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Carte Tehnica Alfa Romeo

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INHALTSVERZEICHNIS_____________________________________________IHM SD Introduction ........................................................................................................................... 2 Drive 4 WD ......................................................................................................................... 4 Transmission ................................................................................................................................. 5 Hanging up ....................................................................................................................... 6 Brakes ................................................................................................................................ 8 Power steering ......................................................................................................................... 9 Räderund vehicle drive (general references) ......................................................................... 10 Drive system Viscomatic clutch ........................................................................... 11 Hydraulic control circuit ............................................................................................................ 17
Transcript

INHALTSVERZEICHNIS_____________________________________________IHM SD

Introduction ........................................................................................................................... 2

Drive 4 WD ......................................................................................................................... 4

Transmission ................................................................................................................................. 5

Hanging up ....................................................................................................................... 6

Brakes ................................................................................................................................ 8

Power steering ......................................................................................................................... 9

Räderund vehicle drive (general references) ......................................................................... 10

Drive system Viscomatic clutch ........................................................................... 11

Hydraulic control circuit ............................................................................................................ 17

Hydraulic control circuit ............................................................................................................ 17

Electronic Kontrollanlage ................................................................................................. 22

Funktionsiogik of the system .................................................................................................. 25

Components of the system .................................................................................................... 35

Diagnostics of the system ........................................................................................................ 42

Abs system, version for four drive wheels ................................................................... 43

General description ...................................................................................................... 44

Interference logic for the version 4 WD ........................................................................................ 45

Localization components of the system ............................................................................. 48

Description of function .......................................................................................................... 52

Selbstdiagnose ...................................................................................................................... 53

Electronic engine management Motronic M 3,7 ........................................................ 54

MotronicM3.7 ....................................................................................................................... 58

Operation diagramme ................................................................................................................... 62

Electronic steering box .............................................................................................. 64

Components ........................................................................................................................ 65

Selbstdiagnose ...................................................................................................................... 69

Fuel system circle ................................................................................................... 70

On-board board .............................................................................................................................. 74

Notes/notes ........................................................................................................... 77

1Bi§ B_________________________________________________EINLEITUNG

Introduction

The available publication documents the variants and the systems, which were specificallydeveloped for the 1B^S. They are to be described here and in the detail represented, thus allnecessary information for the general knowledge of the vehicle and the operational principle ofthe different plants, systems and above all the electronic controls be conveyed can.

2

MECHANICAL GROUPS

The all-wheel drive system Viscomatic, which finds with the new ISA BÖL use, was developedexclusively by the Alfa Rome EO technical designers in co-operation with Steyr Puch.

With 164 was still continued to improve the characteristics of the all-wheel drive owing to „the active" drive system, in which the moment distribution varriert continuously according to the given logics,depending upon driving condition (drive torque, guidance angle, driving speed, process betweenfront axle and rear axle), which are calculated by the electronic steering box VISCOMATIC®.

One received so an all-wheel drive, which gives new 164 high „driving safety " in each drivingcondition and in the most diverse situations.

The reached advantages can be summarized in such a way:

- To limit „active " interference of the system, which administers the torque process variable,but continuously, without the travelling comfort;

- maximum stability when braking, by a special version of the ABS for 4WD;

- no influence of the drive with driving along curves, due to the construction;

- high achievements of the entire system, due to the good quality of the construction;

- A construction, which made possible it to accomplish an adjustment without large changes at

- A construction, which made possible it to accomplish an adjustment without large changes atthe past model 164 with 2 drive wheels.

MECHANICAL GROUPS

4WD propelled

The unpublished construction solution of the drive for *$sk£k the Sl plans amechanical TRANSMISSION with 6 COURSES. The allocation of the drive over aVISCOMATIC^ clutch with ELECTRONIC CONTROL, as well as a Torsen Diffe

“rential an~cJer Hinteractrse. -

1. Course: 3.7692. Course: 2.3333. Course: 1.6804. Course: 1.2905. Course: 1.0316. Course:

0,837 R. Gang:

3.720

1. Transmission

2. Front differential

3. Reduction gear

4. Drive shaft

5. Universal joint

6. Clutch VISCOMATIC®

7. Rear differential Torsen

(The numbers indicate the number of teeth of the different wheel transmissions)

The kinematic pattern plans a VISCOMATIC® clutch between the front axle and the rear axle.The torque between the two wheels is subdivided in front by a conventional differential, whileon the rear axle a gate EN differential was used, so that the drive in each situation is maximallyused.

Owing to the special construction of the Torsen it makes this kind of self-locking that fordifferential possible, with small adhesion of a Rades, the drive moment on the wheel with thebetter road grip too transferred (up to the quadruple value).

MECHANICAL GROUPS .16

Transmission

Transmission

With ( a new transmission of the company GET-RISE UP with 6 courses begun, thataccordingly one designed, in order to make possible fast accelerations, due to the appropriategradations of the courses. In this way the maximum torque of the engine (which is very high) is,always at all wheels and in each operating condition available. This results in an unexpectedacceleration behavior for a vehicle of this kind with constructional equipment opposite a 2-Radantrieb.The transmission range contains also the front differential and the drive for the cardanshaft.

Hanging up

The hanging up were again designed, extensive and complex experiments to keep accomplishedaround a maximum handling and comfort for this 4WD-Fahrzeug. This vote was reached togetherwith the optimization of the specific operating logics of the VISCOMATIC clutch, which areconnected in special way with the behavior of the hanging up.

