I need to operate an electric motor remotely from 3 positions. the trouble is that the motor has an electromagnetic switch that I must not tinker with.I am thinking along the lines of two solenoids mounted over the switch, operated by the three remote switches, possibly though a flip/flop, push on-push off style of thing! Any sugestions ?
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Re: I need to operate an electric motor remotely from 3...
Why not just use a cheap wireless remote switch, and a suitable relay to turn it on, wired across the switch, and Electromagnetic switch, Then you could, either have Three "Radio Switches, or one you can carry around. Or a simple latching relay could also be used, with a push on. push off wiring. then all buttons could be wired in parallel as could resets, and have one device again operating via a relay(s) Or gain, simply have One Contactor,operable via three paralleled buttons, any of which, can turn the contactor on & off.
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Does yours have
Electronic Shift on the Fly (ESOF) Operation
The electronic shift on the fly (ESOF) system is an electronic shift 4x4 system that allows the operator to choose between two different 4x4 modes as well as 2-wheel drive. The operator can switch between 2WD and 4H mode at speeds up to 88 km/h (55 mph). To engage or disengage 4L range, the vehicle speed must be less than 5 km/h (3 mph), the brake pedal depressed, and the transmission must be in NEUTRAL.
The transfer case is equipped with an electromagnetic clutch which is located inside the case. This clutch is used to spin up the front driveline when shifting from 2WD to 4H mode at speed. When the control switch on the instrument panel is turned, the generic electronic module (GEM) recognizes that a shift has been requested and activates the electromagnetic clutch and the relays which power the transfer case shift motor. When the shift motor reaches the desired position, as determined by the contact plate position inputs to the GEM, power to the shift relays and motors will be removed. When the transfer case front and rear output shafts are synchronized, the spring loaded lockup collar mechanically engages the mainshaft hub to the drive sprocket. Finally, the front axle collar is engaged and the electromagnetic clutch is deactivated.
After reading this material I would not think it was the switch . Maybe an input problem to the GEM module .
4WD Mode Switch (various resistances; go to Table 1).
Contact Plate Position Inputs A, B, C, D (grounded when closed, open circuit when open; go to Table 4).
First you need a wiring diagram, free at http://www.bbbind.com/free_tsb.html Then you need a DVOM - digital volt ohm meter to test the circuit . Then if your not familiar with automotive electrical systems testing ,go on youtube an check out Electric Testing Techniques You Need to Know Also having a factory diagnostic trouble shooting chart would also be usefull . You could just start replacing parts , you mite get lucky . The wiper motor is a high fail part , so is the switch ..You could find the fuse is blown ! But fuse's don't usually blow without a reason . Short to ground , low resistance . ( high current flow) Also knowing how they work and what all is involved in making them work.
The Wiper/Washer System consists of the following components:
• Windshield wiper/washer switch
• Windshield wiper motor module
• Windshield wiper motor
• Windshield washer pump motor
• FRT/WPR/WSHR 25A fuse
Wiper/Washer System Operation
The windshield wiper motor module is part of the windshield wiper motor cover and controls wiper motor operation. The windshield wiper motor is a 2 speed motor and is operated at low speed in all modes except HIGH. The accessory voltage supply circuit to the windshield wiper motor assembly is used to operate the wiper motor in all of the low speed modes. The accessory voltage supply circuit to the windshield wiper/washer switch is used to supply the windshield wiper switch signal circuits and the wiper motor high speed circuit.
When the wiper/washer switch is in the LOW position voltage is supplied through a 24K ohm resistor within the switch to the windshield wiper switch signal 2 circuit, and accessory voltage is supplied to the windshield wiper switch signal 1 circuit. The reduced voltage from the wiper switch signal 2 circuit and accessory voltage from the wiper switch signal 1 circuit causes the wiper motor module to close the wiper motor accessory voltage supply circuit to the wiper motor low speed terminal.
Windshield wiper/washer system MIST operation is identical to LOW operation except that the MIST switch is a press and release type. When the wiper switch is moved to the MIST position and released, low speed wiper motor operation is started and will continue until 1 cycle is complete. If the wiper switch is moved to the MIST position and held, the windshield wiper motor will operate in the LOW mode until the switch is released.
Don't the wipers work in any mode ?
Did you review the Wiper/Washer System description and operation and perform the necessary inspections?
YES - Go to Step 2
NO - Go to Symptoms - Wiper/Washer Systems
Turn ON the ignition , with the engine OFF.
Operate the windshield wiper/washer switch through all the switch positions.
Does the windshield wiper/washer system operate normally?
YES - Go to Testing for Intermittent Conditions and Poor Connections in Wiring Systems
NO - Go to Step 3
Turn OFF the ignition.
