brake sensor TOYOTA CAMRY 1994 XV10 / 4.G Wiring Diagrams User Guide

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

218
ABS (ANTI±LOCK BRAKE SYSTEM) (TMM 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.
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 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
A 4(A), A 5(B) ABS ECU
(CONNECT THE ECU CONNECTORS)
(A)12±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND DATA LINK CONNECTOR 1 (CHECK CONNECTOR)
TS±EI NOT CONNECTED
(A)15±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND DATA LINK CONNECTOR 1 (CHECK CONNECTOR)
TS±EI NOT CONNECTED
(B) 4±GROUND : ALWAYS CONTINUITY
(B) 2±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
(A) 9±GROUND : APPROX. 12 VOLTS WITH BRAKE PEDAL DEPRESSED
(B) 1±GROUND : ALWAYS APPROX. 12 VOLTS
SYSTEM OUTLINE
SERVICE HINTS

237
*
1 : W/O A/T INDICATOR LIGHT
* 2 : W/ A/T INDICATOR LIGHT
*
3 : MALFUNCTION INDICATOR LAMP
(
CHECK ENGINE WARNING LIGHT)
*7 : 5S±FE *
6 : 1MZ±FE * 5 : TMM MADE
*
4:TMCMADE
AB
C
COMBINATION METER1
IEIF 2 1B 15 B3B9B13
B 12B 8B14 C 1 C 3 A 9A 10C 2
II1 4
11B DE 18 A
FB E D
8 A
FAFROM POWER SOURCE SYSTEM(
SEE PAGE 64)
B±W
R±Y
R±GW±R Y±G B±W
B±O G± L
G±R
R±Y R±Y W±BG±RG± L
±B W±B
R±W R±W
R±W
G±O
Y
B±Y
R±BB±YY G±O R±Y
R±Y
R±W 10A
STARTER
TO LIGHT FAILURE
SENSOR
FROM º HEAD RHº FUSE
FROM º HEAD(
UP R±RH)
ºFUSE
(
CA NADA) (
USA) CRUISE
(
*3)
BRAKE
BULB
CHECK
RE AR LIGHT
O/D OFF
CHARGE
SRS
HIGH BEAM
PKB BRK
TOO/DMAINSW
TO GENERATOR(
ALTERNATOR)
TO CENTER AIRBAG
SENSOR ASSEMBLY
TO DIMMER SW
[COMB. SW] TO CRUISE CONTROL ECU
TO E NGINE CONTROL MODULE
(
ENGINE AND ELECTRONIC CONTROLLED
TRANSMISSION ECU)(
A/T)
TO E NGINE CONTROL MODULE
(
ENGINE ECU)(
M/T)
BRAKE FLUID
LEVEL SWJUNCTION
CONNECTOR
JUNCTION
CONNE CTOR
DAYTIME RUNNING
LIGHT RELAY
(
MAIN) PARKING
BRAKE SW
PARKING
BRAKE SW(
EX. 1MZ±FE A/T)
(
1MZ±FE A/T)
JUNCTION
CONNECTOR
JUNCTION
CONNECTOR (
USA)
(
CANA DA) C8 ,C9 , C10
J2
J2 B2
P3
P2 D4
J2
J3(
*1) (
*1)
(
USA)
II1 2
I6
G±O
G±O G±O
(
*2) FROM A/T
INDICATOR LIGHT
W±B
(
CA NADA)(
*5) (
*5)
O
(
*4)O
(
*4)
4
3B 203C 2
1D 31F3 7. 5A
IGN7. 5A
SRS
3B 19 3D19 3B 83D18
3D 83C8 3A 10
1M 51C 8
W