Front suspension

The front suspension became within the range of the position of the steering arm (1) on the hub (2)changed.

In addition all points of the suspension became to the specific sportiven characteristicsthe vehicle adapted, thus high guidance precision was reached.

The feathers/springs and shock absorber have a special characteristic. In the shock absorbersare additional feathers/springs, which intervenes in the delimitation phase as an anti-centrifugeand an anti-pitch oscillation function. This makes one possible „softer " measuring of theexternal feathers/springs for the increase of the travelling comfort.

The applied solutions make possible to adapt the high achievements to the sensitivity of the steeringelement, with from-following stability in curves, even if border situationsare reached.

MECHANICAL GROUPS M

Rear suspension

It was completely again designed, in order to ensure the demands of the new drive system.

The new suspension is characterized by the following:

- A lower wishbone (3), which takes up the lateral load;

- An upper unreactive (2);

- A lever (4) and a linkage (5) in longitudinal direction;

- A stabilizer (1), for the entire reconciliation of the group.

The elasticity of the system under transverse loads makes an easy self-steering possible withstabilizing effect.

1. Stabilizer

2. Upper unreactive

3. Lower Schwingarm

4. Semi-trailing arm

5. Linkage

7

MECHANICAL GROUPS

Also at the rear suspension feathers/springs and shock absorbers have specific measuring andthe shock absorbers to have an internal feather/spring, like the front.

The applied solutions make as a further improving, and an optimal power transmission at therear axle in the course for the steering control possible as also in the thrust.

Hanging up with controlled absorption

The electronic Kontroilsystem SCS varied in the measuring of the shock absorbers and is thesame system, which already worked with the other versions 164. The interference logic wasadapted to the new drive system.

Brakes

The brake assembly was again developed accordingly for this vehicle and equipped with aspecific power steering and ventilated brake disks.

Due to the high demanded achievements the brake pliers were again developed, in order tothus achieve a higher efficiency.

MECHANICAL GROUPS %

Power steering

The plant of the power steering was adapted to the specific characteristics of this vehicle. Thehydraulic guidance pump - propelled by the Poly V belt of the crankshaft - consists of twoseparated pumps - power steering and Viscomatic -. Both pumps are attached at the same supplycycle. The steering housing is specific, since in this the guidance sensor is, which belongs tothe VISCOMATIC system.

1. Hydraulic guidance pump

2. Header tank

3. Zulaufleitungen

4. Steering housing

5. Return pipes

6. Inlet and return pipes VISCOMATIC plant

1B£1 El_________________________________MECHANISCHEGROUPS

Wheels and vehicle drive

With vehicles with all-wheel drive, the automatic work on the wheels and the vehicle towing areproblematic, since the two axles must be separated before.

With is the VISCOMATIC system with an appropriate mechanicalSystem equipped that complete switching off makes possible for the VISCOMATIC clutch.According to turning the engine (ignition off out) after approximately 4 min. the connection to therear axle is separated automatically.

Only after this time interval is:

- balancing the individual wheels at the vehicle

- towing the vehicle possible.

10

VISCOMATIC

Drive system VISCOMATIC clutch

To Alfa Romeo became between the two axles a Drehmomentverteiler also

electronic control of type VISCOMATIC® assigned, as well as a rear differential type Torsen(basic relationship 4: 1).

With ideal adhesion conditions of the four wheels the drive is made by the front wheels. Whenrevving the wheels up at the front axle, the VISCOMATIC plant distributes the drive torque to therear axle.

The Kontrollogik takes over the optimal distribution of the torque, that to the rear axle dependingupon driving condition is transferred (drive torque, vehicle speed, guidance angle and the slip

upon driving condition is transferred (drive torque, vehicle speed, guidance angle and the slipbetween in front and in the back).

1. Electronic steering box control of 9

VISCOMATIC system // ^*W 1Q

Rear gate EN differential

Flange for left half wave

Planetary gear

Group of disk clutchVISCOMATIC

Hydraulic piston for controlclutch

Towing protection

Flange for drive shaft

2.

3rd

4.

5th

6.

7th

8.

Signals of the steering box Motronic '“^0

Signals of the steering box ABS “'i/M~reLC

Signal position of the hydraulic piston

Control signal for hydraulic control block

Supply of the hydraulic piston

Hydraulic control block with memory

11.

12.

13.

14.

15.Supply hydraulic control block (ofthe hydraulic guidance pump) 11

OVER EU_____________________________________________VISCOMATIC

VISCOMATIC®

The VISCOMATIC® consists of a planetary gear and a viscose rayon clutch with hydrauliccontrol. In addition an appropriate mechanical device makes a switching off for the powertransmission possible, which while towing the vehicle on only one axle becomes necessary. - _

1. Towing protection

2. Planetray gear

3. Sun wheel

4. Internal gear

5. Interior disk

6. External disk

7. Piston with hydraulic control

VISCOMATIC

ENTRANCE

Mixture silicone oil/air

without pressure

transferred torquedown

under pressure

transferredtorque highly

EXIT

The torque becomes from the planet pinion cage (1) transferred to the internal gear (2).

