1994 TOYOTA CAMRY brake sensor

192
CRUISE CONTROL
B
ST1 IG1 ACC
AM1
7
IP3 8IP3 11
II1 4 2 1
1 1 213 41883
17 15
20 1420 510 2
13B 4 B 12 B5B9 A 6
1 2
IG CC
I13
11 R±L R±L
R±L
W±B
W±B W±B
B±R B±W
R±L B±W
B±R B
B
W±B
W±L
W
LG±R
R±W LG±R
R±W LG±R
R±W
R±WW±B
W±B
G±BG
V±Y
G±Y V±YP LG B
FROM POWER SOURCE SYSTEM(
SEEPAGE64)
10A
GAUGE
COMBINATON METER
DIODE
(
FOR CRUISE
CONTROL)VEHICLE
SPEED SENSOR
(
SPEED SENSOR)
DATA LINK CONNECTOR 2
(
TDCL)
A/D JUNCTION
CONNECTOR
CRUISE CONTROL
CLUTCH SW
(
M/T)
CRUISE CONTROL SW
[COMB. SW]
DA TA LINK CONNE CTOR 1
(
CHECK CONNECTOR)
PARKING
BRAKE SW
PARKING
BRAKE SWMAIN
CA NCELSET/
COAST RE SUME/
ACCEL N&C GND CMS CCS TC PKBBSPD PI
TC
IGNITION SW
P
N5
6EF1 1
B±W B±W
J1
P1
D5
C8 , C9
D3
V5A
PARK/NEUTRAL POSITION SW
(
NE UTRAL S TA RT SW)
(
A/T) B
TO STARTER RELAY
CRUIS E CONTROL ECU C16
C15
C13
D1
P3
P2
(
1MZ±FE)
SPEED
CRUISEI12
IP3 2
(
A/T)
(
5S±FE)IP3 14
(
A/T)
(
M/T) (
M/T)
R±L
TO BA CK ±UP LIGHT SW(
M/T)
TO PARK/NEUTRAL POSITION SW
(
NE UTRA L S TA RT SW)(
A/T)
TO GENERATOR(
ALTERNATOR)
R±L
I18
(
*2) O
(
*1)
G±L
(
*2) O
(
*1)
O
(
*1) G±L
(
*2)
1G 63C16
1A 14 3B16 1E 5
1A 71D61B6 15A
ECU±IG
3D 22 3B8
3B 10 3B19 3B9
3B 73B18
3B 17
3B 14 3B5
3C 18
1M1
1C11
3B 12
3D 83C83B 15
3D 16

196
CRUISE CONTROL
CURRENT IS APPLIED AT ALL TIMES THROUGH STOP FUSE TO TERMINAL 1 OF THE CRUISE CONTROL ECU AND TERMINAL 2 OF
STOP LIGHT SW, AND ALSO THROUGH THE STOP FUSE TO TERMINAL 15 OF CRUISE CONTROL ECU.
WITH THE IGNITION SW TURNED TO ON, THE CURRENT FLOWS THROUGH GAUGE FUSE TO TERMINAL (A) 6 OF COMBINATION
METER AND THE CURRENT THROUGH ECU±IG FUSE FLOWS TO TERMINAL 14 OF CRUISE CONTROL ECU.
WHEN THE IGNITION SW IS ON AND THE CRUISE CONTROL MAIN SW IS TURNED ON, A SIGNAL IS INPUT FROM TERMINAL 15 OF
CRUISE CONTROL MAIN SW TO TERMINAL 4 OF CRUISE CONTROL ECU. AS A RESULT, THE CRUISE CONTROL ECU FUNCTIONS
AND THE CURRENT TO TERMINAL 14 OF CRUISE CONTROL ECU TO TERMINAL 13 OF CRUISE CONTROL ECU " GROUND, AND
THE CRUISE CONTROL SYSTEM IS IN A CONDITION READY FOR OPERATION.
