Daihatsu Sirion 2005 User Manual
A1
B1
B2
B3
B4
B5
B6
B7
B8
B9
B10
B11
B12
C1
C2
C3
D2
E1
E2
E3
F1
F2
F3
F5
A.
GENERAL INFORMATION
B.ENGINE
C.SUSPENSION
D.DRIVELINE/AXLE
E.BRAKE
F. TRANSMISSION/
TRANSAXLE
GENERAL INFORMATION
ENGINE DESCRIPTION
ENGINE MECHANICAL
INTAKE SYSTEM
EXHAUST SYSTEM
LUBRICATION SYSTEM
COOLING SYSTEM
FUEL SYSTEM
ENGINE CONTROL SYSTEM
EMISSION CONTROL SYSTEM
IGNITION SYSTEM
STARTING SYSTEM/CHARGING SYSTEM
ENGINE MOUNTING
FRONT SUSPENSION
REAR SUSPENSION
WHEEL & TIRE
PROPELLER SHAFT/AXLE
BRAKE
PARKING BRAKE
BRAKE CONTROL
CLUTCH
MANUAL TRANSMISSION/MANUAL TRANSAXLE
AUTOMATIC TRANSMISSION/AUTOMATIC TRANSAXLE
TRANSMISSION CONTROL
G1
G2
H1
I1
I2
I3
I4
J1
J2
J3
J4
J5
J6
K1
L2
G.STEERING
H.SRS AIRBAG
I.BODY
J.
BODY ELECTRICAL SYSTEM
K.
HEATER AND AIR CONDITIONER
L.
VEHICLE COMMUNICATIONS
STEERING
POWER STEERING
SRS AIRBAG SYSTEM
BODY
EXTERIOR/INTERIOR
WINDSHIELD WINDOWGLASS/MIRROR
DOOR LOCK & THEFT DETERRENT
LIGHTING
WIPER & WASHER
METER
AUDIO & VISUAL SYSTEM
WIRING
OTHER ELECTRICAL PARTS
HEATER & AIR CONDITIONER
MULTIPLEX COMMUNICATION SYSTEM
CAN COMMUNICATION SYSTEM ------------ L2 - 1
OUTLINE ----------------------------------------- L2 - 1
DESCRIPTION ------------------------------- L2 - 1
SYSTEM DRAWING ----------------------- L2 - 1
SYSTEM WIRING DIAGRAM ------------ L2 - 3
LOCATION OF COMPONENTS--------- L2 - 8
CONTROL---------------------------------------- L2 - 9
COMMUNICATION CONTROL ---------- L2 - 9
COMMUNICATION PROTOCOL ------ L2 - 10
COMMUNICATION DATA---------------- L2 - 10
DIAGNOSIS (SELF-DIAGNOSIS)
FUNCTION----------------------------------- L2 - 11
FAIL-SAFE CONTROL ------------------- L2 - 11
COMPONENTS ------------------------------- L2 - 12
DLC-------------------------------------------- L2 - 12
TERMINATING RESISTANCE --------- L2 - 12
LIN COMMUNICATION SYSTEM ------------ L2 - 13
OUTLINE---------------------------------------- L2 - 13
DESCRIPTION ----------------------------- L2 - 13
SYSTEM DRAWING --------------------- L2 - 13
SYSTEM WIRING DIAGRAM ---------- L2 - 14
LOCATION OF COMPONENTS ------- L2 - 16
CONTROL -------------------------------------- L2 - 17
COMMUNICATION CONTROL -------- L2 - 17
WAKE-UP/SLEEP FUNCTION --------- L2 - 17
LIN COMMUNICATION PROTOCOL
(COMMUNICATION REGULATION)-- L2 - 18
DIAGNOSIS (ONBOARD
DIAGNOSIS FUNCTION)---------------- L2 - 18
FAIL-SAFE FUNCTION ------------------ L2 - 18
L2 MULTIPLEX COMMUNICATION SYSTEM
L2
TO INDEX
ÄÄ
CAN COMMUNICATION SYSTEM
1OUTLINE
1-1 DESCRIPTION
1.A CAN
ŕg,DK_Mŧ
communication system which controls data relating to the power train at a higher speed
is used in all vehicles.