The translation from the planet pinion cage to the internal gear is possible, if the sun wheel f3) -

The translation from the planet pinion cage to the internal gear is possible, if the sun wheel f3) -connected with the clutch and the brake function - also partly blockieittst. The more largely theblocking, the more largely is the transferred torque.

The viscose rayon clutch (A) consists of lamellas and a mixture of silicone oil and air.

The transmission of the movement in the viscose rayon clutch is reduced by the inconsistencyof the oil, since the oil with air vesicles enriched itself. By the piston (4) the oil air mixture risingprinting values is suspended, thus reduce the air vesicles, which approach lamellas and it willthus a higher torque transferred.

With the loosening of the clutch by the piston (4) the lamellas are pressed apart with thepressure of warmed up air and the torque which can be transferred reduce.

Each position of the piston, steered of an electrical valve and the respective pressure in thehydraulic system steers thus the torque which can be transferred.

13

VISCOMATIC

Viscose rayon clutch

The characteristic of the clutch (transferred torque M/speed difference on) can vary inside acertain range (see illustration), that by the condition of the maximum transmission is limited(HARD) and from that the minimum transmission (SOFT). The system places the clutch into acertain point of function in the work area and thus arises the transmission of the necessarytorque on the rear axle.

Piston position max.

OnPiston in resting position

HARD

14

VISCOMATIC

Elimination rear axle

An appropriate mechanical system (towing protection) makes the complete Auschalten and thus theseparation of the rear axle for the viscose rayon clutch possible.

That is very important while towing the vehicle on only one axle, since towing with attached axleswould damage the VISCOMATIC clutch.

This concerns a mechanical device with hydraulic regulation: The clutch {switch shaft and shiftcollar) is separated, if the pressure of the tax hydraulic system of the VISCOMATIC sinks under acertain level: The interference value varies depending upon internal friction, temperature etc.:Indikativer value approx. 20 bar.

Switched on clutch switched off clutch

The pressure (p) exceeds Kraft that the applied pressure (p) over cryFeather/spring (m) and makes a scarf tet Kraft for the feather/spring possible (m) not and thoseten the clutch (G). Clutch (G) is not switched on.

REMARK: When switching the ignition off the hydraulic system needs a certain time (0.5 to 4minutes), in order to arrive under 20 bar.

Therefore some minutes wait, before the vehicle is towed.

VISCOMATIC

Hinwels

The transmission system plans the use of 4 different liquids, as represented on the followingpattern:

16

VISCOMATIC

Hydraulic control circuit

Hydraulic control circuit

A hydraulic system with high pressure supplies an accumulator, which leads the necessary liquidquantity with a sufficient pressure to the hydraulic system. The supply circle is integrated, and bymeans of a pump by the crankshaft is propelled with that the power steering. This concerns adouble pump with 2 different pressure levels for the two circles:1. max. 100 bar vane-type pump for the hydraulic guidance circle and2. max. 200 bar - piston pump for the VISCOMATIC circle.

1. Ausgleichsbehäiter

2. Double pump

3. Housing power steering

4. Accumulator with hydraulic control block VISCOMATIC

5. Clutch VISCOMATIC

17

Hydraulicpattern

A =

hydraulic

control

block B =

VISCOMATIC

clutch

(*) von/zuhydraulicguidancecircle

1.

2.

Engine supply

pump

9.

10.

Relief valve ~G-££*~~t ** ■ " return

non-return valve

3. Header tank with Filterelement 11. Pressure filter cartridge

4. Sensor oil level 12. Return non-return valve

5.

6.

7th

8.

Electronic steering boxVISCOMATIC

Accumulator

Pressure sensor proportional

valve flow control

13.

14.

15.

16.

17.

Memory load valve

Piston attitude VISCOMATIC

Automatic bleed valve

Towing protection

Auxiliary filter

18

B^tl ^T^c•5

u~ 7h At& -2 7 ** Uf^Ur

VISCOMATIC

Description of function

The supply pump (2), propelled by the Poly V belt of the engine (1), the liquid leads to the hydraulicguidance plant and to the hydraulic control block of the VISCOMATIC (A). The header tank (3) withFilterelement in the oil return the reconciliation of the quantity varying of the oil, which arises duringthe enterprise, guarantees due to the work quantity (of memory) and the thermal extension:Altogether approx. 400 cm3. The sensor (4) the electronic steering box informs VISCOMATIC (5) incase of of low oil level. The electrical valve at the accumulator (13) becomes from the steering box(5) activated and loads the memory (6) up, whereby a pressure between 82 and 95 bar of a sensor(7) is held. The memory (6) - capacity 0.5 dm3 - the necessary energy for the enterprise of theVISCOMATIC guarantees inside the system; on the supply line a pressure filter (11) is - filterachievement 20 u.m - that the whole group before foreign particles protects, which could damagethe valves, as well as a return non-return valve (12) that to the pump prevents the return flow of theoil; a further auxiliary filter (17) protects the memory load valve (13). The valve (9) the systemprotects against positive pressure and opens the circle at 110 bar. The return non-return valve (10)return flow prevents into the VISCOMATIC group by the hydraulic guidance circle.