Disconnect the harness connector of the windshield wiper motor.
Turn the ignition ON, with the engine OFF.
Connect a test lamp from the accessory voltage circuit of the windshield wiper motor to a good ground.
Does the test lamp illuminate?
YES - Go to Step 4
NO - Go to Step 13
Connect a test lamp from the accessory voltage circuit to the ground circuit of the windshield wiper motor.
Does the test lamp illuminate?
YES - Go to Step 5
NO - Go to Step 14
Connect a test lamp from the signal 2 circuit of the windshield wiper switch to a good ground.
Press the windshield washer switch.
Does the test lamp illuminate?
YES - Go to Step 11
NO - Go to Step 6
Let me know if you make it this far and i will send rest of diagnostic's
Pulling switch and by process off elimination verifying with meter many switches can be opened and cleaned then jumping connector to test motors may save the time as repair manual electrical diagrams have awful shortconings forgive the pun .
That is how I did mine first finding positive pin in driver door switch connector testing each switch finding output etc. Also keep in mind the kid safe window lookout on drivers door if your having trouble operating all but drivers door
Year make and model ? If your still need a diagram
You don't need the original switch positions. Make sure the row of switches in the motor unit are set exactly the way the remote is. The switches are normally marked + 0 -. Move all of them to the plus sign and try.
Electronic Shift On the Fly (ESOF) Operation
The ESOF system is an electronic shift 4x4 system that allows the
operator to choose between two different 4x4 modes as well as 2-wheel
drive. The operator can switch between 2WD and 4WD HIGH mode at speed.
To engage or disengage LOW Range, the vehicle speed must be less than 5
kph, the brake depressed, and the transmission must be in NEUTRAL.
The transfer case is equipped with an electromagnetic clutch which is
located inside the case. This clutch is used to spin up the front drive-line when shifting from 2WD to 4x4 High mode at speed. When the
control switch on the instrument panel is turned, the generic
electronic module (GEM) recognizes that a shift has been requested and
activates the electromagnetic clutch and the relays which power the
transfer case shift motor. When the shift motor reaches the desired
position as determined by the contact plate position inputs to the GEM,
power to the shift relays and motors will be removed. When the transfer
case front and rear output shafts are synchronized, the spring loaded
lockup collar mechanically engages the main-shaft hub to the drive
sprocket. Finally, the front axle collar is engaged and the
electromagnetic clutch is deactivated.
Shift Between 2WD and 4x4 HIGH:
Shifts between 2WD and 4x4 HIGH can be made at speed. Listed below are
the inputs and outputs needed by the GEM to execute a change between
any of these modes.
Feature Inputs: *4WD Mode Switch (Various resistances). *Contact Plate Position Inputs A, B, C, D (grounded when closed, open circuit when open).
Feature Outputs: *4x4 Shift Motor Relay Outputs *Transfer Case Clutch Relay (grounded when relay is on, open circuit when relay is off).
*4x2/4x4 Vacuum Solenoid (grounded when activated, open circuit when deactivated).
*Cluster Indicators (ground when activated, open circuit when deactivated).
Shifting Into/Out of 4WD LOW: When shifting into or out of 4WD LOW, the GEM requires that the vehicle
speed be less than 5 kph, the brake is applied, and the transmission is
*4WD Mode Switch (Various resistances). *Contact Plate Position Inputs A, B, C, D (grounded when closed, open circuit when open). *VSS Sensor (Sinusoid Signal: 0.7V-20V, 2.2 Hz/mph). Brake Input (battery voltage when brake is depress, open circuit when not activated). *Transmission Range Sensor (grounded when transmission is in NEUTRAL, open circuit otherwise).
8Start/Clutch Depressed Input
Feature Outputs: *4x4 Shift Motor Relay Outputs *4x2/4x4 Vacuum Solenoid (grounded when activated, open circuit when deactivated). *Cluster Indicators (grounded when activated, open circuit when deactivated).
4WD Mode Switch
A rotary switch allows the vehicle operator to choose between 2WD, 4WD HIGH, and 4WD LOW modes of 4x4 operation.
GEM Module The Generic Electronic Module (GEM) controls the operation of the 4x4 system
Vehicle Speed Sensor The vehicle speed sensor (VSS), mounted in the rear of the transfer case, informs the GEM of the vehicle speed.
Transfer Case Shift Motor Sense Plates
The shift motor sense plate, an integral part of the electric shift motor, informs the GEM to the positions of the transfer case
Transmission Range Sensor
Located on the left side of the transmission, this sensor informs the GEM when the transmission is in the NEUTRAL position.
