid Cartridge (Lift Speed Increase)

2- Check Valve
TONFB50-EN-00(20160108) T3-12-11
Group 12 Others
Priority Hammer Valve Principle of Operation

Pressurized oil from the pilot pump supplied to the  When Solenoid Is Not Energized
priority hammer valve is used to operate the loading
circuit (via port A) and the fan circuit (via port B). 1. Normally, chamber (3) of compensating spool (4) is
The priority flow from port A can be switched on and drained to tank through solenoid cartridge (2), and,
off by energizing or de-energizing solenoid cartridge consequently, spool (4) is fully piloted to the left,
(2). against spring (7).
2. In this position, the spool blocks the flow to port A,
all the oil is directed to port B.
fNOTE: Refer to page T2-2-32 "Lift Arm Speed
Multiplication Control".
 When Solenoid Is Energized
1. The priority flow is activated when solenoid

cartridge (2) is energized.
2. The priority pressure downstream restrictor (1)
builds up in compensation chamber (3) and adds to
the force of spring (7).
3. They push spool (4) into an intermediate position in
order to deliver the requested priority flow to port
A.
4. Spool (4), which is exposed to the inlet pressure at
one end and to the priority pressure plus spring
force at the opposite end, will position itself so that
the pressure difference (equal to the DELTA P across
restrictor (1)) balances exactly the force of spring (7),
which is constant.
5. This provides a constant DELTA P across
restrictor (1) and, consequently, the priority flow
remains constant for a given restrictor opening,
independently forms the working pressure.
TONFB50-EN-00(20160108) T3-12-12
Group 12 Others
 When Solenoid Is Not Energized: All Oil Flow To Port B
95Z7-03-11-06
 When Solenoid Is Energized: Oil Flow To Ports "A" and "B"
95Z7-03-11-07
1- Restrictor 3- Chamber 5- Adjusting Screw 7- Spring

2- Solenoid Cartridge 4- Compensation Spool 6- Relief Cartridge
TONFB50-EN-00(20160108) T3-12-13
Group 12 Others
Emergency Steering Pump (Option)

The emergency steering pump is used when the oil from The emergency steering pump consists of gear pump (2),
the main pump is suddenly stopped. electric motor (3), magnetic switch (4), and relief valve (1).
The emergency steering pump supplies pressure to the
steering valve to permit the machine to move to a safe
place.
85V2E42052-Z7
1- Relief Valve 2- Gear Pump 3- Electric Motor 4- Magnetic Switch
TONFB50-EN-00(20160108) T3-12-14
Group 12 Others
Axle Oil Cooler (Option)

The axle oil cooler system has two electric cooling fans (1, The hydraulic system is driven by the main pump and
2), mounted on the optional fender on the right hand side controlled by the oil cooler pump.
of hydraulic oil tank.
Axle Oil Cooler Hydraulic System
2
1
3
Fender assy
6 7
90Z7B-03-12-04
4
1- Axle Oil Cooler Fan (for Front Axle) 4- Rear Axle 7- Main Pump
2- Axle Oil Cooler Fan (for Rear Axle) 5- Oil Filter Assembly
3- Front Axle 6- Axle Oil Cooler Pump Unit
TONFB50-EN-00(20160108) T3-12-15
Group 12 Others
Axle Oil Cooler Hydraulic Circuit Diagram
10 7
1 2
3 4
6 5 9
Main oil pressure
90Z7B-03-12-09
1- Axle Oil Cooler (for Front Axle) 4- Rear Axle 7- Check Valve *
2- Axle Oil Cooler (for Rear Axle) 5- Oil Filter Assembly 8- Reducing Valve *
3- Front Axle 6- Axle Oil Cooler Pump Unit (5.7 cm3/rev x 3) 9- Flow Control Valve *
fNOTE: * See the following page for locations.
TONFB50-EN-00(20160108) T3-12-16
Group 12 Others
Axle Oil Cooler Major Components
2
1
3
10
A
10
9 8
5
6 4
Arrow View A 90Z7B-03-12-05
1- Axle Oil Cooler Fan (for Front Axle) 5- Oil Filter Assembly 8- Reducing Valve
2- Axle Oil Cooler Fan (for Rear Axle) 6- Axle Oil Cooler Pump Unit 9- Flow Control Valve
3- Front Axle 7- - 10- Check Valve
4- Rear Axle
TONFB50-EN-00(20160108) T3-12-17
Group 12 Others
Oil Cooler Fan
AIR
2
1
95Z7-03-10-13
a- From Pump b- To Axle
1- Fan 2- Radiator
Fan Motor Specifications
Supply Voltage DC 24 V
Input 76.8 W
Rated Current 3.2 A
-25 ~ +45 °C
Operating Temperature
(-13 ~ +113 °F)
TONFB50-EN-00(20160108) T3-12-18
Group 12 Others
Oil Filter Assembly
1 2
a a c
b
1 2
90Z7B-03-12-06
a- To Pump b- From Front Axle c- From Rear Axle
1- Front Axle Oil Filter 2- Rear Axle Oil Filter
The filter element filtrates 105 µm or larger particles.
TONFB50-EN-00(20160108) T3-12-19
Group 12 Others
Oil Pump Assembly
To Oil Cooler To Oil Cooler

(Front) (Rear)
From Main Pump
2 1
90Z7B-03-12-07
From Front Oil Filter From Rear Oil Filter
1- Reducing Valve 2- Flow Control Valve
Pump Specifications
Pump Section (Filter – Cooler) x 2 Motor Section

