sensor TOYOTA RAV4 1996 Service Repair Manual

11 9
THE SRS IS A DRIVER AND PASSENGER PROTECTION DEVICE WHICH HAS A SUPPLEMENTAL ROLE TO THE SEAT BELTS.
WHEN THE IGNITION SW IS TURNED TO ACC OR ON, CURRENT FROM THE CIG & RAD FUSE FLOWS TO TERMINAL 10 OF THE
AIRBAG SENSOR ASSEMBLY. ONLY WHEN THE IGNITION SW IS ON DOES THE CURRENT FROM THE IGN FUSE TO TERMINAL 9.
IF AN ACCIDENT OCCURS WHILE DRIVING, WHEN THE FRONTAL IMPACT EXCEEDS A SET LEVEL, CURRENT FROM THE CIG & RAD
OR IGN FUSE FLOWS TO TERMINALS 4 AND 2 OF THE AIRBAG SENSOR ASSEMBLY " TERMINAL 1 OF THE AIRBAG SQUIB "
TERMINAL 2 " TERMINALS 3 AND 1 OF THE AIRBAG SENSOR ASSEMBLY " TERMINAL 5 OR TERMINAL 6 OR BODY GROUND "
GROUND, SO THAT CURRENT FLOWS TO THE AIRBAG SQUIBS AND CAUSES IT TO OPERATE.
THE AIRBAG STORED INSIDE THE STEERING WHEEL PAD IS INSTANTANEOUSLY EXPANDED TO SOFTEN THE SHOCK TO THE
DRIVER.
THE AIRBAG STORED INSIDE THE PASSENGER'S INSTRUMENT PANEL IS INSTANTANEOUSLY EXPANDED TO SOFTEN THE SHOCK
TO THE PASSENGER.
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
A1830C1130J 231
A1930D 128J 731
A2030F 831
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
IE20FUSE BLOCK ASSY WIRE AND J/B NO. 1 (LOWER FINISH PANEL)
IM20INSTRUMENT PANEL WIRE AND J/B NO. 1 (LOWER FINISH PANEL)
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CODESEE PAGEJOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
EA134ENGINE WIRE AND ENGINE ROOM MAIN WIRE (INSIDE OF R/B NO. 2)
IB136ENGINE ROOM MAIN WIRE AND INSTRUMENT PANEL WIRE (LEFT KICK PANEL)
IG238ENGINE WIRE AND INSTRUMENT PANEL WIRE (UNDER THE INSTRUMENT PANEL CENTER)
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
EC34INTAKE MANIFOLD
ID36LEFT KICK PANEL
IE36INSTRUMENT PANEL BRACE LH
AB 12
34
5678910A18
YELLOW
12A19
YELLOW
12A20
YELLOW
4 3 XC11
GRAY
XX3
X5X
XX X11
XXX
XXX
X
X D 1
BL ACKF 8
(
SEE PAGE 26)A A A A A
AAAAAAAJ 2
BLUE
(
HINT : SEE PAGE 7)C C A A
AA CCJ 7
GRAY
(
HINT : SEE PAGE 7) B
BBB
SYSTEM OUTLINE

130
ELECTRONICALLY CONTROLLED TRANSMISSION
THIS SYSTEM ELECTRONICALLY CONTROLS THE GEAR SHIFT TIMING, LOCK-UP TIMING, THE CLUTCH AND BRAKE HYDRAULIC
PRESSURE, AND THE ENGINE TORQUE DURING SHIFTING TO ACHIEVE OPTIMUM SHIFT FEELING.
IN ACCORDING TO THE VEHICLE DRIVING CONDITIONS AND ENGINE OPERATING CONDITIONS AS DETECTED BY VARIOUS
SENSORS.
