ECU LEXUS SC400 1991 Service Repair Manual

56
POWER SOURCE
AM2 AM1
ACC
IG 1
IG 2
321 6 411
ST1
1B
2
1J 5
1J 6
1J 3
1J 8 1K
13
1K 4
1J
4
1B
4
1J
7 I24
I33
I11 P
N 2
3
IE1
16
IJ16
3421314 59 7
116
W
WB
B
B
B±R
B±W B±W
W±L
B
B±O P±L B
B
B
W±L R
W±R
W±R
B
W±R Y
W±L
W±R
W
W±R
B±Y
B±W P±L
B±O
B±W
B±W
B±W
B±WW
B±R
15A ECU±B
15A STOP
30A POWER
30A DOOR
TAILLIGHT
RELAY 15A TAIL
7. 5A PANEL BATTERY
15A ECU±IG
7. 5A ENGINE
20A W IPER
10A GAUGE 20A TURN
10A HEATER
7. 5A ST
7. 5A IGN 15A CIG
7. 5A RADIO NO. 2
40A
IGSW
NEUTRAL
START SW
TO ENGINE AND ECT ECUTO CRUISE CONTROL ECU
TO ABS ACTUATOR RELAY,
ABS MOTOR RELAY AND
TRACTION BRAKE
ACTUATOR RELAYTO ALTERNATOR º Bº
IGNITION SW
FUSE BLOCK
TO TRACTION MOTOR RELAY100A AM1
60A ABS NO. 1
30A INJ
120A ALT 30A AM2
30A ABS NO. 2 60A MAIN
F9
N1
I15
5
1 3
2
2
6
3 4 1
5
1 2IJ2
8 B
B±W
B
B
(
M/T )
(
M/T )
C23
CLUTCH START SW
(
A/T )
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122
POWER WINDOW
2
1H
10
1D
8 1J
11D 10 1D 91J 2
1B
5
1I
16
6 3 6
3
IF IJ IP1
20 IP1
15
B4 8
31
1I
7
24
A
20 A 8A2
A
16 A 13 A12 4
B 8
R
R
L±WB±R
W±B
W±B L
LW±B
R±B
R±W
W±B
W±B
W±B
W±B R±W
R±W
W±B
W±B
W±B
L
R±W
R±W
L
W±B W±B Y±R
10A
DOME
30A
DOOR15A
ECU±IG 30A
POWER
KEY OFF POWER
CIRCUIT POWER
MAIN
RELAY
DOOR OPEN
DE TE CTION SW RHDOOR OPEN
DE TECTION S W LH
THEFT DETERRENT
AND DOOR LOCK ECU
POWERWINDOWMASTERAND
DOOR LOCK CONTROL SW LH
DOOR LOCK
T8 ,T9
B A
1 2
1K
71K 13
FROM POWER SOURCE SYSTEM
(
SEE PAGE 56 )
D10
D11
P5
62
51
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124
POWER WINDOW
WITH THE IGNITION SW TURNED ON, CURRENT FLOWS THROUGH THE ECU±IG FUSE " TERMINAL (A)2 OF THE THEFT
DETERRENT ECU " (B)8 " TERMINAL 2 OF THE POWER MAIN RELAY " TERMINAL 3 " TO GROUND, THIS ACTIVATES THE RELAY
AND THE CURRENT FLOWING TO TERMINAL 4 OF THE RELAY FROM POWER FUSE FLOWS TO TERMINAL 1 OF THE RELAY "
TERMINAL 4 OF THE POWER WINDOW MASTER SW, TERMINAL 3 OF THE POWER WINDOW SW.
1. MANUAL OPERATION (DRIVER'S WINDOW)
WITH THE IGNITION SW TURNED ON AND WITH THE POWER WINDOW MASTER SW (DRIVER'S) IN UP POSITION, THE CURRENT
FLOWING TO TERMINAL 4 OF THE POWER WINDOW MASTER SW FLOWS TO TERMINAL 10 OF THE MASTER SW " TERMINAL 1 OF
THE POWER WINDOW MOTOR " TERMINAL 2 " TERMINAL 9 OF THE MASTER SW " TERMINAL 8 " TO GROUND AND CAUSES
THE POWER WINDOW MOTOR TO ROTATE IN THE UP DIRECTION. THE WINDOW ASCENDS ONLY WHILE THE SW IS BEING PUSHED.