256
GROUND POINT*3 :W/POWERWINDOW *
2:TMMMADE * 1 : TMC MADE
* 6 : AIR CONDITIONING(
LEVER CONTROL SW TYPE) *
5 : AIR CONDITIONING(
PUSH CONTROL SW TYPE) * 4 : W/O POWER WINDOW
LIGHT CONTROL SW
[COMB. SW]
KEY INTERLOCK
SOLENOID
WIPER AND WASHER SW
[COMB. SW]
RE AR WINDOW
DEFOGGER SW
CLOCK
CIGARETTE LIGHTER
BRAKE FLUID LEVEL
SW
TURN SIGNAL FLASHER
MOON ROOF
CONTROL RELAY
MOON ROOF MOTOR
MOON ROOF LIMIT SW
RADIO AND PLAYER
STEREO COMPONENT
AMPLIFIERBLOWER RESISTOR
A/C AMPLIFIER HEATER CONTROL SW
(
PUSH CONTROL SW
TYPE)
OR AIR VENT
MODE CONTROL SW
(
LEVER CONTROL SW
TYPE) BLOWER SW
STARTER RELAY
COMBINATION METER
CIRCUIT OPENING
RELAY
DAYTIME RUNNING
LIGHT RELAY(
MAIN)
CRUISE CONTROL ECU
CRUISE CONTROL SW
[COMB. SW]
HEATER RELAY I7
I7
I7
I7
I7
I13I13 I13 I13 I12
IH IG II2F
4 1
IM27F FI5
I5 W±B
W±B
W±B
W±B
W±B
W±B
W±B
W±B
W±B
W±B
W±B
W±B
W±B
W±B
BR
BR BRW±B W±BW±B
W±B
W±B W±BW±B
W±B
W±B
W±B
W±B
W±B W±B
W±B
W±B W±B
W±B W±B
W±B W±BW±BW±B W±B W±B W±B
W±B
W±BW±B
W±B
VANI TY LIGHT LHAIR VENT MODE CONTROL
SERVO MOTOR
W±B
W±B W±B W±B JUNCTION
CONNE CTOR J1
DIMMER SW
[COMB. SW]
IL17 IK 14
W±B
W±B
CENTER AIRBAG SENSOR
ASSEMBLY(
E2)6
VANITY LIGHT RHW±B W±B
W±B
W±B
MOON ROOF CONTROL SW
AND PERSONAL LI GHT
(
W/ CD PL AYER)(
CANADA)
(
W/O CD PLAYER)IE
W±BIV 2 IV1
(
W/G)(
S /D, C/P) (
*1)W±B W±B
(
*2)
(
*2)
B5:S/D
B21 : C/P
B32 : W/G
B4:S/D
B21 : C/P
B31 : W/G
BK : S/D, C/P
BP : W/G
6 6 W±B
I5
W±B
DA TA LINK
CONNE CTOR 3
F W±B
B4:S/D
B30 : W/G
B20 : C/PI7:*5
I14 : * 6
1 HIGH BEAM INDICATOR
LIGHT [COMB. METER]
CRUISE CONTROL
CLUCH SW W±B
NOISE FILTER
POWER MAIN RELAY
INTEGRATION RELAY
UNLOCK WARNING SW
[IGNITION SW] 1C11
W±B W±B
CENTER AIRBAG SENSOR
ASSEMBLY(
E1)
1G4
1F1
1M1
1I6 1F2
1M 51C 8
3C
3D6
3A13
3A12
3B5
3C 186
3B14DEFOGGER RELAY 1C10