2.The CAN system sends over a single communications line (twisted pair cable) multiple items of information and data which have been converted into digital form by a communication circuit.
This system reduces the number of the wiring harnesses and the size of the electronic control system
for the systems that connect the input side (sensors, switches, etc.), the control units and the output
side (display lamps, etc.).
3.The CAN communication system in use is a daisy chain type network with several computers connected to a pair of communication lines.
NOTE
• ~1:CAN stands for Controller Area Network. It is the serial communication based on the ISO
standard (ISO011898).
1-2 SYSTEM DRAWING
1-2-1 RHD VEHICLES
T11E1201ES24
DLC
Meter
(Meter ECU)
Transmission
control computer
(A/T ECU)
Engine control
computer
(EFI ECU)
ABS actuator
(ABS ECU)
L2–1
CAN communication connection system (RHD vehicles)
1-2-2 LHD VEHICLES
T11E1711ES24
DLC
Meter
(Meter ECU)
Transmission control
computer (A/T ECU)
Engine control
computer (EFI ECU)
ABS actuator
(ABS ECU)
ABS ECU A/T ECU EFI ECU Meter ECU DLC Name of
CAN com-
munication
system type
Vehicles not
equipped with ABS
((<<<Type 1 1KR M/T
ABS-equipped vehi-
cles
<(<<<Type 2
Vehicles not
equipped with ABS
((<<<Type 1 M/T
ABS-equipped vehi-
cles
<(<<<Type 2
Vehicles not
equipped with ABS
(<<<<Type 3
K3
A/T
ABS-equipped vehi-
cles
<<<<<Type 4
L2–2
CAN communication connection system (LHD vehicles)
1-3 SYSTEM WIRING DIAGRAM
1-3-1 RHD VEHICLES
(1) Type 1
F/L
EFI BACK UP
Main relay
CAN
transceiver
CAN
transceiver
CANL
CANH
CANL 'B'BGND
CANH
LCAN
HCAN
CANL
CANH
Terminating resistance
(60+)
Terminating resistance
(60+)
LCANE1
HCAN
Battery
Engine control
computer (EFI ECU)
Meter (Meter ECU)
DLC
T11E1712ES22
ABS ECU A/T ECU Meter ECU EFI ECU DLC Name of
CAN com-
munication
system type
Vehicles not
equipped with ABS
((<<<Type 5 1KR M/T
ABS-equipped vehi-
cles
<(<<<Type 6
Vehicles not
equipped with ABS
((<<<Type 5 M/T
ABS-equipped vehi-
cles
<(<<<Type 6
Vehicles not
equipped with ABS
(<<<<Type 7
K3
A/T
ABS-equipped vehi-
cles
<<<<<Type 8
L2–3
(2) Type 2
(3) Type 3
F/L
AM2 F/L EFI BACK UP
Main relay
CAN
transceiver
CAN
transceiver
CAN
transceiver
IG2 SW
ECU IG2
CANL
'B1 E1
CANH
LCN1
HCN1
CANL
CANH
CANL 'B'BGND
CANH
LCAN
HCAN
CANL
CANH
Terminating resistance
(60+)
Terminating resistance
(60+)
LCANE1
HCAN
Battery
Transmission control
computer (A/T ECU)
Engine control
computer (EFI ECU)
Meter
(Meter ECU)
DLC
T11E1714ES22
F/L
AM1 F/L
IG1 SW
ECU IG1
EFI BACK UP
Main relay
CAN
transceiver
CAN
transceiver
CAN
transceiver
GND 'IG LCAN
HCAN
CANL
CANH
CANL 'B'BGND
CANH
LCAN
HCAN
CANL
CANH
Terminating resistance
(60+)
Terminating resistance