Theoretical displacement 5.7 cm3 (0.35 in3)/rev 5.7 cm3 (0.35 in3)/rev
Motor flow (Max) - 27.4 L (7.2 gallon)/min (Inlet)
Working pressure (Max.) 19.0 MPa (Outlet) 13.7 MPa (Inlet)
Pump relief valve set pressure 0.8 MPa (116 PSI) -
TONFB50-EN-00(20160108) T3-12-20
Group 12 Others
Axle Oil Cooler Electrical System
Fuse Box A
4 A12: 20A
(for option
power ACC1)
A
6
12
5 1
A
7, 8
2
A-A
Floorboard
8 5 4
7
2 1
90Z7B-03-12-08
1- Cable Assy 1 4- Oil Cooler Fan Motor (for Rear Axle) 7- Power Supply (ACC)
2- Cable Assy 2 5- Oil Cooler Fan Motor (for Front Axle) 8- Power Supply (Auxiliary)
3- To Main Controller (MC) 6- Relay
TONFB50-EN-00(20160108) T3-12-21
Group 12 Others
(Blank)
TONFB50-EN-00(20160108) T3-12-22
MEMO
TONFB50-EN-00(20160108)
MEMO
TONFB50-EN-00(20160108)
Hitachi Construction Machinery Co., Ltd. Hitachi Ref. No.
Attn: Technical Information Center
Tel: 81-29-832-7084
Fax: 81-29-831-1162
E-mail: HCM-TIC-GES@hitachi-kenki.com
SERVICE MANUAL REVISION REQUEST FORM
COMPANY NAME: MODEL:

PUBLICATION PART NO.:
YOUR NAME: (Located at the left top corner in the cover page)
DATE: PAGE NO.:
FAX: (Located at the bottom center in the page. If two or more revisions
are requested, use the comment column)
E-mail:
YOUR COMMENTS / SUGGESTIONS:

Attach photo or sketch if required.
If your need more space, please use another sheet.
REPLY:
TONFB50-EN-00(20160108) (Copy this form for usage)

TONFB50-EN-00(20160108)

Manual Principio de Operacion Hitachi ZW310 (Ingles)

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Manual Principio de Operacion Hitachi ZW310 (Ingles)

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PART NO.

TECHNICAL MANUAL OPERATIONAL PRINCIPLE

Service Manual consists of the following separate Part No.

Quantity To Convert From Into Multiply By

fNOTE: The numerical value in this manual might be

Symbol / Name Explanation

Symbol / Name Explanation

fNOTE:  * BOC (Bolt-On Cutting Edge)

Weight of Main Components

Item Approx. Weight Approx. Weight

Item Approx. Weight Approx. Weight

Item Approx. Weight Approx. Weight

Electric Component Layout (Overview)

Electrical System (Cab)

1- Radio 5- Components in Right Console (Refer to 8- Brake Lamp Switch

Controller and Relays

Fingertip Control Type 20

Multi-Function Joystick Type (Option)

Monitor and Switches

Electrical System (Relays)

Electrical System (Around Hydraulic Oil Tank)

Electrical System (Around Fuel Tank)

1- Air Cleaner 90Z7BT01-02-13

Transmission and Torque Converter Assembly

Multiple Control Valve

Unloader Valve (Brake Charge Valve)/Combination Valve

Flow Regulator Valve Ride Control Valve (Option)

1- Pressure Sensor (Bucket Roll Back) 1- Solenoid Valve

1- Pressure Switch (For Stop Lamp)

Emergency Steering Group (Option)

1- Emergency Steering Pump (Option) 3- Pressure Switch (Emergency Steering) (Option)

Steering Valve Emergency Steering Pump (Option)

1- Main Relief Valve 1- Electric Motor 3- Relief Valve

Manufacturer Cummins Inc.

Cooling Fan Dia. 850 mm (33.5 in), 5 blades

Intake Air Charging System Type Exhaust-turbocharger type

Injection Pump High pressure common rail (HPCR) type

Radiator and torque converter cooler parallel type assembly

Radiator Torque Converter Cooler

Charge Air Cooler Hydraulic Oil Cooler

Fan Motor Theoretical Displacement 33.1 cm3/rev (2.0 in3/rev)

Type Counter shaft type

Model Two stage transmission (inboard planetary gear reduction)

Lift Arm Bucket Steering

Full-Flow Filter (Filtration) β10≥2.0 (filters 50% or more particles 10 μm in diameter)

Work Light Halogen 24 V, 70 W (Cab front, rear)

Controller Function Reference

CAN 1 (1) is used for the engine control.

CAN bus (4) consists of two harnesses, CAN-H (High) (2)

Each controller judges the CAN bus (4) level due to

In addition, termination resistors (120 Ω) (16) are installed

1- CAN 1 5- CAN 2 9- Air Conditioner Controller 13- Monitor Controller

MC uses the Controller Area Network (CAN) to

MC also sends signals to solenoid control valves to control

The MC receives signals from the shift switch, forward/

The MC also operates the forward/reverse clutch solenoid

Engine Control, Pump Control, Transmission Control

Maintenance Pro Dr. (MPDr.)  Monitor

Fan Control, Valve Control, Other Controls

Coolant Temperature Sensor  ECM

Maintenance Pro Dr. (MPDr.)  Monitor

 Accelerator Pedal Control

Engine Control System Layout

a- Brake Pedal Position: Lightly b- OFF c- Brake Pedal Position: Fully