1
234
25 CAMRY
4ACC
IG1
ST1
IG2
ST2 AM1 2
AM2
3EF17EC1 3EC1
8IP3 3IP1 3A 1A
6
B
5B 1B 4A 2A
1CSR23 A
MR24 A
R±4A
D/ G5A
TC15 B
TS13 B
W
13 ASFL
1ASF R
26 ASRR
14 ASRL
18 AAST
6AMT
15 AGND
2AGND
22 AFL±
9AFL +
10 AFSS 1G 9
3C 17
3C 13 3D 17 3D16
3C 3
2IR2 1E 1
1A
SFR4A
SF L3A
SRR6A
SRL2A
AST5A
MT
4B +B S
1B GN D
3B +BM
EA6IR2 7IR2 5IR21G 32H2
3C 16 3B11 1B 61A72G3
3C 15 3B2
12
3C
19
3C4
B6
A
3AFR±
16 AFR+
1BRL±
9BRL +
7BRSS
16 BRR±
8BRR+ 14 B
PKB 25 A
BAT 12 A
IG1 6B
STP1IR2 4IR2
12IJ1 19IJ1 6IJ1 5IS1 6IS14IS1
M C
C
G± W G±B W± L
W± B
W±B
W± R
L±W
G±W
L±R
G±R
R
R±W
W± B
G
R
BR
B
W
G
R
BR
BR
B
W Y BRR G R G W± B W± R
W
GR±L
W± R GR±GWW±LW±LB±Y W WW
GR±RG± W
R±L
GR±R
LG±R
G±W
R± G LG±R LG±R
G±B R±YR± G LG±RY±B Y± B
R±L
B± R
L±Y
R±WL±Y B± R B± R
L±Y BR BR W± B
G±B
W±B W± LB±Y
B
B± Y
B G±B
From Stop
Light SW
<8±2><9±2>
To Data
Link
Connec tor 1
(
Che ck
Connec tor)
<3±3> To Da ta
Link
Connect or 2
(
TDCL)
< 3±2>
<4±5><5±4> From Data Link Connec tor 1
(
Check Connec tor)
< 3±3>
To Data Link
Connec tor 2
(
TDCL)
<3±2>
< 4±6> < 5±4>
To Parking Brake
SW< 33±3>
15A
ECU± B 15A
ECU±I G 10A
GA UGE
Front right
f ender 40A
AM1
60A ABS
100A ALT
FUSE BOX
I12
IGNITION SW
J3
JUNCTION
CONNECTOR
FL MAIN
2. 0L
BATTERY
W± B(
SHI ELDED)(
SHI EL DED)(
SHIELDED)(
SHI EL DED)
(
SHI EL DED) (
SHIELDED)BR
112 2221 1
A8
ABS SPEED
SENSOR FRONT LHA9
ABS SPEED
SENSOR FRONT RHA1 9
ABS SPEED
SENSOR REAR L HA20
ABS SPEED
SENSOR REAR RH
123
4562 1
34 ABGRAY BLACKABS ACTUATOR 2B 4B
7
3C
ABA BS WARNI NG LI GHT
[COMB. METER]W±L
GR A YC
C
R±L
J1
JUNCTION
CONNECTOR
16 11 10 9 8 5 4 3 2 1 1213146 7 15 109 8 7 6 5 4 3 2 1 1 2Fro m Data
Link
Connec tor 1
(
Ch eck
Connec tor)
< 3±3> < 4±7>
<5±3>
15
1A6
1M G±W WIP3 3
Power Source ABS(
Anti±Lock Brake System)(
TMC Made)
W± B
B*1 : 1 MZ± FE
*2 : 5S±FE
B
ABS RELAY
ABS ACTUATORABS ECUABS WARNING LIGHT
[COMB. METER]
11 A
1B 1A
1D
1E
W W± L
(
*1)
(
*2)
B(
*2)
F10 A , F16 C ,B(
*2) (
*1)
F17 E,
D
A6 A , A7 B
A4 A , A5 BA13 A , A14 BC9 A ,C10 B
A5 A4ABS REL AY
12
34AGRAY
1
4
5 2
3
6 BGRAY A6 A7
C9 C10BLUE16 ABS ECU
B ADARKGRAY
DARK GRAY 12
34567891011 12 13
14 15
16 17 18 19 20 21 22 2324 25 26
12345678
9 101112131415A13
A14
D F18E F17C F16B (
*2)
F1 0A (
*1)
F1 0FUSE BOX
1 1
1 1
,F18
v