1. GEAR SHIFT OPERATION
DURING DRIVING, THE ENGINE CONTROL MODULE SELECTS THE SHIFT FOR EACH GEAR WHICH IS MOST APPROPRIATE TO THE
DRIVING CONDITIONS, BASED ON INPUT SIGNALS FROM THE ENGINE COOLANT TEMP. SENSOR TO TERMINAL THW OF THE
ENGINE CONTROL MODULE, AND ALSO THE INPUT SIGNALS TO TERMINAL SPD OF THE ENGINE CONTROL MODULE FROM THE
SPEEDOMETER DEVOTED TO THE ELECTRONICALLY CONTROLLED TRANSMISSION. CURRENT IS THEN OUTPUT TO THE
ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID. WHEN SHIFTING TO 1ST SPEED, CURRENT FLOWS FROM TERMINAL
S1 OF THE ENGINE CONTROL MODULE "TERMINAL
(A) 3 (2WD) OR (B) 3 (4WD) OF THE ELECTRONICALLY CONTROLLED
TRANSMISSION SOLENOID "GROUND, AND CONTINUES TO THE NO. 1 SOLENOID CAUSES THE SHIFT.
FOR 2ND SPEED, CURRENT FLOWS FROM TERMINAL S1 OF THE ENGINE CONTROL MODULE "TERMINAL 3 OF THE
ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID "GROUND, AND FROM TERMINAL S2 OF THE ENGINE CONTROL
MODULE "TERMINAL
(A) 1 (2WD) OR (B) 6 (4WD) OF THE ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID "
GROUND, AND CONTINUES TO SOLENOIDS NO. 1 AND NO. 2 CAUSES THE SHIFT.
FOR 3RD SPEED, THERE IS NO CONTINUOUS TO NO. 1 SOLENOID, ONLY TO NO. 2 CAUSING THE SHIFT.
SHIFTING INTO 4TH SPEED (OVERDRIVE) TAKES PLACE WHEN THERE IS NO CONTINUOUS TO EITHER NO. 1 OR NO. 2 SOLENOID.
2. LOCK-UP OPERATION
WHEN THE ENGINE CONTROL MODULE JUDGES FROM EACH SIGNAL THAT LOCK-UP OPERATION CONDITIONS HAVE BEEN MET,
CURRENT FLOWS FROM TERMINAL SL OF THE ENGINE CONTROL MODULE "TERMINAL
(A) 2 (2WD) OR (B) 5 (4WD) OF THE
ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID "GROUND, CONTINUES 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, THE ENGINE CONTROL MODULE OPERATES AND CURRENT TO THE LOCK-UP
SOLENOID IS CUT.
4. OVERDRIVE CIRCUIT
*O/D MAIN SW ON
WHEN THE O/D MAIN SW IS TURNED ON (SW POINT IS OPEN), A SIGNAL IS INPUT TO TERMINAL OD2 OF THE ENGINE CONTROL
MODULE AND ENGINE CONTROL MODULE OPERATION CAUSES GEAR SHIFT WHEN THE CONDITIONS FOR OVERDRIVE ARE MET.
*O/D MAIN SW OFF
WHEN THE O/D MAIN SW IS TURNED OFF (SW POINT IS CLOSED), 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 AND ENGINE CONTROL MODULE OPERATION
PREVENTS SHIFT INTO OVERDRIVE.