AT THE SAME TIME, THE CURRENT THROUGH THE GAUGE FUSE FLOWS FROM TERMINAL (A) 6 OF CRUISE CONTROL INDICATOR
LIGHT " TERMINAL (B) 9 " TERMINAL 5 OF CRUISE CONTROL ECU " TERMINAL 13 " TO GROUND, CAUSING THE CRUISE
CONTROL INDICATOR LIGHT TO LIGHT UP, INDICATING THAT THE CRUISE CONTROL IS READY FOR OPERATION.
1. SET OPERATION
WHEN THE CRUISE CONTROL MAIN SW IS TURNED ON AND THE SET SW IS TURNED ON WITH THE VEHICLE SPEED WITHIN THE
SET LIMIT (APPROX. 40 KM/H, 25 MPH TO 200 KM/H, 124 MPH), A SIGNAL IS INPUT TO TERMINAL 18 OF THE CRUISE CONTROL ECU
AND THE VEHICLE SPEED AT THE TIME THE SET SW IS RELEASED IS MEMORIZED IN THE ECU AS THE SET SPEED.
2. SET SPEED CONTROL
DURING CRUISE CONTROL DRIVING, THE ECU COMPARES THE SET SPEED MEMORIZED IN THE ECU WITH THE ACTUAL VEHICLE
SPEED INPUT INTO TERMINAL 20 OF THE CRUISE CONTROL ECU FROM THE VEHICLE SPEED SENSOR (SPEED SENSOR), AND
CONTROLS THE CRUISE CONTROL ACTUATOR TO MAINTAIN THE SET SPEED.
WHEN THE ACTUAL SPEED IS LOWER THAN THE SET SPEED, THE ECU CAUSES THE CURRENT TO THE CRUISE CONTROL
ACTUATOR TO FLOW FROM TERMINAL 12" TERMINAL 6 OF CRUISE CONTROL ACTUATOR "TERMINAL 7 "TERMINAL 11 OF
CRUISE CONTROL ECU. AS A RESULT, THE MOTOR IN THE CRUISE CONTROL ACTUATOR IS ROTATED TO OPEN THE THROTTLE
VALVE AND THE THROTTLE CABLE IS PULLED TO INCREASE THE VEHICLE SPEED. WHEN THE ACTUAL DRIVING SPEED IS HIGHER
THAN THE SET SPEED, THE CURRENT TO CRUISE CONTROL ACTUATOR FLOWS FROM TERMINAL 11 OF ECU "TERMINAL 7 OF
CRUISE CONTROL ACTUATOR "TERMINAL 6 "TERMINAL 12 OF CRUISE CONTROL ECU.
THIS CAUSES THE MOTOR IN THE CRUISE CONTROL ACTUATOR TO ROTATE TO CLOSE THE THROTTLE VALVE AND RETURN THE
THROTTLE CABLE TO DECREASE THE VEHICLE SPEED.
3. COAST CONTROL
DURING THE CRUISE CONTROL DRIVING, WHILE THE COAST SW IS ON, THE CRUISE CONTROL ACTUATOR RETURNS THE
THROTTLE CABLE TO CLOSE THE THROTTLE VALVE AND DECREASE THE DRIVING SPEED. THE VEHICLE SPEED WHEN THE COAST
SW IS TURNED OFF IS MEMORIZED AND THE VEHICLE CONTINUES AT THE NEW SET SPEED.
4. ACCEL CONTROL
DURING CRUISE CONTROL DRIVING, WHILE THE ACCEL SW IS TURNED ON, THE CRUISE CONTROL ACTUATOR PULLS THE
THROTTLE CABLE TO OPEN THE THROTTLE VALVE AND INCREASE THE DRIVING SPEED.
THE VEHICLE SPEED WHEN THE ACCEL SW IS TURNED OFF IS MEMORIZED AND THE VEHICLE CONTINUES AT THE NEW SET
SPEED.
5. RESUME CONTROL
UNLESS THE VEHICLE SPEED FALLS BELOW THE MINIMUM SPEED LIMIT (APPROX. 40 KM/H, 25 MPH) AFTER CANCELING THE SET
SPEED BY THE CANCEL SW, PUSHING THE RESUME SW WILL CAUSE THE VEHICLE TO RESUME THE SPEED SET BEFORE
CANCELLATION.