IN DOWN OPERATION, THE FLOW OF CURRENT FROM TERMINAL 4 OF THE POWER WINDOW MASTER SW TO TERMINAL 9 OF THE
MASTER SW CAUSES THE FLOW OF CURRENT FROM TERMINAL 2 OF THE MOTOR " TERMINAL 1 " TERMINAL 10 OF THE
MASTER SW " TERMINAL 8 " TO GROUND, FLOWING IN THE OPPOSITE DIRECTION TO MANUAL UP OPERATION AND CAUSING
THE MOTOR TO ROTATE IN REVERSE, LOWERING THE WINDOW.
2. DRIVER'S WINDOW AUTO DOWN OPERATION
WHEN THE DRIVER'S WINDOW SW IS PUSHED STRONGLY ON THE DOWN SIDE, THE CURRENT FLOWING TO TERMINAL 4 OF THE
POWER WINDOW MASTER SW FLOWS TO THE DOWN CONTACT POINT AND AUTO DOWN CONTACT POINT OF THE DRIVER'S SW.
THIS ACTIVATES THE RELAY (DOWN SIDE) INSIDE THE POWER WINDOW MASTER SW AND THE HOLD CIRCUIT ALSO TURNS ON AT
THE SAME TIME, SO THE RELAY (DOWN SIDE) REMAINS ACTIVATED EVEN WHEN THE SW IS RELEASED.
CURRENT FLOWS AT THIS TIME FROM TERMINAL 4 OF THE POWER WINDOW MASTER SW " TERMINAL 9 " TERMINAL 2 OF
POWER WINDOW MOTOR " MOTOR " TERMINAL 1 " TERMINAL 10 OF POWER WINDOW MASTER SW " TERMINAL 8 " GROUND,
SO THE MOTOR CONTINUES TO OPERATE UNTIL THE DRIVER'S WINDOW IS FULLY DOWN.
WHEN THE DRIVER'S WINDOW FINISHES DOWN OPERATION THE HOLD CIRCUIT GOES OFF, SO THE RELAY (DOWN SIDE) ALSO
TURNS OFF. THIS STOPS THE CURRENT FLOW FROM TERMINAL 4 OF THE POWER WINDOW MASTER SW TO TERMINAL 9, SO THE
POWER WINDOW MOTOR STOPS AND AUTO DOWN OPERATION STOPS.
WHEN THE DRIVER'S SW IS PULLED ON THE UP SIDE DURING AUTO DOWN OPERATION, THE HOLD CIRCUIT IS TURNED OFF SO
CURRENT FLOW FROM TERMINAL 4 OF THE POWER WINDOW MASTER SW TO TERMINAL 9 IS CUT OFF AND THE POWER WINDOW
MOTOR STOPS. IF THE SW REMAINS PULLED UP THE RELAY (UP SIDE) IS ACTIVATED, SO CURRENT FLOWS FROM TERMINAL 4 OF
THE POWER WINDOW MASTER SW " TERMINAL 10 " TERMINAL 1 OF POWER WINDOW MOTOR " MOTOR " TERMINAL 2 "
TERMINAL 9 " TERMINAL 8 " GROUND, THE POWER WINDOW MOTOR ROTATES IN THE UP DIRECTION AND MANUAL UP
OPERATION OCCURS WHILE THE SWITCH IS PULLED UP.