SYSTEM OUTLINE

133
I 4 I 4 B 2PIM
B 1VC
B 11VTA
B 3TH A
B 4THW
B 7PTN K
B 9E2
Y
BR BR BR
LG-R
YY
L-R
Y-B
W
BR BR
BR
BR
BR SENSOR
OR
ENGINE CONTROL M ODULEB E 4 , E 5AC, E 6
B 15
L-W
A 2
A 15 A1C13 C3C2A8A7B14 B13
TE1S1
S2 SL ST SLD+ SLD- FR+ FR- RR+ RR-
P-B
P
Y-B
LG
L- B
BR-B
Y-R
W-R
L- Y
R-L
I 5 I 5 I 5 TO CRUISE
CONTROL ECUIG 2 14 IG 2 13
IG 2 12 A 3
B 3A 1A2(
2W D)
B 1(
4W D)
B 5 B 6
(
4W D)
(
4W D)(
4WD)
(
4WD)
(
4W D)
(
4W D)
(
4W D)
(
4W D)L-B
BR - B LG
B E 1 , A
ELECTRO NICALLY
CONTROLLED
TRANSM ISSION SOLENOID
(
4W D)(
4W D)
I 5 P
PFROM CRUISE CONTROL ECU
1 31212 SOLENOID VALVE
SLD S 1
VEHICLE SPEED
SENSOR (
FRO N T) V 3
VEHICLE SPEED
SENSOR (
REAR) V 4
1 2
1 2
11 1 3 2432
32
E2
L Y
BR
BR
Y
L- Y
VCC PTNK
L-R
L Y M 1
MANIFOLD ABSOLUTE
PRESSURE SENSOR
THRO TTLE
POSITION T 1
INTAKE AIR TEMP. SENS I 9
ENGINE COOLANT
TEM P
. SE
NSOR E 2
VAPOR PRESSURE
SENSOR V 1 8
B-RDATA LINK
CONNECTOR 1 D 1
12I 5
IG 1 5
E2 VC PIM
+B TE1

134
ELECTRONICALLY CONTROLLED TRANSMISSION
GAUGE
SE BLOCK] FROM POW ER SOURCE SYSTEM (
SEE PAGE 54)
IG 1 2 IG 2 9 IG 2 10
EC IGA 8
A 5A4A2 A 10 A11 B2
ECT PW RO/D OFF
4
R-G
LG
R-L
R- B LG-LG BR BR BR
R-L R-LR-L
R-LR-L-L
-L
LG
R-G LG
R-G
-W
V-WR- Y
L- B R- Y
L-B
W-B LG W-B
CO MBINATION M ETERB C 9 , C10A
EL ECTRONICALLY
CONTROLLED TRANSM ISSION
PATTERN SELECT SW E 3
(
COM BINATION METER) SPEED
JUNC
CONN J 32
CTION
NECTORB , J1 1 A
W-B JUNCTION CONNECTORB J10 , J11A
B BBBA C A C
I 5
1E 81B8
R
R
10A
[FU 3
F 8
POW ER NORMAL
3
BB B
B
TION
ECTORB
B JUN CTIO N
CONNECTOR J 5
C 7
OD2C 15
PC 9
SPD
C 8R
C 182
C 19L
A 14E1
A 26E02
A 13E01321
R
V
W-B
ENGINE CONTRO L M ODULEB E 4 , E 5AC, E 6
VEHICLE SPEED SENSOR V 2
IG 2 15 IG 216 IG17
4 2
A A
R-B LG - RLG BR BR BR
R-L
W-B
JUN CTION
CONNECTOR J 2O/D MAIN SW O 4
B A B 8(
4WD) A 5(
2WD)
B 3A 9
B 4A 4
A AAA A 6(
2WD)
B 2(
4WD)JU N
CON J10W-B
B P 1 , A
PARK/NEUTRAL
POSITION
SW

140
ABS
M A 1B2B4
C 8 C 11 C 10 C 9 D 25 D 26 D 12 D 13 C 2 C 1 C 5 C 15 C 4 A 2A4B1B5 A 3A 4B1B5B3B7B4B8B2B6A3A2A5A1
B 3 B 14 B 19 B 20
EA EBY-GY-G
L-B
L-R
W-B
W-R W-R
R-W
R- L R-B
W-BL- OL- R G-W BR-R BR-WG-Y
G-B
L- WL- R R-G R- W R-W
R-G
L-R
L-W
G-B
G-Y
BR-W
BR-R
G-W
L-O BR
BATTERY
ABS ACTUATOR ABS RELAYB A 8 , A 9AA A 6 , A 7B
ABS ECU A16 A MR R+(
2W D)
R-(
4W D)SR SFRH SFRR SFLH SFLR SRRH SRRR SRLH SRLR AST MT
FR+ FR- FSS FL+ FL-
B W BRG
R
FR O N T R H FRO NT LHEA15 2 W-RFU