(60+)
LCANE1
HCAN
Battery
ABS actuator
(ABS ECU)
Engine control
computer (EFI ECU)
Meter
(Meter ECU)
DLC
T11E1713ES22
L2–4
(4) Type 4
1-3-2 LHD VEHICLES
(1) Type 5
F/L
EFIBACK UP
Main relay
CAN
transceiver
CAN
transceiver
CANL
CANH
CANL 'B'BGND
CANH
LCAN
HCAN
CANL
CANH
Terminating resistance
(60+)
Terminating resistance
(60+)
LCAN E1
HCAN
Battery
Engine control
computer (EFI ECU)
Meter
(Meter ECU)
DLC
T11E1716ES22
F/L
AM1 F/L
IG1 SW
ECU IG1
AM2 F/L EFI BACK UP
Main relay
CAN
transceiver
CAN
transceiver
CAN
transceiver
CAN
transceiver
IG2 SW
ECU IG2
GND 'IG LCAN
HCAN
CANL
'B1 E1
CANH
LCN1
HCN1
CANL
CANH
CANL 'B'BGND
CANH
LCAN
HCAN
CANL
CANH
Terminating resistance
(60+)
Terminating resistance
(60+)
LCANE1
HCAN
Battery
ABS actuator
(ABS ECU)
Transmission control
computer (A/T ECU)
Engine control
computer (EFI ECU)
Meter
(Meter ECU)
DLC
T11E1715ES22
L2–5
(2) Type 6
(3) Type 7
F/L
AM2 F/L EFIBACK UP
Main relay
CAN
transceiver
CAN
transceiver
CAN
transceiver
IG2 SW
ECU IG2
CANL
'B1 E1
CANH
LCN1
HCN1
CANL
CANH
CANL 'B'BGND
CANH
LCAN
HCAN
CANL
CANH
Terminating resistance
(60+)
Terminating resistance
(60+)
LCAN E1
HCAN
Battery
Transmission control
computer (A/T ECU)
Engine control
computer (EFI ECU)
Meter
(Meter ECU)
DLC
T11E1718ES22
F/L
AM1 F/L
IG1 SW
ECU IG1
EFIBACK UP
Main relay
CAN
transceiver
CAN
transceiver
CAN
transceiver
GND 'IG LCAN
HCAN
CANL
CANH
CANL 'B'BGND
CANH
LCAN
HCAN
CANL
CANH
Terminating resistance
(60+)
Terminating resistance
(60+)
LCAN E1
HCAN
Battery
ABS actuator
(ABS ECU)
Engine control
computer (EFI ECU)
Meter
(Meter ECU)
DLC
T11E1717ES22
L2–6
(4) Type 8
F/L
AM1 F/L
IG1 SW
ECU IG1
AM2 F/L EFIBACK UP
Main relay
CAN
transceiver
CAN
transceiver
CAN
transceiver
CAN
transceiver
IG2 SW
ECU IG2
GND 'IG LCAN
HCAN
CANL
'B1 E1
CANH
LCN1
HCN1
CANL
CANH
CANL 'B'BGND
CANH
LCAN
HCAN
CANL
CANH
Terminating resistance
(60+)
Terminating resistance
(60+)
LCAN E1
HCAN
Battery
ABS actuator
(ABS ECU)
Transmission control
computer (A/T ECU)
Engine control
computer (EFI ECU)
Meter
(Meter ECU)
DLC
T11E1719ES22
L2–7
1-4 LOCATION OF COMPONENTS
The illustration show a right-hand drive vehicle.
Part name
a DLC
b Meter (meter ECU)
c Engine control computer (EFI ECU)
d Transmission control computer (A/T ECU)
e ABS actuator (ABS ECU)
T11E1203S30
a
b
d
e
c
L2–8
2CONTROL
2-1 COMMUNICATION CONTROL
1. A CAN communication system has two communication lines (bus) acting as a pair and the bus level
ŕg,DK_Mŧŕg,DK_Mŧ
is determined by the voltage differential between them. The two lines are called CAN
high (CANH) and CAN low (CANL) respectively. Data is transmitted at the rate of 500kbps
ŕg,DK_Mŧ
as
a digital signal according to the CAN dedicated communication protocol.