6. MANUAL CANCEL MECHANISM
IF ANY OF THE FOLLOWING OPERATIONS OCCURS DURING CRUISE CONTROL OPERATION, CURRENT FLOW TO MAGNETIC
CLUTCH OF THE ACTUATOR IS CUT TURNS OFF AND THE MOTOR ROTATES TO CLOSE THE THROTTLE VALVE AND THE CRUISE
CONTROL IS RELEASED.
*PLACING THE SHIFT LEVER IN ªNº POSITION (PARK/NEUTRAL POSITION SW (NEUTRAL START SW ON). ªSIGNAL INPUT TO
TERMINAL 2 OF ECUº (A/T)
*DEPRESSING THE CLUTCH PEDAL (CLUCH SW ON). ªSIGNAL INPUT TO TERMINAL 2 OF THE ECUº (M/T)
*DEPRESSING THE BRAKE PEDAL (STOP LIGHT SW ON). ªSIGNAL INPUT TO TERMINAL 16 OF ECUº
*PUSH THE CANCEL SW (CANCEL SW ON). ªSIGNAL INPUT TO TERMINAL 18 OF ECUº
*DEPRESSING THE PARKING BRAKE PEDAL (PARKING BRAKE SW ON). ªSIGNAL INPUT TO TERMINAL 3 OF ECUº (3VZ±FE)
*PULLING THE PARKING BRAKE LEVER (PARKING BRAKE SW ON). ªSIGNAL INPUT TO TERMINAL 3 OF THE ECUº (5S±FE)
SYSTEM OUTLINE

201
PREVIOUS AUTOMATIC TRANSMISSIONS HAVE SELECTED EACH GEAR SHIFT USING MECHANICALLY CONTROLLED THROTTLE
HYDRAULIC PRESSURE, GOVERNOR HYDRAULIC PRESSURE AND LOCK±UP HYDRAULIC PRESSURE. THE ELECTRONIC
CONTROLLED TRANSMISSION, HOWEVER, ELECTRICALLY CONTROLS THE LINE PRESSURE AND LOCK±UP PRESSURE ETC.,
THROUGH THE SOLENOID VALVE. ENGINE CONTROL MODULE (ENGINE AND ELECTRONIC CONTROLLED TRANSMISSION ECU)
CONTROL OF THE SOLENOID VALVE BASED ON THE INPUT SIGNALS FROM EACH SENSOR MAKES SMOOTH DRIVING POSSIBLE BY
SHIFT SELECTION FOR EACH GEAR WHICH IS MOST APPROPRIATE TO THE DRIVING CONDITIONS AT THAT TIME.
1. GEAR SHIFT OPERATION
DURING DRIVING, THE ENGINE CONTROL MODULE (ECU) SELECTS THE SHIFT FOR EACH GEAR WHICH IS MOST APPROPRIATE TO
THE DRIVING CONDITIONS, BASED ON INPUT SIGNALS FROM THE ENGINE COOLANT TEMP. SENSOR (EFI WATER TEMP. SENSOR)
TO TERMINAL THW OF THE ENGINE CONTROL MODULE (ECU), AND ALSO THE INPUT SIGNALS TO TERMINAL NC2+ OF THE ENGINE
CONTROL MODULE (ECU) FROM THE VEHICLE SPEED SENSOR (SPEED SENSOR) DEVOTED TO THE ELECTRONIC CONTROLLED
TRANSMISSION. CURRENT IS THEN OUTPUT TO THE ELECTRONIC CONTROLLED TRANSMISSION SOLENOIDS. WHEN SHIFTING TO
1ST SPEED, CURRENT FLOWS FROM TERMINAL S1 OF THE ENGINE CONTROL MODULE (ECU) " TERMINAL 3 OF THE ELECTRONIC
CONTROLLED TRANSMISSION SOLENOIDS " GROUND, AND CONTINUITY TO THE NO. 1 SOLENOID CAUSES THE SHIFT.