3. MANUAL OPERATION BY POWER WINDOW SW (PASSENGER'S WINDOW)
WITH POWER WINDOW SW (PASSENGER'S) PULLED TO THE UP SIDE, CURRENT FLOWING FROM TERMINAL 3 OF THE POWER
WINDOW CONTROL SW FLOWS TO TERMINAL 5 OF THE POWER WINDOW SW " TERMINAL 1 OF THE POWER WINDOW MOTOR "
TERMINAL 2 " TERMINAL 1 OF THE POWER WINDOW SW " TERMINAL 2 " TERMINAL 7 OF THE MASTER SW " TERMINAL 8 " TO
GROUND AND CAUSES THE POWER WINDOW MOTOR (PASSENGER'S) TO ROTATE IN THE UP DIRECTION. UP OPERATION
CONTINUES ONLY WHILE THE POWER WINDOW SW IS PULLED TO THE UP SIDE. WHEN THE WINDOW DESCENDS, THE CURRENT
FLOWING TO THE MOTOR FLOWS IN THE OPPOSITE DIRECTION, FROM TERMINAL 2 TO TERMINAL 1, AND THE MOTOR ROTATES IN
REVERSE. WHEN THE WINDOW LOCK SW IS PUSHED TO THE LOCK SIDE, THE GROUND CIRCUIT TO THE PASSENGER'S WINDOW
BECOMES OPEN.
AS A RESULT, EVEN IF OPEN/CLOSE OPERATION OF THE PASSENGER'S WINDOW IS TRIED, THE CURRENT FROM TERMINAL 8 OF
THE POWER WINDOW MASTER SW IS NOT GROUNDED AND THE MOTOR DOES NOT ROTATE, SO THE PASSENGER'S WINDOW CAN
NOT BE OPERATED AND WINDOW LOCK OCCURS.
4. KEY OFF POWER WINDOW OPERATION
WITH THE IGNITION SW TURNED FROM ON TO OFF, THE THEFT DETERRENT ECU OPERATES AND CURRENT FLOWS FROM DOOR
FUSE TO TERMINAL (A)8 OF THE ECU OR DOME FUSE TO TERMINAL (A)20 OF THE ECU " TERMINAL (B)8 " TERMINAL 2 OF
POWER MAIN RELAY " TERMINAL 3 " TO GROUND FOR ABOUT 60 SECONDS. THE SAME AS NORMAL OPERATION, THE CURRENT
FLOWS FROM POWER FUSE " TERMINAL 4 OF THE POWER MAIN RELAY " TERMINAL 1 " TERMINAL 4 OF THE POWER WINDOW
MASTER SW AND TERMINAL 5 OF THE POWER WINDOW SW. AS A RESULT, FOR ABOUT 60 SECONDS AFTER THE IGNITION SW IS
TURNED OFF, THE FUNCTIONING OF THIS RELAY MAKES IT POSSIBLE TO RAISE AND LOWER THE POWER WINDOW. ALSO, BY
OPENING THE FRONT DOOR (DOOR DETECT SW ON) WITHIN ABOUT 60 SECONDS AFTER TURNING THE IGNITION SW TO OFF, A
SIGNAL IS INPUT TO TERMINALS (A)12 OR (A)13 OF THEFT DETERRENT ECU. AS A RESULT, THE ECU TURNS OFF AND UP AND
DOWN MOVEMENT OF THE POWER WINDOW STOPS.
SYSTEM OUTLINE
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186
PPS (PROGRESSIVE POWER STEERING)
1H
12 1E 12 1I
9
IJ1
10
IK1
7IK1 6IG2
7
IJ2
6IJ2 16
12
10A
GAUGE
15A
E CU±IG
COMBINATION METER SPEED
SENSOR
NO. 1 PPS SOLENOID
PPS ECU
321 5 4
2
3
1 OUT
VCC GN D
Y SPD E SOL+ SOL±
+B
B±RY Y
PP W±BLG±B
LG±R
LG±B
LG±R
W±B
R
R L±R
Y
FROM POWER SOURCE SYSTEM
(
SEE PAGE 56 )
S3 P1
P2
C14
BR
13 15 10 1143D
13 3A
4
Y
IH IJ
B
2
A
2 SHORT
CONNECTOR
L±R L±R
S22 , S 2 3
BA
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11015
14
13 12
12345 123
GRAY GRAY
C14 P 1 P 2 S 3
X
2 2
BA
S22 S23
187
THE PPS (HYDRAULIC REACTION TYPE) CONTROLS THE HYDRAULIC PRESSURE APPLIED\
TO THE HYDRAULIC REACTION
CHAMBER IN THE GEAR BOX CONTROL UNIT USING THE PPS ECU, TO CHANGE THE STEERING FORCE AND PROVIDE OPTIMUM
STEERING FEELING AT ANY VEHICLE SPEED AND UNDER ANY STEERING CONDITIONS.