NOTE
• ~2: The bus level has a dominant level and a recessive level. CAN communication system logic
deems dominant to be 808 and recessive to be 818.
• ~3: The signal rate of data transmission is expressed in bits per second (bps). 8500kbps8
means that 500,000 bits of data are transmitted per second.
mB11E1204ES24
ECU
Voltage[V]
RecessiveBus level
: CAN High
: CAN Low
HI="1"
LO="0"
Passing of time
(Communication
speed 500kbps)
Recessive RecessiveDominant Dominant
4
3
2
1
0
ECU
CANH
CANL
CANL
CANH
CAN transceiver
CAN transceiver
"Outline of CAN
communication system wiring"
"Differential voltage and physical layer of CAN bus system"
L2–9
2-2 COMMUNICATION PROTOCOL
1.The CAN communication system is a multiplex systems in which all the ECU's in the network use a pair
of communication lines (bus). Any of the ECU's can transmit data if the CAN bus is in an idol (open)
state. Therefore, each ECU performs the communication according to the common communication
protocol so that the communication can be done smoothly and securely.
2. Under CAN communication protocol all the ECU's share a common pair of communication lines and
have the right to start transmitting data. CSMA/CD (Carrier Sense Multiple Access / Collision
Detection)
ŕg,DK_Mŧ
is the protocol used for sending data to the communication line.
NOTE
• ~4: CSMA/CD stands for Carrier Sense Multiple Access with Collision Detection. It is a commu-
nication access protocol where ECU's check the status of the communication line (carrier) and only
if there is no other data flowing will they start to send data of their own. Further, in addition to this,
if a collision of data is detected (i.e. with data that has been transmitted by another ECU at the
same time), the offending ECU will wait for a fixed period of time and then resend the data.
3.ECU's start to transmit data when other data is not flowing in the CAN bus, but if two or more ECU's
start to transmit data simultaneously then the priority of the data is determined by the ID which the
transmitted data itself contains.
2-3 COMMUNICATION DATA
2-3-1 TYPE 1, TYPE 5
CAN communication signal
.: signal sending, <:signal receiving
2-3-2 TYPE 2, TYPE 6
CAN communication signal
.: signal sending, <:signal receiving
Applicable ECU
Nomenclature of signals
EFI ECU ABS ECU Meter ECU
Engine coolant temperature .(<
Stop lamp switch (.(
Vehicle speed <.<
Brake warning lamp request (.<
ABS warning lamp request (.<
Running distance (.<
ECU-T terminal (<.
Tail switch <(.
Applicable ECU
Nomenclature of signals
EFI ECU Meter ECU
Engine coolant temperature .<
Vehicle speed <.
Tail switch <.
L2–10
2-3-3 TYPE 3, TYPE 7
CAN communication signal
.: signal sending, <:signal receiving
2-3-4 TYPE 4, TYPE 8
CAN communication signal
.: signal sending, <:signal receiving
2-4 DIAGNOSIS (SELF-DIAGNOSIS) FUNCTION
Diagnostics means failure diagnosis. This is a function by which if there are any abnormalities in the input
signal the ECU will inform a mechanic/technician of the abnormal item.
CAN communication failure diagnosis sets up a separate diagnosis code for each ECU which constitutes
the CAN.
Please refer to the repair/maintenance manual for details of the failure diagnosis function.
2-5 FAIL-SAFE CONTROL
If the CAN communication system continues operating in the event of abnormalities such as open wires
or short circuits in the CAN communication line and communication abnormality between ECU's, there
may be the possibility that the abnormalities may effect the control of each system. Under these circumstances each ECU will come under the control of a preset internal control system.
For details of the fail-safe controls please refer to the item of each system which makes up the CAN.
Applicable ECU
Nomenclature of signals
EFI ECU A/T ECU ABS ECU Meter ECU
Throttle opening degree .<((
Engine torque .<((
Water temperature state .<((
Engine coolant temperature .<(<
Request of deletion of MIL-related malfunction codes in A/T .<((
Completion of deletion of MIL-related malfunction codes in
A/T
<.((
Torque reduction request <.((
Shift range information <.(<
O/D OFF lamp request (.(<
A/T warning request (.(<
A/T learning value erasure completion (.(<
Stop lamp switch (<.(
Vehicle speed <<.<
Brake warning lamp request ((.<
ABS warning lamp request ((.<
Running distance ((.<
ECU-T terminal (<<.
