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RADIATOR FAN AND AIR CONDITIONER (2VZ–FE)
1. RECIRC/FRESH CONTROL SERVO MOTOR OPERATION (FOR PUSH SWITCH TYPE)
(SWITCHING FROM FRESH TO RECIRC)
WITH THE IGNITION SW ON, CURRENT FROM THE GAUGE FUSE FLOWS TO TERMINAL 1 OF THE SERVO MOTOR. WHEN THE
RECIRC SW IS TURNED ON, THE CURRENT FLOWS FROM SERVO MOTOR → TERMINAL 2 → TERMINAL I2 OF THE HEATER
CONTROL ASSEMBLY → TERMINAL I17 → GROUND, THE MOTOR ROTATES AND THE DAMPER MOVES TO THE RECIRC SIDE. WHEN
IT IS IN THE RECIRC POSITION, THE CIRCUIT IS CUT INSIDE THE SERVO MOTOR AND THE DAMPER STOPS IN THAT POSITION.
WHEN THE CIRCUIT FOR THE INDICATOR LIGHT, CURRENT FLOWS FROM THE GAUGE FUSE → TERMINAL I7 OF THE HEATER
CONTROL ASSEMBLY → INDICATOR LIGHT → TERMINAL I17 → GROUND AND THE INDICATOR LIGHT CONTINUES TO LIGHT UP
WHILE THE RECIRC SW IS ON.
(SWITCHING FROM RECIRC TO FRESH)
WHEN THE IGNITION IS ON AND THE FRESH SW IS TURNED ON, CURRENT FLOWS FROM TERMINAL 3 OF THE SERVO MOTOR →
TERMINAL I10 OF THE HEATER CONTROL ASSEMBLY → TERMINAL I17 → GROUND, THE MOTOR ROTATES AND THE DAMPER
MOVES TO THE FRESH SIDE. WHEN THE DAMPER IS IN THE FRESH POSITION, THE CIRCUIT IS CUT INSIDE THE SERVO MOTOR
AND THE DAMPER STOPS IN THAT POSITION.
2. OPERATION OF THE AIR VENT MODE CONTROL SERVO MOTOR (FOR PUSH SWITCH TYPE)
(SWITCHING FROM FACE TO BI–LEVEL)
WHEN THE BI–LEVEL SW IS TURNED ON WITH THE DAMPER IN THE FACE POSITION, A SIGNAL THAT THE CIRCUIT IS GROUNDED IS
OUTPUT FROM TERMINAL I12 OF THE HEATER CONTROL ASSEMBLY → TERMINAL 6 OF THE SERVO MOTOR → TERMINAL D11 OF
THE SYSTEM AMPLIFIER. (AT THIS TIME, THE CURRENT FLOWING THROUGH TERMINAL I7 OF THE HEATER CONTROL ASSEMBLY
FLOWS THROUGH TERMINAL I17 → GROUND, CAUSING THE INDICATOR LIGHT TO LIGHT UP). AT THE SAME TIME, THE SIGNAL FOR
WHEN THE CIRCUIT IS NOT GROUNDED IS INPUT TO TERMINAL D10 OF THE AMPLIFIER. THESE 2 SIGNALS CAUSE THE AMPLIFIER
TO OPERATE AND CURRENT FLOWS FROM TERMINAL D5 OF THE AMPLIFIER → SERVO MOTOR → TERMINAL D4 → GROUND,
WHICH ROTATES THE SERVO MOTOR, CAUSING THE DAMPER TO MOVE TO THE BI–LEVEL POSITION.
WHEN THE DAMPER COMES TO THE BI–LEVEL POSITION, A SIGNAL THAT THE GROUND CIRCUIT IS CUT IS INPUT TO TERMINAL D11
OF THE AMPLIFIER, AND AMPLIFIER OPERATION CAUSES THE SERVO MOTOR TO STOP ROTATING AND THE DAMPER TO STAY IN
POSITION.
(SWITCHING TO OTHER MODE POSITIONS)
WHEN SWITCHING THE DAMPER FROM FACE TOWARDS DEF, AS EXPLAINED BEFORE, A GROUND SIGNAL IS INPUT TO TERMINAL
D11 OF THE AMPLIFIER AND A NON–GROUND SIGNAL IS INPUT TO TERMINAL D10 SO THAT CURRENT FLOWS FROM TERMINAL D5
→ SERVO MOTOR → TERMINAL D4, MOVING THE DAMPER TO THE DESIRED POSITION.