FOR 2ND SPEED, CURRENT FLOWS FROM TERMINAL S1 OF THE ENGINE CONTROL MODULE (ECU) " TERMINAL 3 OF THE
ELECTRONIC CONTROLLED TRANSMISSION SOLENOIDS " GROUND, AND FROM TERMINAL S2 OF THE ENGINE CONTROL
MODULE (ECU) " TERMINAL 1 OF THE ELECTRONIC CONTROLLED TRANSMISSION SOLENOIDS " GROUND, AND CONTINUITY TO
SOLENOIDS NO. 1 AND NO. 2 CAUSES THE SHIFT.
FOR 3RD SPEED, THERE IS NO CONTINUITY TO NO. 1 SOLENOID, ONLY TO NO. 2, CAUSING THE SHIFT.
SHIFTING INTO 4TH SPEED (OVERDRIVE) TAKES PLACE WHEN THERE IS NO CONTINUITY TO EITHER NO. 1 OR NO. 2 SOLENOID.
2. LOCK±UP OPERATION
WHEN THE ENGINE CONTROL MODULE (ECU) JUDGES FROM EACH SIGNAL THAT LOCK±UP OPERATION CONDITIONS HAVE BEEN
MET, CURRENT FLOWS FROM TERMINAL SL OF THE ENGINE CONTROL MODULE (ECU) " TERMINAL 2 OF THE ELECTRONIC
CONTROLLED TRANSMISSION SOLENOID " GROUND, CAUSING CONTINUITY TO THE LOCK±UP SOLENOID AND CAUSING
LOCK±UP OPERATION.
3. STOP LIGHT SW CIRCUIT
IF THE BRAKE PEDAL IS DEPRESSED (STOP LIGHT SW ON) WHEN DRIVING IN LOCK±UP CONDITION, A SIGNAL IS INPUT TO
TERMINAL STP OF THE ENGINE CONTROL MODULE (ECU), THE ENGINE CONTROL MODULE (ECU) OPERATES AND CONTINUITY TO
THE LOCK±UP SOLENOID IS CUT.
4. OVERDRIVE CIRCUIT
*O/D MAIN SW ON
WHEN THE O/D MAIN SW IS TURNED ON (O/D OFF INDICATOR LIGHT TURNS OFF), A SIGNAL IS INPUT TO TERMINAL OD2 OF THE
ENGINE CONTROL MODULE (ECU) AND ENGINE CONTROL MODULE (ECU) OPERATION CAUSES GEAR SHIFT WHEN THE
CONDITIONS FOR OVERDRIVE ARE MET.
*O/D MAIN SW OFF
WHEN THE O/D MAIN SW IS TURNED TO OFF, THE CURRENT FLOWING THROUGH THE O/D OFF INDICATOR LIGHT FLOWS
THROUGH THE O/D MAIN SW TO GROUND. CAUSING THE INDICATOR LIGHT TO LIGHT UP. AT THE SAME TIME, A SIGNAL IS INPUT
TO TERMINAL OD2 OF THE ENGINE CONTROL MODULE (ECU) AND ENGINE CONTROL MODULE (ECU) OPERATION PREVENTS
SHIFT INTO OVERDIRVE.
5. ELECTRONIC CONTROLLED TRANSMISSION PATTERN SELECT SW CIRCUIT
IF THE ELECTRONIC CONTROLLED TRANSMISSION PATTERN SELECT SW IS CHANGED FROM NORMAL TO POWER, THE CURRENT
FLOWING THROUGH THE POWER INDICATOR FLOWS TO GROUND, CURRENT FLOWS TO TERMINAL P OF THE ENGINE CONTROL
MODULE (ECU), THE ENGINE CONTROL MODULE (ECU) OPERATES, AND SHIFT UP AND SHIFT DOWN OCCUR AT HIGHER VEHICLE
SPEEDS THAN WHEN THE SW IS IN NORMAL POSITION.