Tail switch <((.
Applicable ECU
Nomenclature of signals
EFI ECU A/T ECU Meter ECU
Throttle opening degree .<(
Engine torque .<(
Water temperature state .<(
Engine coolant temperature .<<
Request of deletion of MIL-related malfunction codes in A/T .<(
Completion of deletion of MIL-related malfunction codes in
A/T
<.(
Torque reduction request <.(
Shift range information <.<
O/D OFF lamp request (.<
A/T warning request (.<
A/T learning value erasure completion (.<
Vehicle speed <.<
ECU-T terminal (<.
Tail switch <(.
L2–11
3COMPONENTS
3-1 DLC
A DLC (Data Link Connector) is installed forward of the driver's seat (lower portion of the instrument panel,
driver's seat door side).
CANH and CANL terminals have been added to the DLC with the adoption of a CAN communication system.
3-2 TERMINATING RESISTANCE
The terminating resistance is located in the combination meter and in the engine control computer.
As the terminating resistance, there are two 60 + resistors in series. As a result, the differential voltage
can be judged from the loop connected network.
T11E1206S16
DLC
12345678
9 10 11 12 13 14 15 16
CANL
CANH
L2–12
ÄÄ
LIN COMMUNICATION SYSTEM
1OUTLINE
1-1 DESCRIPTION
1.All vehicles are equipped with LIN communication (LIN: Local Interconnect Network) *.
2.The LIN communication consists of the meter ECU and ITC.
3.Multiplex communication is a system in which plural ECU's are connected to a single communication
line to provide mutual data exchange. This has made it possible to integrate the system and prevent
the number of wires from increasing when a function is added.
4.Controls actually taking place in the multiplex communications are the wake-up/sleep controls, system
controls by applicable ECU and so forth.
5.A diagnosis function is provided that will inform the operator of any abnormality of the system. Also,
fail-safe functions are provided that will assure the minimum functions for each ECU and protect the
systems when abnormal communications occur between the ECUs.
6.The communication method employs a single master system in which the meter ECU controls the sleep
(low current mode), wake-up (standby mode), etc. of the communication applicable ECU.
NOTE
• *: The LIN communication is a multiplex communication network mainly intended for the data communications between the body-related control ECUs.
1-2 SYSTEM DRAWING
The LIN communication consists of the meter ECU and ITC.
L2–13
B11H1022ET10
Meter ECU ITC
1-3 SYSTEM WIRING DIAGRAM
T11H1539ES25
DLC
9
ECUB
ECU IG2
17
BDR1
7
IG1
'B
ITC
MPX
6
GND
1
LIN communication
wire
AM1
AM2
IG1
IG1/BACK
D/LOCK
BACK UP
F/L
IG SW
ST
ACC
IG1
IG2
Fuse block
10
IG2
9
LIN
20
Combination meter
GND
18
ECU-T17DOOR
11
Courtesy switch
Front left
Front right
Rear right
Rear left
BACK
L2–14
Arrangement of ECU terminal
Meter terminal name (Multiplex communication system)
ITC terminal name (Multiplex communication system)
Terminal No. Terminal code Terminal name
1 GND Earth
6 MPX Multiple communication input/output
7 IG1 ECU power supply
9 ECU B ECU power supply
17 BDR1 Power supply
Terminal No. Terminal code Terminal name
9 IG2 IG power supply
10 +B 'B power supply
11 DOOR Input of courtesy switch signal
17 ECU-T ECU-T terminal signal input
18 GND Earth
20 LIN LIN communication input/output
T11H9502ES20
ITC
Combination meter
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
30 29 28 27 26 25 24 23 22 21
10 9 8 7 6 5 4 3 2 1
40 39 38 37 36 35 34 33 32 31
20 19 18 17 16 15 14 13 12 11
L2–15
1-4 LOCATION OF COMPONENTS
The illustration represents the RHD vehicle. In the case of the LHD vehicle, the combination meter is located at the left side.
a Meter ECU (inside the combination meter)
b ITC
c Front door courtesy switch
d Rear door courtesy switch
e Back door courtesy switch (inside the back door lock Ay)
T11H1525S25
a
e
c
b
d
d
c
L2–16
2CONTROL
2-1 COMMUNICATION CONTROL
2-1-1 DESCRIPTION
The meter ECU controls the following items.