B 6 W-BF 7
PKB
R-
R-B R-B
E 2
E 1I 3
W-B W-B W-BW- B
A 4B2B6B3B7B4B8B1B5A3A2A5A1(
2WD)
(
4WD)
B 4 B 18 B 8 B 7B 9 B 16 B 12 B 5 B 22 B 21 B 11 B 10 B 1(
2W D)
(
4W D)
B , A1 7
C 16 C 14 C 13 D 9
JU
CO J 1C 7 C 6(
2WD)
(
4WD) C , D,
(
4WD)
87
2 60A ABS
6 W
1J 15
1B19
1I 10 B
2 1 2 1
ABS SPEED SENSOR ABS SPEED SENSOR A10 A11 2 1
1
R-B
R-B FROM
CO M BINATION
METER(
SHIELDED)
PARKING BRAKE SW P 2BRAKE FLUID
LEVEL W ARNING SW B 2
A A
W-B
W-B
I 3
NCTION
NNECTOR(
4W D)
(
SHIELDED)
(
4WD)
SIBLE LINK BLOCK
100A ALT

141
A 7 A 1 A 10 A 3
EB D 10 C 12 D 6 D 20
B 13 B2
W-L
L
R-Y R-Y L W-L
R-L R-L
B-Y
R-Y 11 16 22 Y-GFROM POWER SOURCE SYSTEM (
SEE PAGE 54)
DATA LINK
ABS W ARNING LIGHT
[C O M B . M E T E R ]
D 1
TC TS WA IG1
RL+ RL- RSS RR+ RR- GND GNDABS ECU
R-Y
B-Y
1 1
BRY W-B W-BG
R
ABS OR
REA ABS OR
REA A21 A2 2
G
R
Y
BRW-BC 9
D 21
R-W R-W G-W G-W
STP
G-W
W-B
EA1 3 EA14IG219
A 8
B 7
B , C 10
A
R-L
418
IB 1 313
IB2 1
B-Y
IC1 7
B B
D 19
GL1
(
SHIELDED) (
SHIELDED)
1
IC 1 15
W W
D 7
GL2 5
IC1 6
R R
D 5
VGS 3
IC 1 14
G G
D 18
GGND2
IC 1 2 A15
W-B W-B
IF1 5IF16IF11IF13
W-B W-B
W-B
2
D 22
L- Y L-Y
15 A
DOME
BAT 19 18
IB1 10
R-Y
F
I 6A C
B B
JUNCTION CONNECTORB J10 , J11
A
A 2 A 4 A 8 A 9A12JU NC TIO N
CONNECTOR J 5
D
(
M/T)
G-W
G-W
(
2WD)
(
4WD)
D 16 D 15 D 23 D 2 D 1D 24 D11(
2WD)
(
4WD)
I 3
B 3I 3 I 3 (
SHIELDED)
(
SHIELDED)(
SHIELDED)
(
SHIELDED)
(
SHIELDED)(
SHIELDED) (
4WD)(
4W D)
W-B
W-B
(
2WD) (
4W D)
(
2W D)
W-B
(
2WD)
(
A/T)
(
A/T)I 2
I 3
(
4WD)(
4W D) (
2WD)
(
2W D)
(
4W D)
IF 1 4 A16 A B, A1 7 C , D,
(
4WD)
(
4W D)
(
4W D)
(
4W D)
(
4W D)(
4W D)
(
4W D)
(
4W D)
(
4W D)
(
4W D) (
4W D)
23
SHORT PIN
TC TS WA WB10A
GAUGE7. 5A
ECU-IG
CONNECTOR 110A
STOP
GL1 GL2 VGS GGND ABS DECELERATION SENSOR (
4WD) 315 12
FU SE
BLOCK 8
D 1 2
STOP
LIG HT
SW S 5
2
SPEED SENS
R LH2
SPEED SENS
R RH
1A 61E 6
1I 111F 2
1B 81E 8
1I 141I 13

142
ABS
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 BRAKING.
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 (4 WD)
A SIGNAL IS INPUT TO TERMINAL PKB OF THE ABS ECU WHEN THE PARKING BRAKE IS OPERATED.
(4) DECELERATION SENSOR SIGNAL (4 WD)
LONGITUDINAL ACCELERATION IS DETECTED AND A SIGNAL IS INPUT TO THE ABS ECU.
2. SYSTEM OPERATION
DURING SUDDEN BRAKING 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 REPEATED TO MAINTAIN VEHICLE STABILITY AND TO IMPROVE STEERABILITY DURING SUDDEN
BRAKING.