SYSTEM OUTLINE

206
ELECTRONIC CONTROLLED TRANSMISSION AND A/T INDICATOR (5S±FE)
PREVIOUS AUTOMATIC TRANSMISSIONS HAVE SELECTED EACH GEAR SHIFT USING MECHANICALLY CONTROLLED THROTTLE
HYDRAULIC PRESSURE, GOVERNOR HYDRAULIC PRESSURE AND LOCK±UP HYDRAULIC PRESSURE. THE ELECTRONIC
CONTROLLED TRANSMISSION, HOWEVER, ELECTRICALLY CONTROLS THE LINE PRESSURE AND LOCK±UP PRESSURE ETC.,
THROUGH THE SOLENOID VALVE. ENGINE CONTROL MODULE (ENGINE AND ELECTRONIC CONTROLLED TRANSMISSION ECU)
CONTROL OF THE SOLENOID VALVE BASED ON THE INPUT SIGNALS FROM EACH SENSOR MAKES SMOOTH DRIVING POSSIBLE BY
SHIFT SELECTION FOR EACH GEAR WHICH IS MOST APPROPRIATE TO THE DRIVING CONDITIONS AT THAT TIME.
1. GEAR SHIFT OPERATION
DURING DRIVING, THE ENGINE CONTROL MODULE (ECU) SELECTS THE SHIFT FOR EACH GEAR WHICH IS MOST APPROPRIATE TO
THE DRIVING CONDITIONS, BASED ON INPUT SIGNALS FROM THE ENGINE COOLANT TEMP. SENSOR (EFI WATER TEMP. SENSOR)
TO TERMINAL THW OF THE ENGINE CONTROL MODULE (ECU), AND ALSO THE INPUT SIGNALS TO TERMINAL SP1 OF THE ENGINE
CONTROL MODULE (ECU) FROM THE VEHICLE SPEED SENSOR (SPEED SENSOR) DEVOTED TO THE ELECTRONIC CONTROLLED
TRANSMISSION. CURRENT IS THEN OUTPUT TO THE ELECTRONIC CONTROLLED TRANSMISSION SOLENOIDS. WHEN SHIFTING TO
1ST SPEED, CURRENT FLOWS FROM TERMINAL S1 OF THE ENGINE CONTROL MODULE (ECU) " TERMINAL (A)3 OF THE
ELECTRONIC CONTROLLED TRANSMISSION SOLENOIDS " GROUND, AND CONTINUITY TO THE NO. 1 SOLENOID CAUSES THE
SHIFT.
FOR 2ND SPEED, CURRENT FLOWS FROM TERMINAL S1 OF THE ENGINE CONTROL MODULE (ECU) " TERMINAL (A)3 OF THE
ELECTRONIC CONTROLLED TRANSMISSION SOLENOIDS " GROUND, AND FROM TERMINAL S2 OF THE ENGINE CONTROL
MODULE (ECU) " TERMINAL (A)1 OF THE ELECTRONIC CONTROL TRANSMISSION SOLENOIDS " GROUND, AND CONTINUITY TO
SOLENOIDS NO. 1 AND NO. 2 CAUSES THE SHIFT.
FOR 3RD SPEED, THERE IS NO CONTINUITY TO NO. 1 SOLENOID, ONLY TO NO. 2, CAUSING THE SHIFT.
SHIFTING INTO 4TH SPEED (OVERDRIVE) TAKES PLACE WHEN THERE IS NO CONTINUITY TO EITHER NO. 1 OR NO. 2 SOLENOID.
2. LOCK±UP OPERATION
WHEN THE ENGINE CONTROL MODULE (ECU) JUDGES FROM EACH SIGNAL THAT LOCK±UP OPERATION CONDITIONS HAVE BEEN
MET, CURRENT FLOWS FROM TERMINAL SL OF THE ENGINE CONTROL MODULE (ECU) " TERMINAL (B)1 OF THE ELECTRONIC
CONTROLLED TRANSMISSION SOLENOID " GROUND, CAUSING CONTINUITY TO THE LOCK±UP SOLENOID AND CAUSING
LOCK±UP OPERATION.
3. STOP LIGHT SW CIRCUIT
IF THE BRAKE PEDAL IS DEPRESSED (STOP LIGHT SW ON) WHEN DRIVING IN LOCK±UP CONDITION, A SIGNAL IS INPUT TO
TERMINAL B/K OF THE ENGINE CONTROL MODULE (ECU), THE ENGINE CONTROL MODULE (ECU) OPERATES AND CONTINUITY TO
THE LOCK±UP SOLENOID IS CUT.