The proportional valve for adjustment (8) steer the VISCOMATIC clutch (B) and regulate the oil flowin the chamber (I) of the piston (14); the oil pressure in the chamber (II) constantly by the memoryone maintains: therefore becomes on varying the quantity led into the chamber (I) shifting thepiston and thus varying the stiffness of the clutch reached. The function of the valve follows inthe detail:

A. Valve with a certain electric current supplies:Liquid quantity to the chamber (I) of the piston

b: closed valve

C: Discharge the chamber (I) from the piston to thecontainer - with started engine -

D: Discharge the chamber (I) of the piston - withturned off engine: It becomes a further river theoil reservoir in the memory (6) and in thechamber (II) reached, so that the whole plantis emptied.

The pressure in the chamber (II) switching on of the clutch (towing protection on 16 controls): If thepressure sinks, scolded the clutch mechanically the whole group of clutch rear differential out.

The valve (15) - calibrated on 102 bar - for the automatic exhaust of the plant one uses (forfurther details see „exhaust of the circle ").

; &g&, &*rw^

VISCOMATIC

Supply pump

1. Pump(A)

Vane-type pump (fromaluminum)

Number of revolutions 5001/min max. 7500 1/min

Quantity of 7 4 - 9 + 0.8 l/min.

max. pressure 100 bar

2. Pump

(B)

Piston pump (from casting)

1,4- r̂r l/min. mixes 2000

1/min at number of

revolutionsmax. pressure 200 bar

Hydraul iköl: TUTELA Gl/R

Hydraulic control block

In a building group all valves and components of the hydraulic system are accommodated for thecontrolling of the VISCOMATIC clutch.

1. Accumulator

2. Pressure sensor

3. Speicherladeyentil

4. Hydraulicsproportional valve

5. Pressure filter cartridge

6. Return non-return valve

7. Return non-return valve

8. Relief valve

9. Auxiliary filter

VISCOMATIC_________________________________________________IBÖ SSI

Exhaust of the hydraulic system VISCOMATIC

The exhaust of the circle is made by an appropriate valve inside the device, and is not thus notaccessible and not adjustable.

The exhaust is to be accomplished only with ALFA ROMEO the TESTER: This procedure plans thestart of the engine, whereby this is brought to 2000 revolutions; then sends a controlling of the testera constant river of 450 mA to the proportional valve and controls according to also the memory loadvalve, increases the pressure of the circle over the maximum operating values, whereby the bleedvalve is opened (on 102 bar calibrated) and lets to the container air collected in the plant to streamout. In the case of completion of this procedure it is possible to examine with the tester whether theplant without air is.

V1SC0MATIC

Electronic Kontrollanlage

The electronic steering box VISCOMATIC controls „the slip " between the foremost andrear axle and limits it at certain values, depending upon the different driving conditions.These conditions are inferred by several sensors or taken up by other plants (ABS orMotronic). The steering box steers therefore the valves, which regulate the function of theviscose rayon clutch. The operation diagramme points this out schematically:

SAFETY I RELAY

|

VISCOMATIC

The Kontrollogistik of the steering box, which steers the hydraulic system of the VISCOMATIC, plansthe availability of a series of data, which are inferred partly directly by sensors and are partlyagain-processed. In accordance with these parameters the steering box regulates the electricalvalve (20) with a variable river (from 400 to 2300 mA) proportional for the speed of the piston, theconnection of the clutch varied and thus the allocation of the transmission moment on the rearaxle.

PRESSURE

HYDRAULIC

SYSTEM

SIGNAL LAMP

DISTURBANCE

PLUNGERLIFT CLUTCH

ANSCHLUSSTECKER

ALFA ROMEO TESTERS

GUIDANCEANGLE

HYDRAULIC

PROPORTIONAL VALVE

STOOD HYDRAULICOIL

MEMORY LOAD

VALVESTEERING BOX

VISCOMATIC®^-■

WHEEL SPEED

BUTTERFLYVALVE ANGLE

ENGINE NUMBER OFREVOLUTIONS

MANIPULATION

BRAKE

SWITCH ONREVERSE GEAR

Sensors and Kontroilogistik

axle.

The directly inferred data are the following:

- The number of revolutions of the four wheels. The four data become from the abs system (1) taken over.

- The Drehzahi of the engine by the steering box Motronic (7).

- The opening angle of the butterfly valve (in the percentage), by the steering box Motronic(5).

- The guidance angle (6), given by a specific sensor in the steering element housing.

- The position of the piston (2), whose stroke from 0 to 5 mm can vary; the position of maximumresetting is recognized, if the river of the electrical valve (20) is with 900 mA.

- The pressure of the hydraulic system of the memory, measured of the sensor (8); thispressure is held between 82 and 95 bar by a memory load valve (22).

- A signal during operation of the brake (3).

- A signal when switching on of the reverse gear (4) on.

- Sensor oil level (9).

1B^1 SO” _________________________________________________VISCOMATIC

The system is with a control light (21) and with the possibility for the diagnosis with the AlfaRomeo tester (10) equipped.

REMARK: The function of the steering box is dependently on the voltage level of the battery,under 9 V scolded themselves it not.

There are parameters, which are not inferred directly by the sensors, but by the steering box inaccordance with special logics to be calculated, which are described as follows:

24

VISCOMATIC 1

Function logic of the system

The most important logics are described here, which are regulated by the software of the steeringbox, in order to regulate the allocation of the torque by the clutch.

Drive torque

The drive torque at the wheels is calculated by the product of the torque, which is delivered by theengine for the entire drive. It is indicated as percentage of its maximum value. The torque deliveredby the engine is inferred from the curves of the load diagram, which is stored in the steering box.Each value of the number of revolutions and percentage of the butterfly valve opening, correspondto a value of the torque, which is delivered by the engine.