A 8 (A), A 9 (B) ABS RELAY
(A) 1, (B) 2-GROUND : ALWAYS APPROX. 12 VOLTS
(B) 6-GROUND : ALWAYS CONTINUITY
A10, A11 ABS SPEED SENSOR FRONT LH, RH
1-2 : APPROX. 0.92-1.22 KW (20
C, 68
F)
A12, A13 ABS SPEED SENSOR REAR LH, RH
1-2 : APPROX. 0.92-1.22 KW (20
C, 68
F)
A16 (A), (C), A17 (B), (D) ABS ECU
(CONNECT THE ECU CONNECTORS)
(A) 8, (D) 6-GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND
DATA LINK CONNECTOR 1 TS-E1 NOT CONNECTED
(A) 9, (D) 20-GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND
DATA LINK CONNECTOR 1 TC-E1 NOT CONNECTED
(B) 4, (C) 1- GROUND,(B) 1,(C) 2-GROUND :
(B) 5, (C) 9-GROUND,(B) 12,(C) 10-GROUND :
(B) 11, (D) 12-GROUND,(B) 10,(D) 13-GROUND :
(B) 22, (D) 25-GROUND,(B) 21,(D) 26-GROUND :
(B) 2,(D) 11-GROUND :
(B) 13,(D) 24-GROUND :
(A) 2, (D) 10-GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
(A) 12, (D) 21-GROUND : APPROX. 12 VOLTS WITH BRAKE PEDAL DEPRESSED
(D) 22-GROUND : ALWAYS APPROX. 12 VOLTS
A21, A22 ABS SPEED SENSOR REAR LH, RH
1-2 : APPROX. 0.8-1.2 KW (20
C, 68
F)
P 2 PARKING BRAKE SW
1-GROUND : CLOSED WITH PARKING BRAKE LEVER PULLED UP
S 5 STOP LIGHT SW
2-1 : CLOSED WITH BRAKE PEDAL DEPRESSED
ALWAYS CONTINUITYAPPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
AND ABS WARNING LIGHT GOES OFF
SYSTEM OUTLINE
SERVICE HINTS

146
CRUISE CONTROL
I 7
I 5
I1 1
I 8 A C
B BBBIG 1 2
IG 2 9IG210IG 1 5
IG 1 12
IGIG R-L
R- R-L
(
M/T)
R-L
R-L
R-L
R-L R-L
(
M/T)
(
A/T) R- L
(
A/T) B-W
(
A/T) BR
G-R
L-B
R-Y
V-W
R-L
(
M/T)
R-L
(
A/T)
R-YL-B BR
VEHICLE SPEED SENSOR
(
COMBINATIO N METER)J1 0
P
(
A/T) V-W
V-W
Y-B
(
A/T)
G- R
W-BV-W
W-BB- W
(
A/T)
B-W
(
M/T)
LL
B-W
(
A/T)CRUISE CONTROL
CLUTCH SW C15
FR O M THR O TTLE P O SITIO N
SENSOR
FROM POW ER SOURCE SYSTEM (
SEE PAGE 54)
E
CK]
JUNCTION
CONNECTORB J10 , J11A
B P 1 , A
PARK/NEUTRAL POSITION SW
IG 1 6
I 5
B 6B9B20 A15
SPD DOD1S2
ENGINE CONTROL MODULEB E 4 , E 6A
P
(
A/T) P
(
A/T) P
(
A/T)
TO ELECTRONICALLY
CONTROLLED TRANSMISSION
SOLENOID
B 2(
4W D) A 6(
2W D)
A 8(
2W D)
B 10(
4W D)
B-W
(
A/T)
43
R
-L
10A GAUG
[FUS E B LO F 8
1
CO M BINA TIO N M ETER C 9
CRUISE
SPEED
12 6 11 10 28
21 2
13 7 9 20CRUISE CONTROL ECU C16
22 DIDL
SPDODECT PI GND
213
V 2
A
A
JU NC TIO N
CONNECTORL
1E 8
1B 8

148
CRUISE CONTROL
CURRENT IS APPLIED AT ALL TIMES THROUGH THE STOP FUSE TO TERMINAL 2 OF THE STOP LIGHT SW, AND ALSO THROUGH
THE DOME FUSE TO TERMINAL 15 OF THE CRUISE CONTROL ECU.