4. OVERDRIVE CIRCUIT
*O/D MAIN SW ON
WHEN THE O/D MAIN SW IS TURNED ON (O/D OFF INDICATOR LIGHT TURNS OFF), A SIGNAL IS INPUT TO TERMINAL OD2 OF THE
ENGINE CONTROL MODULE (ECU) AND ENGINE CONTROL MODULE (ECU) OPERATION CAUSES GEAR SHIFT WHEN THE
CONDITIONS FOR OVERDRIVE ARE MET.
*O/D MAIN SW OFF
WHEN THE O/D MAIN SW IS TURNED TO OFF, THE CURRENT FLOWING THROUGH THE O/D OFF INDICATOR LIGHT FLOWS
THROUGH THE O/D MAIN SW TO GROUND. CAUSING THE INDICATOR LIGHT TO LIGHT UP. AT THE SAME TIME, A SIGNAL IS INPUT
TO TERMINAL OD2 OF THE ENGINE CONTROL MODULE (ECU) AND ENGINE CONTROL MODULE (ECU) OPERATION PREVENTS
SHIFT INTO OVERDRIVE.
5. ELECTRONIC CONTROLLED TRANSMISSION PATTERN SELECT SW CIRCUIT
IF THE ELECTRONIC CONTROLLED TRANSMISSION PATTERN SELECT SW IS CHANGED FROM NORMAL TO POWER, THE CURRENT
FLOWING THROUGH THE POWER INDICATOR FLOWS TO GROUND, CURRENT FLOWS TO TERMINAL P OF THE ENGINE CONTROL
MODULE (ECU), THE ENGINE CONTROL MODULE (ECU) OPERATES, AND SHIFT UP AND SHIFT DOWN OCCUR AT HIGHER VEHICLE
SPEEDS THAN WHEN THE SW IS IN NORMAL POSITION.
E 7(C), E 8 (B), E10(A)ENGINE CONTROL MODULE (ENGINE AND ELECTRONIC CONTROLLED TRANSMISSION ECU)
(TURN ON THE IGNTION SW)
S1, S2 ±E1 :9.0±14.0 VOLTS WITH SOLENOID ON
0±1.5 VOLTS WITH SOLENOID OFF
P ±E1:7.5±14.0 VOLTS WITH IGNITION SW ON AND PATTERN SELECT SW AT POWER POSITION
L± E1:7.5±14.0 VOLTS WITH SHIFT LEVER AT L POSITION
2± E1:7.5±14.0 VOLTS WITH SHIFT LEVER AT 2 POSITION
R± E1:7.5±14.0 VOLTS WITH SHIFT LEVER AT R POSITION
B/K± E1:9.0±14.0 VOLTS WITH BRAKE PEDAL DEPRESSED
THW± E2:0.2±1.0 VOLTS WITH WITH ENGINE COOLANT TEMP. 60°C (140°F) ±120°C (248°F)
IDL± E2:0±1.5 VOLTS WITH THROTTLE VALVE FULLY CLOSED
9.0±14.0 VOLTS WITH THROTTLE VALVE FULLY OPENED
SYSTEM OUTLINE
SERVICE HINTS

210
ABS (ANTI±LOCK BRAKE SYSTEM) (TMC MADE)
A B
A
E4
E6
I25E4 EC1 7EC1 3
IR2 6IR27IR25M
2 1 A 23 A24 A11 A1A13 A26 A14 A18 A6 B 4A1A4A3A6A2A5B1 A 5 A 1 B 4 B 2B3
A 2A15 A22 A10 A3A16B 3
B 1A2A4
A6
A 9
2 1
EAR±L
FR+ FR± FS S FL+ FL ± GND E
W±L W±L W±L
W±LG± W W±R
GR±L
GR±R
GR±G
L±W
G±W
L±R
G±R
R
R±W
W±R
W±BW±B