The total drive is calculated against it by the relationship between engine number ofrevolutions and number of revolutions of the front axle.

DRIVE TORQUE (%)

0 1000 2000 3000 4000

5000 6000 7000

ENGINE SPEED (1/min)

VISCOMATIC

Slip between foremost and rear axle

By slip one understands the proportional difference of the speed of the front axle opposite therear axle.

Front axle - rear axle x 100Slip = speed difference -------------------------------------------------

Rear axle

In order to be able to have the value of the slip due to revving the tires up, one must take thekinetic slip.

This kinematic slip is the result of the over each other setting of the two conditions:

First is due to the variability between the turning extent of the tires due to for example wrongprinting values, or different wear condition, unequal tire load, presence of the spare wheel etc.

The second condition, which determines the kinematic slip, is the different rotating speed of theaxles, which arises in the curve. The C.I.R. (center of the momentary turn) shifts depending uponguidance angle, in addition, depending upon deviation of the tires.

Deviation of a Rads with tires under a lateral load.

This angle results from different variables, how: Kind of tire, pressure of the tire, trapcoefficient.

In addition it is directly proportional to the centrifugal energy (square of the radius speed,guidance radius and measures of the vehicle) and the torque used at the wheel; it is oppositeproportional against it to the vertical load on the wheel.

The steering box regards only the kinematic effects and thus only the speedparameters and guidance angles.

26

VISCOMATIC

- With standard speed the speed increase increases the deviation forward. That calls (seeillustration) a shifting „of the center of the turn " (+) forwards, with from-followingreduction of the kinematic slip.

DRIVING DIRECTION

On the other hand the situation turned around when backing up: Shifting „the center of the turn "(+) causes an increase of the kinematic slip.

DRIVING DIRECTION

27

VISCOMATIC

There are tables over the normal trip and over the reverse movement. The kinematic slip isreduced as described with increase of the deviation (standard speed) and with reversemovement the slip increases.

The evaluation of the kinematic slip due to the curve movement is read from the system, andcompared with the stored tables in the program of the steering box - in that the important dataare contained -.

Positioning the piston

In order to guarantee that the distribution of the course torque on the two axles is made inshortest time it is before-shifted, the regulation, as the piston is positioned depending uponcourse torque. From this position one proceeds, in order to make the definite attitudeconcerning the slip, if this arises.

STROKE PISTON

(%) 100}

* - TRACTION POWER

In order to guarantee a good function of the system, for example when fast starting, with whichthe taken values of the important parameters close the piston during pre-setting, other signalsare not considered, which would cause mismatching partial openings of the piston. If thesystem would consider for example small guidance angles at low speeds, the piston is opened,whereby thereby disturbing conditions would arise when driving.

28

VISCOMATIC

Attitude of the course slip

With special circumstances the system does not intervene also at important slip values.

For example a high slip value is certified at low speeds. One avoids in such a way that the attitudeof small measuring errors of the speed and irregularity of the road surfacing, although small, isaffected, which would be important however in this case.

For the same reason the certified slip value increases, if the course torque is limited.

CERTIFIED SLIP

CERTIFIED SLIP

VEHICLE SPEED

COURSE TORQUE

29

16 VISCOMATIC

Attitude of the transverse slip of the rear axle

The closing differential (Torsen 4: 1) in the rear axle causes that in the curve the internal rearwheel is loaded with a quadruple higher torque. This wheel tends to revving up, since in the curvealso the vertical load sinks. In this condition the slip between the two axles to inappropriate wayand the piston reduce tended to open and lead to an allocation of the torque between the twoaxles with increase of the average speed of the rear wheels, which brings driving difficulties withitself. In this case a function intervenes, which adds itself to the difference between the real slipand the certified and is lost due to revving the internal rear wheel up. Therefore the pistonremains closed due to the signal by this wheel, whereby the movability of the vehicle is improved.

Attitude of the sliding operating slip

With sliding enterprise the exhaust brake works the vertical load on the rear axle, which can revup therefore easily particularly on the front axle, on the other side sinks in this condition.

REMARK: If the speed of the rear axle more highly than those the foremost

axle is, takes the slip negative values.

The certified negative slip at low speeds is therefore for the same reasons higher, from those, asseen, at low speeds the course slip is high. At medium speeds the value of the certified slip islimited, since a good torque value reduces the Untersteuern (with bad adhesion), which arises inthe curve particularly on the front axle on the rear axle.

At high speeds the threshold increases strongly, in order to let the exhaust brake affect onlythe front axle and to thus guarantee a good driving stability.

* - VEHICLE SPEED

CERTIFIED SLIP (NEGATIVE)

30

VISCOMATIC 1

Attitude when braking

The system refers to the rear axle. When braking the real speed of the rear axle is not considered,if this by a delay over 0,24 g is determined. At higher delay values the datum speed sinks not inaccordance with the real process separates gradually.

The VISCOMATIC normally intervenes, until the difference between the effective speed and thedelimitation speed does not exceed a certain threshold value (also function of the guidance angle:This threshold is limited with low guidance angles). Above this threshold the VISCOMATIC doesnot intervene during braking, except with exceptions, whereby malfunctions with the abs plant areavoided (for further details see „brake system ABS 4WD ").