Electric Shift Motor
The electric shift motor, mounted externally at the rear of the
transfer case, drives a rotary cam which moves the mode fork and range
fork within the transfer case to select between the 2WD, 4WD HIGH, and
4WD LOW positions.
4x4/4x2 Vacuum Solenoids These two solenoids are attached to the upper RH side of the engine
compartment dash, and alternately route vacuum to the vacuum motor
which engages/disengages the center axle disconnect collar in the front
4x4 Shift Motor Relay
A module containing two relays which under the control of the GEM,
shift the transfer case shift motor between the 2WD, 4WD HIGH, and 4WD
Transfer Case Clutch Relay An electromechanical relay is used to activate the transfer case clutch within the transfer case.
Good luck and hope this helps,but start with the simple and check the fuses and wire harness. Both white/light blue stripe wires should have 12V in run. The GEM will
ground the left side (closest to engine) solenoid to disengage the
front axle. It will ground the the right side solenoid (closest to
fender) to engage the front axle. If the GEM doesn't see Neutral it
will not let the truck come out of 4Lo. If the GEM had water leaking on
it it may well be the root of the problem. The shift motor only has
power when the GEM sends it a signal to move the shift lever. Once the
shift is completed the motor shuts off. There are 2 wires that control
the shift motor. A yellow and an orange. The GEM alternates between 12v
and Ground to these wires to control which way the motor turns. The GEM
uses the transfer case shift relay module to control the power to the
motor. There are contact plates inside the shift motor assembly that
indicate the position that the shift lever is in. This is what the GEM
used to know what the T-case is doing. Any one of these components can
2002 Ford F-250 Windshield Wiper Motor
Removal & Installation
1. Turn the ignition switch to the ON position. Turn the ignition switch ON until the wiper blades are straight up, then turn the ignition switch OFF.
2. Disconnect the negative battery cable.
3. Remove the right-hand and left-hand windshield wiper arm and blade assemblies.
4. Remove the cowl top vent panels.
5. Detach the electrical hardness connector at the windshield wiper motor assembly.
6. Remove 3 wiper motor (module assembly) retaining bolts and remove the module assembly from the vehicle.
7. Remove the wiper linkage retaining bolt and remove the linkage from the wiper motor.
8. Remove 3 retaining nuts and remove the windshield wiper motor
9. Place the windshield wiper motor in position and install 3 retaining nuts. Tighten to 10-12 ft. lbs. (12-17 Nm).
10. Connect the wiper linkage to the windshield wiper motor and install the retaining bolt. Tighten the bolts to 14 ft. lbs. (20 Nm).
11. Place the wiper motor (module assembly) in position and install 3 retaining bolts. Tighten the bolts to 6 ft. lbs. (9Nm).
12. Install the electrical hardness connector to the windshield wiper motor.
13. Connect the negative battery cable.
14. Allow the windshield wiper motor to cycle several times while checking for proper wiper motor operation.
15. Turn the windshield wiper motor to the OFF position to park the wiper motor in the park position.
16. Install the cowl top vent panels.
17. Install the wiper arm and blade assemblies. Install the retaining nuts and tighten to 22-29 ft. lbs. (30-40 Nm).
18. Connect the negative battery cable.
19. Check the windshield wiper motor for proper operation and the wiper arms for adjustment.
Looks like there's an interchanged wires in your vacuum. Both the motor and the powerhead must go together. Check it up. Leave the motor wiring connection intact. Just tinker and check the powerhead wiring connection .
you may need to have the dealer calibrate the seat with his diagnostic tool. I would guess ariund 1 hr labor time.
Principles of Operation
Driver Power Seat
The driver power seat is controlled by the driver seat module (DSM). The DSM does not need to be configured, however the drive seat does need to be calibrated when the DSM is installed. The driver seat regulator control switch provides voltage to the DSM when activated. The neutral position of each driver seat regulator control switch position is a ground state through the seat regulator control switch contacts. A voltage input causes the DSM to power the appropriate motor until the input is removed. Ground is the normal state of the motor circuits through the DSM and is not switched to control the motors. The DSM internally switches the appropriate line from ground to power to adjust the motors.
As the seat is adjusted, the DSM constantly monitors the motor position sensors to record the current seat position. The DSM will remove power from the motor upon termination of the seat regulator control switch input or if the DSM does not see movement from the motor by monitoring the position sensor. The DSM must be calibrated to the seat track it is controlling. For additional information, refer to Seat Calibration. Once the DSM is calibrated to the seat track, it will only allow movement within the calibrated range.