W±B W±B
W±B
BR BR R G W±B
B
W
W
W±B1FUSE BOX
60A ABS
ABS RELAY
ABS ACTUATOR
R±L
R± SR MR SFR SFL SRR SRL AST MT
ABS SPEED SENSOR
FRONT LHABS SPEED SENSOR
FRONT RH
W±B
(
SHIELDED)(
SHIELDED) ABS ECU FROM POWER SOURCE SYSTEM(
SEE PAGE 64)
A1 3 , A 1 4 BA A6 , A7
B A4 , A5
A8 A9 F1 8
W±R
W±B
G
R

211
*
2 : CANADA *1 : USA
A
A
A
2G
II1 4 IR2 2IR2 1IR24
IS1 6 IS1 5 IS1 4 IJ1 6 IJ1 19 IJ1 12
1 2 1 2I21 I21 B 1B9B7B
16 B8B14A 25 A 12 B 6 B 13 A 5 B 4A 6
B
4
11 IP3 8IP33
B 15
RL± RL+ RSS RR± RR+ PKB
BR ABS TC TC TS WA R±LFROM POWER SOURCE SYSTEM(
SEE PAGE 64)
R±L
B±R
L±Y B±R
L±Y B±R
L±Y G±W G±WG±BR±G LG±RR±L
LG±R
G±BG±BY±B
LG±R LG±R
R±G
R±YY±B G
R R G
BR
YBR
Y
R±W R±W R±WR±W
11 16 22 4 1423
D/G TC TS W STP IG1 BATWB
DATA LINK
CONNECTOR 2
(
TDCL)
DATA LINK CONNECTOR 1
(
CHECK CONNECTOR)
C C
ABS WARNING LIGHT
[COMB. METER]
ABS SPEED SENSOR
REAR LH(
SHIELDED)
(
SHIELDED)
ABS SPEED SENSOR
REAR RH
PARKING BRAKE
SW
PARKING BRAKE
SW(
1MZ±FE)
ABS ECU
JUNCTION
CONNECTOR
R±LC CJ1
JUNCTION
CONNECTORJ3
C9 ,C10
B
A13 , A14
B
BR BR
BR
A19 A20
P2
P3(
5S±FE)
D1
D3
SHORT PIN
STOP LIGHT SW
G±R
G±W
2 1
S10
B
1 A 2
B 2B1
NOISE FILTER
(
FOR STOP LIGHT) N2 , N3
A
G±W
G±R
IP1 3
(
*1)
(
*
1) B
(
*2)
W
(
*2)
(
SHIELDED)
(
SHIELDED)
1A 151M 6
1B 61M31A73 10A
GAUGE15A
ECU±B 15A
ECU±IG 15A
STOP
3C 73C 19
3D 17
3C 173D 16
3C 133C 33C12
3C 15 3B23B 11 3C 16
3B 3
3D 8 3C 8

212
ABS (ANTI±LOCK BRAKE SYSTEM) (TMC MADE)
THIS SYSTEM CONTROLS THE RESPECTIVE BRAKE FLUID PRESSURES ACTING ON THE DISC BRAKE CYLINDERS OF THE RIGHT
FRONT WHEEL, LEFT FRONT WHEEL AND REAR WHEELS WHEN THE BRAKES ARE APPLIED IN A PANIC STOP SO THAT THE
WHEELS DO NOT LOCK. THIS RESULTS IN IMPROVED DIRECTIONAL STABILITY AND STEERABILITY DURING PANIC BRAKEING.
1. INPUT SIGNALS
(1) SPEED SENSOR SIGNAL
THE SPEED OF THE WHEELS IS DETECTED AND INPUT TO TERMINALS FL+, FR+, RL+ AND RR+ OF THE ABS ECU.
(2) STOP LIGHT SW SIGNAL
A SIGNAL IS INPUT TO TERMINAL STP OF THE ABS ECU WHEN BRAKE PEDAL IS OPERATED.
(3) PARKING BRAKE SW SIGNAL
A SIGNAL IS INPUT TO TERMINAL PKB OF THE ABS ECU WHEN THE PARKING BRAKE IS OPERATED.