CD

r \ 3

■ " ■

VISCOMATIC

Description of function

The system of the VISCOMATIC is administered by the controller N 75.

The permanent voltage supply of the controller is made via the battery, by the protection F1 (7.5A) - additional fuse housing G 2 -, on the controller pin 1.

Against the pins rests 20 and 25 of the controller measure. The information „ignition "comes over the protection F 4 (3 A) - G 2 - on the controller pin 14.

The main supply for the controller is made over the change relay 1104.

Relay function:

no Fehler>

with Fehler> the

sensors:

Oil pressure sensor L 56

A =measuresof B = 5 VC = signal voltage

Pin 18 Stg

After the info. „ignition " over pin 14 at the controller, this accomplishes aEigendiagnose

Relay becomes over the Kl. and supplies now the controller excites 86with 12 V via Kl. 30 over Kl. 87, protection F 5 (10 A) - G 2 - at pin 13with battery voltage.

Indicator light becomes of relays Kl. 87a with tension supplies andshines.

Guidance protractor L 53

1 = 5 V2 = signal voltage - > pin 3 Stg3 = measures

Sensor plunger lift L 55

Pin 1 = 5 V - ►Pin 2 = signal voltage - *■ pin 16 StgPin 3 = measures

Sensor oil level L 54 schlioßt with small oil level and informs with a measuresignal the controller at pin 6th FF ** - * “** APPROX. H? tc *?

Switch reverse gear: H 2 informs the controller at pin 10 with 12 V thatthe reverse gear is inserted.

HM3Ü_________________________________________________VISCOMATIC

Except of the appropriate sensors, the steering box receives N75 information from the abs systemand Motronic system: The pins 7.8.9 and 21 of the N75 are connected with the steering box ABSN51, from which they receive proportional signals for the speed of the 4 wheels; at the pins 15 and12 comes against it from the steering box Motronic S11 the signals of the butterfly valve angle andthe engine number of revolutions.

The logic before shown processes the steering box the control signals of the actuators, which arecontrolled accordingly: From the pin 11 the signal “Duty Cicle” (variable, 250 cycles per second)comes, which the proportional valve inside the hydraulic control block M25 steers, of the pin 24comes a continuous signal 12 V to the controlling (ON OFF) of the memory load valve of thegroup of M25.

Pin 4 and 5 for the diagnostic possibility (plug T1) - line K and L - to the connection withAlfa Romeo the TESTER. Pin 19 12 a V-signal for the control light of on-board board C10 in caseof of stored disturbances.

34

VISCOMATIC

Brake pedal switch H 3

1 =12 volt2 = pedal pressed - *■ pin 23 Stg

“H| 4 = pedal not pressed - ► pin 22 Stg

Components of the system

Electronic steering box (N75)

It is under the middle console, in the shown position:

1. 12 V-supply battery 14.

2. Agreement at safety external switch (12 V) 15.

3. Signal guidance angle 16.

4. Diagnostics line “K” 17.

5. Diagnostics line “L” 18.

6. Signal oil level (5 V) 19.

7. Signal speed wheel in front rh (of ABS)

20.

8. Signal speed wheel rear. rh (of ABS) 21.

9. Signal speed wheel rear. left (ofABS)

22.

10. Signal switched on reverse gear

(12 V)23.

11. Control signal proportional valve (Duty Cicie) 24.

12. Signal Mptorendrehzahl (of Motronic)

13. 12 V-supply of safety external switch 2b.

12 V-supply (+15)

Signal butterfly valve angle (ofMotronic)

Signal plunger lift

Supply + 5 V for the sensors

Signal pressure hydraulic system

Signal for signal lamp on-boardboard (12 V)

Measures of achievement circles

Signal speed wheel in front left (ofABS)

Signal released brake pedal(12 V)

Signal pressed brake pedal (12V)

Signal control memory load valve(12V)

Measures of system circles

VISC0MAT1C

Safety external switch (1104)

The steering box controls and regulates the supply of the achievement circles by an appropriateexternal switch, which interrupts the supply at the actuators and thus the system switches off, ifit comes to disturbances.

The external switch is on the right side behind the combination instrument.

PIN-OUT steering box:

1104 safety external switches for steering boxes VISCOMATIC

VISCOMATIC .1

Stop light switch (H3)

The same switch as for is the circle of the stop lights, 2 signals by the controller is processed:approved and pressed brake pedal.

Reverse gear switch (H2)

The same switch as for is the circle of the backup lights, from which from the signal of theswitched on reverse gear proceeds.

Sensor oil level (L54)

It is on the expansion tank for the hydraulic guidance plant and VISCOMATIC (for further detailssee “power steering”).

1. Sensor

2. Float

This concerns a switch (N.C), which is connected with a float, that opens it, if the level of liquidthe “MIN” - value reaches.

1. VISCOMATIC

Sensor plunger lift (L55)

The sensor is in the VISCOMATIC group and is bound with a linkage at the pistons. This concernspotentiometer, that the steering box a signal proportionally to the position of the piston sends (supplyvoltage 5V, Rmax 2 kΩ).

1. Sensor plunger lift

2. Group VISCOMATIC

The measuring of this sensor takes place automatically: Each time, if the attitude valve at minimumvalue (< 900 mA) stays a certain time long, this reference value is taken as 0-Weg, while the finalstroke of the piston is accepted as maximum way (5 mm).