(PPS OPERATION)
WHEN THE IGNITION SW IS TURNED ON THE STARTING CURRENT FLOWS FROM THE ECU±IG FUSE TO TERMINAL 4 OF THE PPS
ECU. THE SPEED SENSOR MONITORS THE VEHICLE SPEED AND TRANSMITS CONTROL SIGNALS TO TERMINAL 3 OF THE ECU.
WHEN THE VEHICLE SPEED IS LOW, THE PPS ECU SENDS A HIGHER±VOLTAGE FROM TERMINAL 1 OF THE ECU " TERMINAL 1 OF
THE SOLENOID VALVE " TERMINAL 2 " TERMINAL 5 OF THE ECU " TERMINAL 2 " GROUND, INCREASING THE SOLENOID VALVE
OPENING ANGLE TO PROVIDE COMFORTABLE STEERING OPERATION. WHEN THE VEHICLE SPEED IS HIGH, THE PPS ECU
DECREASES THE SOLENOID VALVE OPENING ANGLE BY REDUCING THE VOLTAGE TO THE VALVE TO PROVIDE RESPONSIVE
STEERING FEELING.
P 1 PPS SOLENOID
1±2 : APPROX. 7.7
(25 °C, 77°F)
P 2 PPS ECU
4±GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION
2±GROUND : ALWAYS CONTINUITY
1±5 : APPROX. 0.8A WITH VEHICLE SPEED BELOW 20 KM/H ( 12 MPH)
APPROX. 0.45A WITH VEHICLE SPEED AT 80 KM/H ( 48 MPH)
APPROX. 0.2A WITH VEHICLE SPEED ABOVE 160 KM/H ( 96 MPH)
: PARTS LOCATION
CODESEE PAGECODESEE PAGECODESEE PAGE
C1428P 229S22B29
P 127S 327S23A29
: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
CODESEE PAGEJUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)
1E20INSTRUMENT PANEL WIRE
1H20COWL WIRE1I20COWL WIRE
3A22INSTRUMENT PANEL WIRE3D22INSTRUMENT PANEL WIRE
: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
CODESEE PAGEJOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)
IG236INSTRUMENT PANEL WIRE AND COWL WIRE (R/B NO. 5)
IJ136ENGINE WIRE AND COWL WIRE (RIGHT KICK PANEL)IJ236ENGINE WIRE AND COWL WIRE (RIGHT KICK PANEL)
IK136ENGINE WIRE AND INSTRUMENT PANEL WIRE (RIGHT KICK PANEL)
: GROUND POINTS
CODESEE PAGEGROUND POINTS LOCATION
IH36UNDER THE ASHTRAY LH
IJ36RIGHT KICK PANEL
SYSTEM OUTLINE
SERVICE HINTS
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154
POWER SEAT (w/ DRIVING POSITION MEMORY)
PRND 2 L146578 9
GR
R±B
L
G±W G
W
A/T INDICATOR SW
[NEUTRAL START SW AND BACK±UP LIGHT SW]
N1
IT1
12
1I
10 1H 12
1C
10 1H
1
A
6
STOP A
15
P
A
3 RCL+
A
10 RCL±
B
16 SSRS
B
14 SSRR
B
6 PVCC
B
5 SSFV
B
15 SSRV
2
3 13
1265
2 13 2
13
M
B28
B26 B27
BU1
7
Ba16
Ba1
8 1 2
IJ1
10
GR
V V
V
BR±B
BR±B BR±B
BR±B
BR±B
BR±BLG
V
Y±R Y±B
V
V±W
LG±R V
Y±G V
BR±B
G±W G±W G±W W
Y
GR
GR
Y
Y
VV LG±R
Y±G
V±W
Y±B
Y±R LG
FROM POWER SOURCE SYSTEM
(
SEE PAGE 56 )
15A
STOP 10A
GAUGE
STOP LIGHT
