automatic transmission TOYOTA CAMRY 1994 XV10 / 4.G Wiring Diagrams Workshop Manual

15
ABBREVIATIONS
ABBREVIATIONS
The following abbreviations are used in this manual.
ABS = Anti±Lock Brake System
ACIS = Acoustic Control Induction System
A/C = Air Conditioning
A/T = Automatic Transmission
COMB. = Combination
C/P = Coupe
ECU = Electronic Control Unit
EFI = Electronic Fuel Injection
EGR = Exhaust Gas Recirculation
ESA = Electronic Spark Advance
Ex. = Except
FL = Fusible Link
IAC = Idle Air Control
ISC = Idle Speed Control
J/B = Junction Block
LH = Left-Hand
MFI = Multiport Fuel Injection
M/T = Manual Transmission
O/D = Overdrive
R/B = Relay Block
RH = Right±Hand
RPM = Engine Speed
S/D = Sedan
SFI = Sequential Multiport Fuel Injection
SRS = Supplemental Restraint System
SW = Switch
TEMP. = Temperature
VSV = Vacuum Switching Valve
W/G = Wagon
w/ = With
w/o = Without
*The titles given inside the components are the names of the terminals (terminal codes) and
are not treated as being abbreviations.

197
7. AUTO CANCEL FUNCTION
A) IF ANY OF THE FOLLOWING OPERATING CONDITIONS OCCURS DURING CRUISE CONTROL OPERATION, THE SET SPEED IS
ERASED, CURRENT FLOW TO MAGNETIC CLUTCH IS CUT OFF AND THE CRUISE CONTROL IS RELEASED. (MAIN SW TURNS OFF).
WHEN THIS OCCURS, THE IGNITION SW MUST BE TURNED OFF ONCE BEFORE THE MAIN SW WILL TURN ON AGAIN.
*OVER CURRENT TO TRANSISTOR DRIVING MOTOR AND/OR MAGNETIC CLUTCH.
*WHEN CURRENT CONTINUED TO FLOW TO THE MOTOR INSIDE THE ACTUATOR IN THE THROTTLE VALVE ªOPENº DIRECTION.
*OPEN CIRCUIT IN MOTOR AND/OR MAGNETIC CLUTCH.
*MOMENTARY INTERRUPTION OF VEHICLE SPEED SIGNAL.
*SHORT CIRCUIT IN CRUISE CONTROL SW.
*MOTOR DOES NOT OPERATE DESPITE THE MOTOR DRIVE SIGNAL BEING OUTPUT.
B) IF ANY OF THE FOLLOWING CONDITIONS OCCURS DURING CRUISE CONTROL OPERATION, THE SET SPEED IS ERASED AND
THE CRUISE CONTROL IS RELEASED. CURRENT FLOW TO MAGNETIC CLUTCH IS CUT OFF UNTIL THE SET SW IS ªONº AGAIN.)
*WHEN THE VEHICLE SPEED HAS FALLEN BELOW THE MINIMUM SPEED LIMIT, APPROX. 40 KM/H (25 MPH)
*WHEN THE VEHICLE SPEED HAS FALLEN MORE THAN 16 KM/H (10 MPH) BELOW THE SET SPEED, E.G. ON AN UPWARD SLOPE.
*WHEN POWER TO THE CRUISE CONTROL SYSTEM IS MOMENTARILY CUT OFF.
C) IF ANY OF THE FOLLOWING CONDITIONS OCCURS DURING CRUISE CONTROL OPERATION, THE CRUISE CONTROL IS
RELEASED.
*OPEN CIRCUIT FOR TERMINAL 1 OF CRUISE CONTROL ECU.
8. AUTOMATIC TRANSMISSION CONTROL FUNCTION
*IN OVERDRIVE. IF THE VEHICLE SPEED BECOMES LOWER THAN THE OVERDRIVE CUT SPEED (SET SPEED MINUS APPROX. 4
KM/H, 2.5 MPH) DURING CRUISE CONTROL OPERATION, SUCH AS DRIVING UP A HILL, THE OVERDRIVE IS RELEASED AND THE
POWER INCREASED TO PREVENT A REDUCTION IN VEHICLE SPEED.
*AFTER RELEASING THE OVERDRIVE, IF VEHICLE SPEED BECOMES HIGHER THAN THE OVERDRIVE RETURN SPEED (SET
SPEED MINUS APPROX. 2 KM/H, 1.2 MPH) AND THE ECU JUDGES BY THE SIGNALS FROM POTENTIOMETER OF THE ACTUATOR
THAT THE UPWARD SLOPE HAS FINISHED, OVERDRIVE IS RESUMED AFTER A WHILE.
C 2 CRUISE CONTROL ACTUATOR
1±3 : APPROX. 2 K

5±4 : APPROX. 38

C13 CRUISE CNTROL SW MAIN [COMB. SW]
15±20 : CONTINUITY WITH MAIN SW ON
20±17 : APPROX. 418
WITH CANCEL SW ON
APPROX. 68
WITH RESUME/ACCEL SW ON
APPROX. 198
WITH SET/COAST SW ON
C16 CRUISE CONTROL ECU
14±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
1,15±GROUND : ALWAYS APPROX. 12 VOLTS
3±GROUND : CONTINUITY WITH PARKING BRAKE SW ON (ONE OF THE CANCEL SW) OR BRAKE LEVEL WARNING SW ON
20±GROUND :4 PULSE WITH 1 ROTATION OF ROTOR SHAFT
18±GROUND : APPROX. 418
WITH CANCEL SW ON IN CONTROL SW
APPROX. 68
WITH RES/ACC SW ON IN CONTROL SW
APPROX. 198
WITH SET/COAST SW ON IN CONTROL SW
13±GROUND : ALWAYS CONTINUITY
2±GROUND : CONTINUITY WITH SHIFT LEVER AT N POSITION (A/T) OR CLUTCH PEDAL DEPRESSED (M/T)
SERVICE HINTS

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