I would love to see a theory of operation on the ABS system, especially in regard to page DI-224, specifically the Circuit Description, DTC No. 51, Fail Safe Function: "If trouble occurs in the ABS pump motor, the ECU cuts off current to the ABS control (solenoid) relay and prohibits ABS control."
If I am looking at that correctly, the ABS ECU can energize two relays within the ABS Control Relay unit:
1) Motor Relay:
The Motor Relay is activated when an NPN transistor in the Motor Relay switching circuit of the ABS ECU is 'signaled' to switch on or off. This NPN transistor has +12 volts present at its Collector just waiting for 'the signal' at its Base to 'switch' or 'change state'; it is essentially an 'open circuit' until that time. Once the signal to switch is received, the transistor is activated and the circuit becomes 'closed' allowing Current flow between its Collector and Emitter, energizing the potential (high) side of the inductor (coil) in the Motor Relay; in other words, +12 volts should now be present at the MR output of the ABS ECU pin 23, A13 and should also be present at pin 4, A6 of the ABS Control Relay unit. This causes the Motor Relay contactor to close (the contactor is normally open and becomes closed when the Motor Relay inductor is energized). Once this contactor closes, +12 volts from the battery is applied to the ABS Pump Motor of the ABS Actuator assembly; the motor is now energized (and assumed running). The opposite (low) side of this relay inductor is tied to R- (relay negative) via pin 3, A6 on the ABS Control Relay unit and routed to the ABS ECU via pin 24, A13; this completes the circuit as it supplies the final ground path.
Just think of this circuit theory as a water faucet: water pressure or potential on one side (Collector), waiting for you to turn the valve (Base) enough to allow water (Current) flow from the mouth (Emitter) of the faucet to the ground, if you will.
2) Solenoid Relay:
The Solenoid Relay works essentially the same way, except it uses the Solenoid Relay switching circuit of the ABS ECU. The main difference: this is a dual contact relay with one contact set being normally closed, the other normally open.
In its normal state (not energized) the normally closed contacts provide a 'ground' via pin 6, A7 of the ABS Control Relay unit and should be at 0 volts in this non-energized state; this ground affects both the ABS Actuator and the ABS ECU.
When the Solenoid Relay is energized, the contactor is pulled away from the first set of contacts, and therefore the ground is removed; the second set of contacts now applies +12 volts where a ground was present previously. This relay is energized when its inductor high side receives +12 volts from the SR output of the ABS ECU pin 11, A13 routed to pin 1, A7 of the ABS Control Relay unit. So, in summary, the solenoid relay applies either +12 volts or ground (0 volts) to the ABS Actuator depending on its energized state (and then on to various locations of ABS ECU). The inductor low side of this Solenoid Relay is also tied to the same common (ground) point on the ABS ECU at R- (relay negative) pin 24, A13 as with the Motor Relay.
This circuit does not operate the ABS Pump Motor but does interact with the ABS Actuator and back into the ABS ECU.
So having said all that, I am interested in the theory of operation for the ABS Fail Safe Function, or, in other words, how the ABS Pump Motor interacts with the ABS ECU and vice versa. Is the ABS ECU looking for a voltage drop, gain, or both on the high potential side of the ABS Pump Motor; or is it looking for a current drain above or below what would be considered normal for that motor when it is assumed to be energized? The interface point for this is MT of the ABS ECU (pin 6, A13). Is MT looking for a current drain/voltage drop as with a binding armature or shorted winding in the ABS Pump Motor, or is it looking for a lack of voltage drop or lack of current drain as with bad contact brushes, open windings, or open circuits in the wiring? Perhaps both? This would make trouble-shooting a lot easier.
It looks to me if you wanted to test your ABS Pump Motor while installed, you would need to disconnect the battery, disconnect A4 and A5 of the ABS Actuator, apply B+ (+12 volts) to pin3, A4 and B- (ground) to pin 1, A4. I would seriously recommend using a circuit breaker or fuse no greater than the 60 amp ABS fuse in the existing ABS power circuit. You might want to put a range correct ammeter in the circuit to see what amount of current is being drawn. Just guessing, but if the current drain approaches the 60a fuse rating (or blows the fuse), then the motor is probably bad (frozen) or a wiring short is present; if the current drain is about half the 60a fuse rating +/-, the motor is probably good; if the current drain is minimal or zero, then there is very likely an open or resistive circuit, perhaps at a ground point. You will likely have an answer in a just few seconds. Choosing the correct wire size is important: too small a gauge will go up in a flash and potentially start a fire or get hot enough to burn flesh, paint, plastic, etc., in no time flat!
Another point to consider would be the length of time you allow the motor to run in this manner, during trouble-shooting, due to pressure build-up in the system. USE EXTREME CAUTION! WEAR SAFETY GLASSES! I am not recommending anyone try this, but I will be doing so soon to test it out.
This is another area where a theory of operation would come in handy as it would be nice to know if the ABS Fail Safe Function is looking for extremely high braking pressures, and shutting down when that condition is sensed, to prevent hydraulic component failure/ rupture.
If I made errors or am in error, please let me know and I will correct it.