SW
POWER SEAT ECU
(FOR DRIVE R' S SEA T )
SLIDE
POSITION
SENSOR
( FOR
DRIVE R' S SEA T )POWER SEAT MOTOR
(
FOR DRIVER' S SEAT
RECLINING MOTOR
CONTROL ) FRONT
VERTICAL
POSITION
SENSOR
RE AR
VEATICAL
POSITION
SENSOR
S20
P16 F19 R19
P10 , P 1 1
S12
AB
B261
B
( M/T )
PARKING
BRAKE SW
P
3 (
A/T )
BR±B
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155
M
21
M
21
M
21
IH IF
6 3
214
3
12
11
2
1
9
8 3
B
18 SGND
B
8 SI
B
17 SO
A
2
SLD+ A
9
SLD± A
4
FRV+ A
11
FRV± A
13
RRV+ A
12
RRV±
1D
8
1J
1
Ba1
4Ba1 9
Ba2
13 1I
16
1D
10
BT1
11 BT1 12 IF1 12 IF113 IF1 19
BT1
13
BU1
6
IF213
B27
B8
I4 I5
ECUE
BR±B BR±B BR±B P
R
R±Y R±B
L
L±B
L±Y
L±R
Y±G
Y±L
R±W
W±B
W±B BR±B R±B
R±Y
RP
B
W
BR±B
BR±B BR±B BR±B BR±B
WB
B
W
BR±B
BR
BR±B
SI
S O DS W MRY MR M1
P17 P13 P15
P10 ,P1 1
D12
T10
D10 (
SHIELDED )(
SHIELDED)(
SHIELDED )
POWER SEAT MOTOR
(
FOR DRIV ER' S SEA T
SLIDE CONTROL ) POWER SEAT MOTOR
(
FOR DRIVER' S SEAT
FRONT VERTICAL
CONTROL ) POWER SEAT MOTOR
(
FOR DRIV ER' S SEA T
REAR VERTICAL
CONTROL )
POWER SEAT ECU
( FOR DRIVER' S SEAT )
A
B
BR±B
BR±B BR±B
BR±B
DOOR OPEN DE TE CTION S W LH NO. 1
NO. 2
SET
DRIVING POSITION
MEMORY AND
RE TURN SW
TILT AND POWER TELESCOPIC ECU
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156
POWER SEAT (w/ DRIVING POSITION MEMORY)
REARFRONT
M
12
BK
A
8 GND2
A
1 GND
B
1 SLDF
B
9 SLDR
B
3 FUP
B
11 FDWN
B
4 RUP
B
12 RDWN
B
2 RCLF
B
10 RCLR
B
9
SYSB
A
7
IG A
14
+B2 A
+B A
5
1B
5
1C
1
1C
62 1C 81K7
Ba1
12
Ba1
2Ba1 3Ba1 7
B26
B26
11 10
12 56 98 43 12
7
1H
10
14 R
L±W
BR±B L±W
W±B L±W L±W
R
R
R
B±R
R
L±W L±W L±W B±R
W±B W±B
W±B
W±B
W±B BR±B
G
G±R L
L±B
L±Y
L±R
Y±G Y±L
Y±R Y±B
FROM POWER SOURCE SYSTEM (
SEE PAGE 56 )
15A
ECU±IG 10A
DOME 30A
DOOR
FRONT
SLIDE
REA R
UP
FRONT VERTI CAL DOWNUP
DOWN
REAR VERTICAL
FRONT
RECLINING REA R
POWER SEAT CONTROL SW
(FOR DRIV ER' S S EAT )
POWER SEAT MOTOR
(FOR DRIVER' S SEAT
LUMBAR SUPPORT
CONTROL )
LUMBAR
SUPPORT
SW
POWER SEAT ECU
(
FOR DRIVE R' S SE AT )
P8 P14
P10
,P1 1
B
A 1 2
L±W
L±W
6 5
12 3
4
1I
8
BX1
18
Bb1
7
B±R
B±R
B
B
1 2TE NSION REDUCER
SOLENOID RH T1 9
PRDC B
7
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157
2 1
1
2 1
42
3
56 2
134
1 12151310 2 113
86516717 13 2
BX1
4
BX1
17 Bb1
6
Bb1
5 B29 B30
B29
B29
M
12
M
21
BL
Bb1
4
+B SLDF SLDR GND SLD+ SLD±
L±W
W±BBR
BR BR BR
BR
R
L± W
W±B
W±B W±B Y±R
Y±B
L±W L±WL±W
R
BR
B±Y
BR