1.Evaluation of presence/non-presence of ECU
2.Communication start informing control
3.Wake-up/sleep control
2-1-2 EVALUATION OF PRESENCE/NON-PRESENCE OF ECU
The meter ECU detects the presence of the ECU every time the battery power supply is turned on.
1.When the LIN communication applicable ECU is not connected to the meter ECU, or when it does not
respond to the meter ECU due to failure, etc. of the LIN communication applicable ECU, the meter
ECU transmits a command to other ECUs that have been judged to be present to perform such communication control that is to be carried out when the ECU that has made no response is not mounted
(Evaluation of ECU non-presence).
2.The meter ECU, after detecting the presence of the ECU, continues to monitor ECU connecting status
at constant intervals.
3.When the LIN communication applicable ECU responds properly to the meter ECU during the ECU
presence/non-presence evaluation, or when the ECU that has made no response returns to the normal condition and makes a proper response after the ECU has been judged not to be present, the
meter ECU transmits a command to other LIN communication applicable ECUs to perform such communication control that is to be carried out when the ECU that has made a response is mounted
(Evaluation of ECU presence).
2-1-3 COMMUNICATION START CONTROL
The communication start is always started from the meter ECU. The signal of communication start is transmitted to other ECU.
2-1-4 WAKE-UP/SLEEP CONTROL
When transferring to the sleep (the low current mode), or transferring from the sleep (the low current
mode) to the wake-up (the standby mode), the meter ECU transmits a transfer start command to the other
LIN communication applicable ECUs, thereby transferring to the wake-up/sleep control.
2-2 WAKE-UP/SLEEP FUNCTION
2-2-1 DESCRIPTION
The LIN communication system is equipped with a wake-up/sleep function to reduce the current used
when the IG switch is in the ACC and LOCK positions.
2-2-2 CONDITIONS FOR REALIZING SLEEP
When the following conditions 1 and 2, or the condition 3 is satisfied, the meter ECU sends a sleep command to each ECU, thus transferring to the sleep state (the low current mode).
1.The IG switch is set to the ACC position or the LOCK position.
2.The meter ECU received the information that the control of each ECU is complete, and the control of
the meter itself is complete.
3.Ten minutes have passed after the IG switch was set to the ACC position or the LOCK position, with
the door open (the battery discharging prevention function).
2-2-3 CONDITIONS FOR REALIZING WAKE-UP
When either of the following conditions is satisfied, the meter ECU sends a wake-up command to each
ECU, thus transferring to the wake-up state (the standby mode).
1.Cases where there is a change in the data to be communicated at each ECU, and the ECU transmits
a wake-up (the standby mode) signal to the meter ECU.
2.Cases where the IG switch is turned from the ACC or LOCK position to the ON position.
3.Immediately after connecting a battery.
L2–17
2-3 LIN COMMUNICATION PROTOCOL (COMMUNICATION REGULATION)
1.The LIN communication system is a two-way interactive time-division multiplexing communication system, where all ECUs that make up the network can send and receive data by delaying the timing for
using a communication line in order to share a single communication line. Each ECU, therefore, communicates according to the common communication protocol (communication regulation) to ensure
smooth and reliable communication.
2.The data used by the LIN communication system consist of digital signals that include information such
as ID to identify each ECU (node ID) and contents of communication data.
3.In order for all ECUs to be able to communicate by sharing a single communication line, based on the
specified transmission time schedule, the single master system is employed as a communication regulation for the communication line, in which the meter ECU controls the communication timing, sleep
(the low current mode) and wake-up (the standby mode), etc. of the communication applicable ECU.
