Toyota Camry 1999 Electrical Troubleshooting Manual page 211

(5S–FE)
SYSTEM OUTLINE
Previous automatic transaxle have selected each gear shift using mechanically controlled throttle hydraulic pressure,
governor hydraulic pressure and lock–up hydraulic pressure. The electronically controlled transmission, however, electrically
controls the line pressure and lock–up pressure etc., through the solenoid valve. Engine control module controls of the
solenoid valve based on the input signals from each sensor which 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 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 vehicle speed sensor 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 to TERMINAL (B) 3 of the solenoid to GROUND, and
continuity to the No.1 solenoid causes the shift.
For 2nd speed, current flows from TERMINAL S1 of the engine control module to TERMINAL (B) 3 of the solenoid to
GROUND, and from TERMINAL S2 of the engine control module to TERMINAL (B) 1 of the solenoid to 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 judges from each signal that lock–up operation conditions have been met, current flows
from TERMINAL SL of the engine control module to TERMINAL (A) 1 of the electronically controlled transmission solenoid to
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, the engine control module 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 into 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 to off, the current 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 into TERMINAL OD2 of the engine
control module and engine control module operation prevents shift into overdrive.
SERVICE HINTS
E7 (A), E8 (B), E9 (C) ENGINE CONTROL MODULE (TURN ON THE IGNITION SW)
S1, S2–E1 : 9.0–14.0 volts with the solenoid on
0–1.5 volts with the solenoid off
L–E1 : 7.5–14.0 volts with the shift lever at L position
2–E1 : 7.5–14.0 volts with the shift lever at 2 position
R–E1 : 7.5–14.0 volts with the shift lever at R position
STP–E1 : 9.0–14.0 volts with the brake pedal depressed
THW–E2 : 0.2–1.0 volts with the engine coolant temp. 60°C (140°F) – 120°C (248°F)
VTA–E2 : 0.3–0.8 volts with the throttle valve fully closed
3.2–4.9 volts with the throttle valve fully opened
VC–E2 : 4.5–5.5 volts
OD2–E1 : 9.0–14.0 volts with the O/D main SW turned on
0–3.0 volts with the O/D main SW turned off
+B–E1 : 9.0–14.0 volts
E3 (A), E4 (B) ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID
(A) 1, (B) 1, (B) 3–GROUND : Each 11–15 Ω
O2 O/D MAIN SW
2–4 : Closed with the O/D main SW off, open with the O/D main SW on