WITH THE IGNITION SW TURNED TO ON, CURRENT FLOWS THROUGH THE GAUGE FUSE TO TERMINAL 8 OF THE COMBINATION
METER AND THE CURRENT THROUGH THE DOME FUSE FLOWS TO TERMINAL 15 OF THE CRUISE CONTROL ECU.
WHEN THE IGNITION SW IS ON AND THE CRUISE CONTROL MAIN SW IS TURNED ON, A SIGNAL IS INPUT FROM TERMINAL 5 OF THE
CRUISE CONTROL SW TO TERMINAL 19 OF THE CRUISE CONTROL ECU. AS A RESULT, THE CRUISE CONTROL ECU FUNCTIONS
AND THE CURRENT FLOWS FROM THE ECU-IG FUSE TO TERMINAL 14 OF THE CRUISE CONTROL ECU TO TERMINAL 13 OF THE
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 TO TERMINAL 8 OF THE CRUISE CONTROL INDICATOR
LIGHT "TERMINAL 6 "TERMINAL 7 OF THE CRUISE CONTROL ECU "TERMINAL 13 "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 PUSHED 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
DURNING 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 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 OF THE CRUISE CONTROL ECU "TERMINAL 6 OF THE CRUISE CONTROL ACTUATOR "
TERMINAL 7 "TERMINAL 11 OF THE 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 THE CRUISE CONTROL ACTUATOR FLOWS FROM
TERMINAL 11 OF THE ECU "TERMINAL 7 OF THE CRUISE CONTROL ACTUATOR "TERMINAL 6 "TERMINAL 12 OF THE 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, THE MAGNETIC CLUTCH OF THE
ACTUATOR TURNS OFF AND THE MOTOR ROTATES TO CLOSE THE THROTTLE VALVE AND THE CRUISE CONTROL IS RELEASED.
*PLACING THE SHIFT LEVER EXCEPT Dº POSITION (PARK/NEUTRAL POSITION SW EXCEPT Dº POSITION). SIGNAL IS NOT INPUT
TO TERMINAL 2 OF THE ECUº
*DEPRESSING THE BRAKE PEDAL (STOP LIGHT SW ON). SIGNAL INPUT TO TERMINAL 16 OF THE ECUº
*PUSHING THE CANCEL SW (CANCEL SW ON). SIGNAL INPUT TO TERMINAL 18 OF THE ECUº
SYSTEM OUTLINE

152
COMBINATION METER
AUGE
BLOCK] FROM POW ER SOURCE SYSTEM (
SEE PAGE 54)
IG 1 2B1
IF EC
TAC HO
FU EL
WATER TEMP. FU EL
MALFUNCTION
INDICATOR LAMP
OIL
AB S
A 8
A 11 A10 C6B6A13 A12 B5B4A9B8B7
R R-L R-L
L- B
R-Y
B
R- L
Y-R
BR
BR
Y-G
G-R
Y-R
R-Y R-L R- L
TO ABS ECU
ESSURE SPEEDCO M BIN ATIO N M ETERB C 9 , C10AC, C 1 1
A 2
V-W
FROM ENGINE CO NTRO L
MODULE
A C
B BBB JUNCTION
CONNECTORB J10 , J11A
CRUISE
A 6
G-R
TO CRUISE CONTROL
ECU
A G
USE
-L
8 3
D D
IG 2 9IG210
IG 2 8ID 1 5ID19IG27IG26IG25I10
ID 11011 1
BR 3 23
12
L- B
R-Y
B
R- L
Y- R Y-B
BR
Y-G
Y-R
R-Y BR
BR BRB
VEHICLE SPEED SENSOR
(
COM BINATION METER)
JU NC TIO N
CONNECTOR
V
J 4
TO ENGINE
CONTROL MODULE
IL PR
W
W ATER TEMP. SENDER
1
UB) F11
F12 FROM IGNITER-
1E 8
1B 8R L
2FUEL SENDE R (
S
FUEL SENDER (
MA IN)
1
2
O
S O
W 1
10
[F
4F