2-4 DIAGNOSIS (ONBOARD DIAGNOSIS FUNCTION)
This is a function whereby the ECU informs the inspection operator of the abnormal items when there has
been a failure in the system. When failure takes place, the ECU memorizes the abnormal item.
Please refer to the repair manual for details concerning the diagnosis.
2-5 FAIL-SAFE FUNCTION
When communication remains unestablished between the applicable ECU and the meter ECU for a certain length of time, the predetermined control is performed by transferring to the fail-safe mode.
Conditions of each system during the fail-safe mode
CAUTION
• When the meter ECU transfers to the fail-safe mode, the ITC, being unable to communicate with
the meter ECU, will transfer to the fail-safe mode.
Applicable ECU Condition
ITC
;The keyless operation will not take place.
;The room lamp control will not take place.
*: The power door locking operates normally.
L2–18
TO INDEX TO NEXT SECTION
HEATER AND AIR CONDITIONER----------- K1 - 1
OUTLINE ----------------------------------------- K1 - 1
CONSTRUCTION AND OPERATION ---- K1 - 4
REFRIGERANT------------------------------ K1 - 4
DISCHARGE PORT ------------------------ K1 - 4
CONTROL PANEL-------------------------- K1 - 5
HEATER CORE------------------------------ K1 - 5
EVAPORATOR------------------------------- K1 - 6
COMPRESSOR ----------------------------- K1 - 6
CONDENSER -------------------------------- K1 - 6
MANUAL AIR CONDITIONER SYSTEM ---- K1 - 7
OUTLINE ----------------------------------------- K1 - 7
SYSTEM WIRING DIAGRAM ------------ K1 - 7
LOCATION OF COMPONENTS--------- K1 - 9
LOCATION OF COMPONENTS ------- K1 - 11
CONTROL-------------------------------------- K1 - 13
AIR CONDITIONER CONTROL BY
ENGINE CONTROL COMPUTER ---- K1 - 13
COMPONENTS------------------------------- K1 - 14
ENGINE CONTROL COMPUTER ---- K1 - 14
BLOWER RESISTOR -------------------- K1 - 14
PRESSURE SWITCH -------------------- K1 - 14
EVAPORATOR TEMPERATURE
SENSOR------------------------------------- K1 - 15
CONTROL PANEL ------------------------ K1 - 15
K1 HEATER & AIR CONDITIONER
K1
TO INDEX
ÄÄ
HEATER AND AIR CONDITIONER
1OUTLINE
1.Some specifications have an air conditioner with manual controls.
2.A Three-dial control panel has been set.
3.The evaporator employs a small, lightweight type RS Evaporator (RS: Revolutionary Super Slim) which
improves the evaporator's heat exchange efficiency when the air conditioner is running.
4.The heater core employs a small, lightweight SFA heater core @ (SFA: straight flow aluminum) which
should give superior heat transmission performance when the system is heating.
5.The refrigerant HFC-134a (R-134a) that contains no chlorine has been adopted as the air conditioner
refrigerant, taking into consideration the need to prevent ozone layer depletion.
K1–1
Front section (LHD vehicle)
The illustration shows a typical example.
Front section (RHD vehicle)
The illustration shows a typical example.
T11H1023ES20
Compressor
Air conditioner unit
Condenser
T11H1514ES20
Cooling unit
Compressor
Condenser
K1–2
Instrument panel section (LHD vehicle)
The illustration shows a typical example.
Instrument panel section (RHD vehicle)
The illustration shows a typical example.
T11H1516ES20
Front defroster
Side register
Center register
Air conditioner unit
T11H1515ES20
Cooling unit
Heater unit
Side register
Center register
Side defroster
Front defroster
K1–3
2CONSTRUCTION AND OPERATION
2-1 REFRIGERANT
The refrigerant HFC-134a (R-134a) that contains no chlorine has been adopted as the air conditioner
refrigerant, taking into consideration the prevention of deletion of ozone layer.