WHEN SWITCHING THE DAMPER IN THE OPPOSITE DIRECTION FROM DEF TOWARDS FACE, A GROUND SIGNAL IS INPUT TO
TERMINAL D10 OF THE AMPLIFIER AND A NON–GROUND SIGNAL IS INPUT TO TERMINAL D11 SO THAT THE CURRENT FLOWS FROM
TERMINAL D4 → SERVO MOTOR → TERMINAL D5, CAUSING THE SERVO MOTOR TO ROTATE IN REVERSE AND MOVING THE
DAMPER TO THE DESIRED POSITION.
3. OPERATION OF THE AIR MIX CONTROL SERVO MOTOR (FOR PUSH SWITCH TYPE)
(SWITCHING FROM WARM TO COOL)
WHEN THE TEMPERATURE CONTROL KNOB IS SWITCHED FROM WARM POSITION TO COOL POSITION, THE RESISTANCE INSIDE
THE HEATER CONTROL ASSEMBLY BECOMES GREATER THAN THE RESISTANCE INSIDE THE SERVO MOTOR. THE SIGNAL AT THIS
TIME IS INPUT TO THE SYSTEM AMPLIFIER, CAUSING THE AMPLIFIER TO OPERATE. CURRENT FLOWS FROM TERMINAL D8 OF THE
AMPLIFIER → SERVO MOTOR → TERMINAL D9 → GROUND, CHANGING THE DAMPER FROM WARM TO COOL POSITION. WHEN THE
RESPECTIVE RESISTANCES ARE THE SAME VALVE, THE SERVO MOTOR STOP.
(SWITCHING FROM COOL TO WARM)
WHEN THE TEMPERATURE CONTROL KNOB IS SWITCHED FROM COOL POSITION TO WARM POSITION, THE RESISTANCE INSIDE
THE HEATER CONTROL ASSEMBLY BECOMES LESS THAN THE RESISTANCE INSIDE THE SERVO MOTOR. THE SIGNAL AT THIS TIME
IS INPUT TO THE SYSTEM AMPLIFIER, CAUSING THE AMPLIFIER TO OPERATE. CURRENT FLOWS FROM TERMINAL D9 OF THE
AMPLIFIER → SERVO MOTOR → TERMINAL D8 → GROUND, CHANGING THE DAMPER FROM COOL TO WARM POSITION. WHEN THE
RESPECTIVE RESISTANCES ARE THE SAME VALVE, THE SERVO MOTOR STOPS.
4. RADIATOR FAN AND CONDENSER FAN OPERATION
WHEN THE IGNITION SW IS ON, TURNING THE ENGINE MAIN RELAY TO ON CAUSES CURRENT TO FLOW TO THE RAD FAN FUSE
AND THE CDS FAN FUSE.
* LOW SPEED OPERATION
OPERATION OF THE A/C CONDENSER FAN CONTROL AMPLIFIER TURNS RADIATOR FAN RELAY NO. 1 AND A/C FAN RELAY NO. 2
AND NO. 3 TO ON, AND CURRENT FROM THE CDS FAN FUSE FLOWS IN SERIES FROM THE CONDENSER FAN MOTOR → TERMINAL
1 OF THE A/C FAN RELAY NO. 2 → TERMINAL 4 → TERMINAL 2 OF A/C FAN RELAY NO. 3 → TERMINAL 4 → RADIATOR FAN MOTOR →
GROUND, CAUSING EACH FAN TO ROTATE AT LOW SPEED. [THIS IS WHEN THE WATER TEMP. IS APPROX. 85° TO 90°C (185° TO
194°F).]
* HIGH SPEED OPERATION
OPERATION OF THE A/C CONDENSER FAN AMPLIFIER AND HIGH PRESSURE SW CAUSES CURRENT TO THE COIL SIDE OF
RADIATOR FAN RELAY NO. 1 AND A/C FAN RELAY NO. 2 TO BE CUT (BOTH RELAYS OFF). ACCORDINGLY, CURRENT FROM THE RAD
FAN FUSE FLOWS FROM TERMINAL 4 OF RADIATOR FAN RELAY NO. 1 → TERMINAL 3 → RADIATOR FAN MOTOR → GROUND, AND
CURRENT FROM THE CDS FAN FUSE FLOWS FROM THE CONDENSER FAN MOTOR → TERMINAL 1 OF A/C FAN RELAY NO. 2 →
TERMINAL 3 → GROUND. THIS PARALLEL CURRENT FLOW TO BOTH MOTORS CAUSES BOTH FANS TO ROTATE AT HIGH SPEED.
[THIS IS WHEN THE WATER TEMP. IS APPROX. 90°C (194°F) OR MORE WITH THE MAGNET CLUTCH OFF, OR ELSE WITH THE
MAGNET CLUTCH ON AND THE REFRIGERANT PRESSURE AT 15.5 KG/CM
2
(220 PSI, 1520 KPS) OR MORE.]
SYSTEM OUTLINE