VISCOMATIC

Measuring of the sensor

- The vehicle with wheels on straightforward and steering wheel position -

to GUIDANCES FOR the REPAIR see microfiche

- The sensor into the steering housing do not build, which plugs attach.

- Attach ALFA ROMEO the TESTER to the steering box VISCOMATIC.

- The key to trip set and with the tester examine that the tension of the output signal of the sensoris with approx. 2,5 V: If the tension should be approx. 0 V, that

Element of the sensor around 180° turn.

Sensor guidance angle (L53)

This concerns potentiometers, which is accommodated in the steering housing. It sends aproportional signal to the steering box to the guidance angle (sign „+ " steering angle right, signs „-“steering angle left).

- Supply voltage = 5 V- Rmax = 1 kß- Range guidance angle = 330° (+ 3%)

1. Steering housing

2. Sensor

It fastens the sensor on the steering housing, makes certain that the steering element standsin the position guidance center and is the tension signal with 2.5 ± 0,04 V.

- The correct function examined, as the steering wheel is turned and at the right attack is kept twoseconds long, then likewise at the left attack and with the tester to examine that no error isindicated. 39

VISCOMATIC

Electrical valve hydraulic control block (M25)

In the hydraulic control block (see hydraulic control circuit) are two electrical valves, which aresteered by the electronic steering box.

1. Hydraulic proportional valve

2. Memory load valve

3. Memory

Memory load valve

This concerns a valve ON/COFF that supplies the memory and holds the pressure between 82and 95 bar, during the normal enterprise of the vehicle.

NOTE: The valve is only also activated at engine number of revolutions over 400 rpmand at speeds over approx. 4 km/h.

40

VISCOMATIC.

Proportional valve river attitude

This concerns a servo valve that a liquid quantity proportional to the excitation stream lets flowthrough. In this way the Kolbenkammer with the transfer of the piston is varied. The signal thatthe steering box sends to this electrical valve is a variable “Duty Cicle” (12 V, max. 2.3 A) -see illustration.

REMARK: With a direct supply (12 V) the valve was damaged, therefore the systeminterrupts the supply, if this tension continues continuously longer than100 ms.

Characteristic curve of the valve

With a certain river at the electrical valve one achieves a certain liquid quantity, which the pistonsfrom a position to the other one transferred and so the translation about a certain representationwith one „talk " slip to another with one „desired " slip brings, which was calculated by thesteering box.

Excitation stream (mA)

1 VISCOMATIC

Diagnostics of the system

A complex self diagnostic logic controls the complete system in each moment:

- Supplies of the circles of the system and the achievement circles

- Examination of the internal memory (only with the initial test).

- Examination of the detailed signals (range of the certified values, stages of varying and

plausibility) analogisch, as digital.

- Examination of the control signals of the actuators.

If an error or a disturbance is present, this information - by an appropriate “error code” - istransmitted to the error memory (RAM) of the steering box; at the same time the disturbance signallamp on on-board board lights up and the fail-safe program is activated.

More than 70 different error codes can be inferred!

The disturbance signal lamp on on-board board shines for 1 -2 seconds when starting during theinitial at the beginning of the system on {storages and internal components).

If no errors arise, expire them, if the controller infers against it errors, remains the signallamp on.

The fail-safe program depends on the taken error: If an error arises with a sensor, which does not affectthe whole system completely, the signal value is corrected this sensor with a reference value(„Recovery ").

If against it an important disturbance of the system is inferred, like for example at the hydraulicsystem, the system becomes cut out. If the errors in addition the achievement circle concernscolded the steering box with the safety external switch the system out.

All stored Fehler-die „current " as well as „the previous " can only with the AlfaRomeo tester to be read and deleted.

In order to delete and the fail-safe program switch the signal lamp off, it is sufficient to switch thesteering box off (keys on STOP). If during restarting the errors is no longer present, the signal lampdoes not light up any longer and the fail-safe program is not activated. The before taken up errorremains nevertheless stored.

For each error code a speedometer is intended: With the occurrence of an error this counter isplaced to its maximum value (255): With each restart the counter is lowered around 1, if the error isno longer present; In this way an error is cleared after 255 restarts, if it arose coincidentally anddoes not occur any longer, from the memory.

Likewise the delete operation brings all counters to Rome EO testers with the ALFA zero,

1 ABS

General description „ABS "

The 164 4x4 is equipped with the electronic anti-skid system (ABS). This concerns aspecific version for this vehicle with all-wheel drive. VERSION with 6 sensors and 4channels.

Speed sensors

The four sensors, which are assigned at the four wheels, indicate the respective wheelspeeds to the electronic steering box - they were again designed.

Sensors of the crosswise and longitudinal acceleration

These two sensors were added, in order to infer additional parameters, which are needed by the

specific Kontrollogik the braking. This concerns electromechanical devices, which are led duringaccelerations (+) to react and their value to the electronic steering box.

REMARK: In the previous versions these sensors were simple on off switches. In this case itbargains for around hall effect sensors,proportional signal to the taken speed pass on: Makes possible for theoperating logic to activate different behaviors depending upon accelerationborders, while before only one interference threshold could be considered.

Clutch switch

Makes possible the information to the steering box over the interrupted force river betweenengine and transmission, in order to be able to correct according to the braking in this condition.