2-2 DISCHARGE PORT
The air outlets are located in the center of the instrument panel, on both side-sections, on the defroster
and on the leg sections of people sitting in front seats.
Air outlets according to mode
T11H1517ES20
LHD vehicle RHD vehicle
K1–4
2-3 CONTROL PANEL
A three-dial type control panel is employed. The dial pointer adopts night illumination to assure easy operation and reading night time. The blower switch can be adjusted over four stages.
The illustration shows a typical example.
2-4 HEATER CORE
The heater core employs a small, lightweight SFA heater core
@ (SFA: straight flow aluminum).
The SFA heater core @ is more compact than conventional
SFA heater cores because of the reduction in tank width and
height/miniaturization of the core (core area expansion). This
has achieved increased air flow, noise reduction, and an
improvement in heating capacity. The SFA heater core @ is
constructed from tubes, fins and capsules and the result has
been that by flattening the tubes the heat transfer rate has
been improved as well as producing a lightweight, small size
heater. Further, the use of aluminum makes the heater more
environmentally friendly.
T11H1054S16
K1–5
T11H1055ET16
TubeQfin
Capsule
2-5 EVAPORATOR
The evaporator employs a small, lightweight type RS Evaporator (RS: Revolutionary Super Slim).
The RS evaporator consists of a tank, tubes and cooling fins. Thanks to the press molding of the tube,
minute flow paths have been formed and this leads to improved heat transfer capability and very thin
dimensions. Further, the RS evaporator has improved heat transfer due to the reduced fin height, tube
thickness, and fin pitch, and the unit is much reduced in size and weight due to the reduced stock thickness of the core material. The evaporator is coated with a hydrophilic plastic film which contains anti-bacteria agent to control the breeding of germs and bacteria which can lead to unpleasant smells. In consideration of the environment the surface treatment is chrome-free.
2-6 COMPRESSOR
Vane type compressor is employed.
2-7 CONDENSER
A new type of sub cooling condenser is used which has improved performance with its miniaturized core
and an increased effective surface area, compared with the conventional ones. Inside the sub cooling
condenser are provided the condensing section, the modulator and the over cooling section (sub cooling
section). The refrigerant vapor goes through a 2-stage condensation process which lead to nearly 100%
liquidizing.
Further, the modulator separates the gas and liquid.
The illustration shows a typical example.
T11H1057ES16
Modulator
Condensing section
Super cooling section (sub-cooling section)
IN
Evaporated refrigerant
OUT
Liquid refrigerant
T11H1056ES16
Tank
Tank
Cooling fin
Fine multi-hole tube
Anti-bacteria agent is added to hydrophilic
resin coating
Hydrophilic resin coating
Chrome-free chemical conversion coating
Aluminum base metal
K1–6
ÄÄ
MANUAL AIR CONDITIONER SYSTEM
1OUTLINE
1-1 SYSTEM WIRING DIAGRAM
T11H8501ES48
IG1
/BACK
AM1
HEATER
Heater
relay
Hi
M2
M1
Lo
F/L
MGC
IG
SW
IG1 ACC
A/C
SW
Pressure switch
Magnetic clutch relay
Compressor
magnet clutch
Blower switch
Blower resistor
M
Blower motor
ACSW
MGC
3
BLW
42
ACEV45E21
116
Evaporator
temperature
sensor
Engine control computer
36
K1–7
Arrangement of ECU terminal
Engine Control Computer terminal name
Terminal No. Terminal code Terminal name
3 ACSW A/C switch input
36 MGC Magnet clutch drive output
42 BLW Heater blower operation input
45 ACEV Evaporator temperature sensor input
116 E21 Sensor earth
H11E6091S10
1
28293031323334353637
7071727374757677
107108109110111112
23
4
56721
60616263646566676869
979899
100101102105106
129
130133134135
222324252627
103104
131
132
383940414243444546
7879808182838687
113114118119
8910111213
8485
115116117
47
88
120
495051525354555657
89909192
121122
141516171819
48
9394
123124125126
58
95
127
59
96
128
20
K1–8
Loading...