LG ±R Y
V±W
LGV
L±Y
L±R
W±B L
L±B R
L±W
BR
SYSB PBCL SGND RRSW PFSW SLSW SSRS PVCC
BUCKLE SW
RH
RECLINING LIMIT
SW SLIDE LIMIT
SW
SLIDE POSITION SENSOR
( FOR PASSENGER' S SEAT )
POWER SEAT ECU(
FOR PASSENGER' S SEAT )
POWER SEAT CONTROL SW
( FOR PASSENGER' S SEAT )
POWER SEAT MOTOR
( FOR PASSENGER' S
SEAT RECLINING
CONTROL ) POWER SEAT MOTOR
(
FOR PASSENGER' S
SEAT SLIDE CONTROL )
P12
B5
R20 S19
S21
P9
P18 P19
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158
POWER SEAT (w/ DRIVING POSITION MEMORY)
CURRENT IS ALWAYS APPLIED FROM THE DOME FUSE TO TERMINAL SYSB OF THE POWER SEAT ECU, FROM DOOR FUSE TO
TERMINAL +B OF THE POWER SEAT ECU AND FROM STOP FUSE TO TERMINAL 2 OF THE STOP LIGHT SW.
WHEN THE IGNITION SW IS TURNED ON, CURRENT FLOWS FROM ECU±IG FUSE TO TERMINAL IG OF THE POWER SEAT ECU AND
FROM THE GAUGE FUSE TO TERMINAL 9 OF A/T INDICATOR SW.
POWER SEAT OPERATION (FOR DRIVER'S SEAT)
CURRENT IS ALWAYS APPLIED TO TERMINAL SYSB AND TERMINAL +B OF POWER SEAT ECU SO THAT THE POWER SEAT ECU IS
ALWAYS READY TO OPERATE.
WHEN THE POWER SEAT CONTROL SW IS PUSHED TO THE ªFRONT SIDE POSITIONº SIDE, A SIGNAL IS INPUT INTO TERMINAL
SLDF OF POWER SEAT ECU, THE ECU OPERATES AND THE CURRENT TO TERMINAL +B OF POWER SEAT ECU FLOWS FROM
TERMINAL SLD+ OF POWER SEAT ECU " TERMINAL 2 OF POWER SEAT MOTOR (FOR DRIVER'S SEAT SLIDE CONTROL) " MOTOR
TERMINAL 1 "TERMINAL SLD± OF POWER SEAT ECU "TERMINAL GND "GROUND, ROTATING THE POWER SEAT MOTOR SO
THAT THE SEAT SLIDES FORWARD WHILE THE POWER SEAT CONTROL SW IS BEING PRESSED.
TO SIDE THE DRIVER'S SEAT TO THE REAR, PUSHING THE POWER CONTROL SW TO THE ªREAR SLIDE POSITIONº SIDE, INPUTS A
SIGNAL TO TERMINAL SLDR OF POWER SEAT ECU. THIS CAUSES THE CURRENT FLOWING FROM THE ECU TO THE MOTOR TO
FLOW FROM TERMINAL SLD± OF POWER SEAT ECU " TERMINAL 2 OF POWER SEAT MOTOR (FOR DRIVER'S SEAT SLIDE
CONTROL) "MOTOR " TERMINAL 1 "TERMINAL SLD+ OF POWER SEAT ECU, FLOWING THE REVERSE TO FRONT SLIDE
OPERATION AND CAUSING THE MOTOR TO ROTATE IN REVERSE, SO THAT THE DRIVER'S SEAT MOVES TO THE REAR.
THE MOVEMENT TO OTHER POSITIONS OCCURS SIMILARLY, SO ONLY THE FLOW OF CURRENT TO EACH MOTOR IS SHOWN:
FRONT VERTICAL CONTROL 'UP' OPERATION
TERMINAL +B OF POWER SEAT ECU " TERMINAL FRV+ " TERMINAL 2 OF POWER SEAT MOTOR "MOTOR "TERMINAL 1 "
TERMINAL FRV± OF ECU " TERMINAL GND " GROUND .