The DSM is calibrated using a scan tool. The calibration procedure automatically powers the driver power seat through its full range of motion and records the full stop positions by monitoring the motor position sensors. Once the full stop positions or range of the seat have been recorded, the DSM will only operate within the calibrated range. Any input attempting to drive the seat beyond the calibrated range will be ignored. This calibration is used for all seat control functions including manual switch control and memory recall positioning. During the seat calibration, the DSM may identify a function that is inoperative, such as a position sensor not changing. If the DSM identifies a concern that has a related diagnostic trouble code (DTC), the DSM will set the related DTC at the end of the validation procedure.
The calibration procedure powers the seat track adjustments to the end of their travel, which is determined by the DSM seeing a change of state in the motor position sensors. If there is a concern with the seat track or motor position sensor that limits the travel, the DSM will interpret the stopping point as the end of travel and store the position. The DSM is not able to determine if the seat has moved to its full travel position. It is only capable of monitoring and storing the amount of travel seen by the position sensor changing states.
For additional information on carrying out the power seat calibration procedure, refer to the scan tool operating manual.
Memory seat positioning can be recalled with the memory switches on the driver door panel or a programmed remote keyless entry transmitter. In either case, the DSM receives a memory recall 1 or 2 command from the driver door module (DDM) over the SCP communication network. The memory recall switches are a hardwired input to the DDM. The DDM also receives the remote keyless entry transmitter signals. Once a valid memory recall command is received from the DDM, the DSM moves the drivers seat to the position stored in memory by powering the appropriate motors and monitoring the motor position sensors until the position is reached.
Easy Exit/Easy Entry
The easy exit function moves the seat backwards about two inches when the ignition key is removed from the ignition switch. The DSM receives a key out command over the SCP communication network and powers the driver seat rearward. This function will not operate if the seat is less than the travel distance to the end of the track, or the function has been deactivated at the message center driver personality settings. The DSM will also cancel this operation if a valid input command is received, such as the seat regulator control switch or memory recall request.
The DSM will record the current seat position before powering the seat for a easy exit function. This recorded position will be used to return the seat to this position on the easy entry operation. During easy entry operation, the seat is returned to the position previous to the easy exit operation. Easy entry operation will be cancelled if a valid input command is received by the DSM.
Passenger Power Seat
The passenger power seat motors are hardwired to the passenger seat regulator control switch. The circuits are normally at ground through the seat regulator control switch. The individual circuit is switched to power when the specific adjustment position is selected.
The driver and passenger heated seats share a common battery and ignition feed. A separate shared ignition source supplies the heated seat switches. When the heated seat switch is pressed with the ignition switch in RUN, a momentary voltage signal is sent to the heated seat module. The heated seat module then supplies power to the heating element circuit. The cushion element and seat backrest element are wired in series and powered by the same output. The heated seat module also will ground the separate indicator circuit at the heated seat switch to indicate an ON state. The heated seat module will remain on until the heated seat switch is pressed and a momentary voltage signal is received, or until 10 minutes expire. If the ignition source is removed from the module, the heated seat module will enter an off state and will not return to ON until the switch is once again pressed with the ignition switch in RUN. The heated seat module is designed to heat the seat to 37.5°C (99.5°F) and maintain the temperature until time-out or switched off. This temperature is maintained by the heated seat module monitoring the temperature sensor located in the seat cushion element, and adjusting the current flow to the heating elements. Inspection and Verification
Verify the customer concern by operating the system.
Visually inspect for obvious signs of mechanical or electrical damage.
Think of a 'flat spot' as Starter Roulette. When the starter is finished turning the engine over, it spins down and comes to a stop. Random. There is a position where the contacts are worn down (presumably). If it happens to stop in this position - trouble.
You say it always starts when warm? Instead of a starter problem, it may be the Solenoid. You still need to remove the starter to get to it (its attached). But it's a lot cheaper to replace.
What the Solenoid does: It's an electro magnet. It's an electric switch. A very high amperage electromagnetic switch. The current needed by your starter when turning over the engine would melt (fry, smoke, burn, etc) your ignition switch. So instead, the start position on the key flips an electric switch that can handle it. Inside the solenoid, there is a rod or piston on a spring. The end of this rod has a disk with a conductive coating. When the electromagnet is on (Start) the rod moves against the spring. There are heavy contacts that connect to the Starter and the battery. Turn your key to Start and you hear a CLICK. That is the solenoid. The magnet activates, the rod moves, makes connects the battery and starter motor contacts, starter spins.
These internal contacts can get burned too. That conductive disk can spin. It can have a 'flat spot'.
To tell the truth, there shouldn't be a difference. Most of the time, heat makes things run worse, not better.
And yes, it will get worse. Let me know what you plan to do. Mike