2. SYSTEM OPERATION
DURING SUDDEN BRAKEING THE ABS ECU, WHICH HAS SIGNALS INPUT FROM EACH SENSOR, CONTROLS THE CURRENT
FLOWING TO THE SOLENOID INSIDE THE ACTUATOR AND LETS THE HYDRAULIC PRESSURE ACTING ON EACH WHEEL CYLINDER
ESCAPE TO THE RESERVOIR. THE PUMP INSIDE THE ACTUATOR IS ALSO OPERATING AT THIS TIME AND IT RETURNS THE BRAKE
FLUID FROM THE RESERVOIR TO THE MASTER CYLINDER, THUS PREVENTING LOCKING OF THE VEHICLE WHEELS.
IF THE ECU JUDGES THAT THE HYDRAULIC PRESSURE ACTING ON THE WHEEL CYLINDER IS INSUFFICIENT, THE CURRENT
ACTING ON THE SOLENOID IS CONTROLLED AND THE HYDRAULIC PRESSURE IS INCREASED. HOLDING OF THE HYDRAULIC
PRESSURE IS ALSO CONTROLLED BY THE ECU, BY THE SAME METHOD AS ABOVE. BY REPEATED PRESSURE REDUCTION,
HOLDING AND INCREASE ARE REPLATED TO MAINTAIN VEHICLE STABILITY AND TO IMPROVE STEERBILITY DURING SUDDEN
BRAKING.
A 4(A), A 5(B) ABS ACTUATOR
(A)1, (A)3, (A)4, (A)6 ± (A)2 : APPROX. 6 W
(A)2±GROUND : APPROX. 5 W
A 6(B), A 7(A) ABS RELAY
(A)1±(B) 3 : 60 W±100 W
(A)4±(B) 3 : 60 W±100 W
(A)1, (B) 2±GROUND : APPROX. 12 VOLTS
(A)6±GROUND : APPROX. 12 VOLTS
A 8, A 9 ABS SPEED SENSOR FRONT LH, RH
1±2 : 0.8 K±1.3 KW
A19, A20 ABS SPEED SENSOR REAR LH, RH
1±2 : 1.1 K±1.5 KW
A13(A), A14(B) ABS ECU
(CONNECT THE ECU CONNECTORS)
(A) 5±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND DATA LINK CONNECTOR 1 (CHECK CONNECTOR)
TS±EI NOT CONNECTED
(B)15±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND DATA LINK CONNECTOR 1 (CHECK CONNECTOR)
TS±EI NOT CONNECTED
(A) 1±GROUND, (A) 13±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND ABS WARNING LIGHT GOES OFF
(A)14±GROUND, (A) 1±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND ABS WARNING LIGHT GOES OFF
(A)26±GROUND, (A) 18±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND ABS WARNING LIGHT GOES OFF
(A) 2±GROUND : ALWAYS CONTINUITY
(A)15±GROUND : ALWAYS CONTINUITY
(A)12±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
(B) 6±GROUND : APPROX. 12 VOLTS WITH BRAKE PEDAL DEPRESSED
(A)25±GROUND : ALWAYS APPROX. 12 VOLTS
SYSTEM OUTLINE
SERVICE HINTS

214
ABS (ANTI±LOCK BRAKE SYSTEM) (TMM MADE)
EC1 7
IR2 7IR26IR2 1 IR1 19
B 1A9B 2
A 11 A5A13 A7
IJ1 6IR2 5
I21 I14
1 21 2 B 2B1 A 2A1
2 1
FR+ FR± FL+ FL± +BS STPIG
W
B
R
GR
G
W±B W± B W±BB±R G±WW±L
G±W
G±R
B±R W± L
G±W
G±W
G± R
B±R
G±W
(
SHIELDED) (
SHIELDED)
(
SHIELDED)B A4 ,A5A
ABS ACTUATOR AND ECU FROM POWER SOURCE SYSTEM(
SEE PAGE 64)
B N2 ,N3A
NOISE FILTER
(
FO R STO P L I G HT)
STOP LIGHT SW S10
W± B
A9 A8
ABS SPEED SENSOR
FRONT RHABS SPEED SENSOR
FRONT LH FUS E BO X F18
60A ABS
11M 31A7 15A
STOP15A
ECU±IG
1A 151M 6
3C 19
3C 7
3C 153C 16