FRONT VERTICAL CONTROL 'DOWN' OPERATION
TERMINAL +B OF POWER SEAT ECU " TERMINAL FRV± " TERMINAL 1 OF POWER SEAT MOTOR "MOTOR " TERMINAL 2 "
TERMINAL FRV+ OF ECU " TERMINAL GND " GROUND .
REAR VERTICAL CONTROL 'UP' OPERATION
TERMINAL +B OF POWER SEAT ECU " TERMINAL RRV+ " TERMINAL 2 OF POWER SEAT MOTOR "MOTOR " TERMINAL 1 "
TERMINAL RRV± OF ECU " TERMINAL GND " GROUND .
REAR VERTICAL CONTROL 'DOWN' OPERATION
TERMINAL +B OF POWER SEAT ECU " TERMINAL RRV± " TERMINAL 1 OF POWER SEAT MOTOR " MOTOR " TERMINAL 2 "
TERMINAL RRV+ OF ECU " TERMINAL GND " GROUND .
LUMBAR SUPPORT CONTROL 'FRONT' OPERATION
TERMINAL 7 OF POWER SEAT CONTROL SW " TERMINAL 4 OF LUMBAR SUPPORT SW " TERMINAL 1 " TERMINAL 11 OF POWER
SEAT CONTROL SW " TERMINAL 1 OF POWER SEAT MOTOR " MOTOR " TERMINAL 2 " TERMINAL 10 OF POWER SEAT
CONTROL SW " TERMINAL 2 OF LUMBAR SUPPORT SW "TERMINAL 3 "TERMINAL 12 OF POWER SEAT CONTROL SW "
GROUND .
LUMBAR SUPPORT CONTROL 'REAR' OPERATION
TERMINAL 7 OF POWER SEAT CONTROL SW " TERMINAL 4 OF LUMBAR SUPPORT SW " TERMINAL 2 " TERMINAL 10 OF POWER
SEAT CONTROL SW " TERMINAL 2 OF POWER SEAT MOTOR " MOTOR " TERMINAL 1 " TERMINAL 11 OF POWER SEAT
CONTROL SW " TERMINAL 1 OF LUMBAR SUPPORT SW "TERMINAL 3 "TERMINAL 12 OF POWER SEAT CONTROL SW "
GROUND .
THE NUMBER OF TURNS OF EACH MOTOR (AMOUNT OF MOVEMENT OF EACH PART OF THE SEAT) IS DETECTED BY THE POSITION
SENSORS AND INPUT TO THE ECU, MAKING IT POSSIBLE TO PERFORM MEMORY AND RETURN FUNCTIONS FOR THE SEAT
POSITION USING THE DRIVING POSITION MEMORY AND RETURN SWITCH.
POWER WALK±IN OPERATION (FOR PASSENGER'S SEAT)
WALK±IN OPERATION
WHEN THE WALK±IN PEDAL IS DEPRESSED OR THE RECLINING HANDLE IS LIFTED UP, THE SEAT BACK RECLINES FULLY
FORWARD AND RECLINING LIMIT SWITCH NO. 2 OPERATES, SO A SIGNAL IS INPUT TO TERMINAL RFSW OF THE POWER SEAT ECU
" TERMINAL SLD+ " TERMINAL 1 OF THE POWER SEAT MOTOR (FOR PASSENGER'S SEAT SLIDE CONTROL) " MOTOR "
TERMINAL 2 " TERMINAL SLD± OF THE ECU "TERMINAL GND " GROUND . THIS CAUSES THE SEAT TO SLIDE FORWARD 100 MM
IN THE WALK±IN MODE. HOWEVER, WHEN THE INITIAL SLIDE POSITION IS 100 MM OR LESS FROM THE MOST FORE POSITION, THE
SEAT CAN ONLY SLIDE FORWARD AS FAR AS THE MOST FORE POSITION.
SYSTEM OUTLINE
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