Function high-speed no-load operation (LDA)

ABS is in connection with the MOTRON IC system. When strong decelerations the vehicle andon the basis of high engine speeds, due to the drive system the engine would tend when brakingto turning off. The steering box ABS informs the steering box in this case MOTRONIC. In additionthe engine brake effect became effective also at the rear wheels, which would brake more thannecessarily. For the avoidance of the over braking of the rear wheels, the logic of the systemseizes „opening of the no-load operation automatic controller ".

Signals for the VISCOMATIC system

The steering box ABS sends the 4 Geschwindigkeitssignale of the wheels to theVISCÖMAT system, which uses these information, in order the drive logic to define (seesystem VISCOMATIC).

ABS 1J

Interference logic for the version 4 x 4

With the special version „" the ABS all conventional interference logics receives 4 x 4 fromthe brake system, in order to prevent the blocking of the wheels.

The presence of two additional sensors (the two accelerometers) has the development of otherspecific logics for 4 x 4-Fahrzeuge “ÜÜrffl (§3* in particular made possible.

1. Different adhesion of the wheels

In case of of different detention condition between the right and left side of the vehicle (e.g. layerof ice…), a different reaction at the ground at both sides arises: From it results one M-moment,which is called „craving " and which brings vehicle to the rotation around the point „M ".

With vehicles with only two drive wheels this disturbance can be reduced easily by theconventional abs system, the brake pressure accordingly modulated and in particular at thedemanded drive wheel reduced, as well as owing to the function „SELECT low " (clockedcontrols at the rear wheels). A drastic reduction of the yaw moment makes M. possible.

'* €Zp&>®*me*'%

With vehicles with four drive wheels craving is strengthened by the larger reaction of the tworesponsible wheels, caused in the special by the viscous drive of the rear wheels: From this anincrease of the yaw moment M takes place in relation to the versions with front wheel drive.

The specific logic of the ABS intervenes thus, as the increase of the pressure on the wheels isaffected with higher adhesion, and so the yaw moment value M is strongly reduced. Thus drivingsafety of the vehicle is improved, in the case of the different adhesion between the two sides ofthe vehicle.

2. Curves with high speed (also with good adhesion)

The Kontrollogik of transverse acceleration intervenes, if the sensors infer different speed betweenthe wheels of the two sides, however impossible in case of a curve with high speed. The vehiclewould override, since the ABS would lower the pressure in the two outer wheels too strongly. Thereduction of the yaw moment M would let the over-regulation effect M become stronger, also witheasy brakings.

46

ABS----------------------------------------------------------------------------------\ imm &u

The sensor of transverse acceleration indicates the actual situation to the steering box, whichleads a certain brake pressure, above all to the rear. In addition the abs function is ahead-sent „",which intervenes and in advance „releases the brake pressure ".

3. Bad adhesion with acceleration (or in the sliding enterprise)

For example when driving a curve out with bad adhesion all four wheels have a certain slip. Thedatum speed value, which is normally calculated, is very inaccurate and causes for one „releaseeffect " of the brake printing with from-following adhesion problem. This value is thus corrected, asacceleration or slowing down of the sensor longitudinal acceleration is measured. One reachesso a braking with limited slip.

4. Snaps minimum number of revolutions (high-speed no-load operation)

With vehicles with four drive wheels, a delay of the rear wheels when braking or when simpleslowing down due to the engine brake, which brake from-following more than necessarily „",increases. This situation is strengthened only partially by the VISCOMATIC clutch. The clutchremains closed in some cases „" and leads a certain torque to the rear range (for further detailssee „VISCOMATIC "). With bad adhesion, this problem solves the function „high-speed no-loadoperation ", which eliminates the effect of the engine brake at the wheels. The sensor of thelongitudinal acceleration infers the range of the slowing down and with bad adhesion (it intervenesthe ABS), sends it a signal, „from LDA ", to the steering box of the Motronic that the number ofrevolutions amends or lets the engine „more softly " to the idling speed come.

REMARK this function however interrupted:

- pressed clutch pedal (situation by the appropriate switch on the clutch pedalone takes).

- Speed of the vehicle too small

- Engine speed already with minimum value (no-load operation)

47

Localization components of the system

1. Inductive sensors vehicle speed 4.

2. Clay/tone wheels 5.

3. Hydraulic group with abs tax

housing 6.

Control light

Sensors along andtransverseacceleration

Switch clutch pedal

48

ABS

Hydraulic's group with steering box ABS

This concerns the same building group („hybrid "), which was already installed in 164 thesuper. In a block the electronic steering box with hydraulic's group and 4 electrical controlvalves for the individual wheels.

PIN-OUT steering box; Plug „A " (G273)

1

2

3

Signal lamp disturbanceSwitch brake pedal sensor

longitudinal acceleration

4. -

5. Switch clutch pedal

6. Signal rear wheel left for VISCOMATIC

7. Signal front wheel left for VISCOMATIC

8. Signal front wheel left (measures)

9. Signal rear wheel left.

10. Signal front wheel rh (measures)

11. Supply for sensors acceleration

12. Signal front wheel rh.

13. Measures for sensors acceleration

14. Sensor transverse acceleration

15. Diagnostics line K

16. Diagnostics line

L 17. --

18. Signal front wheel rh for VISCOMATIC

19. Signal rear wheel rh for VISCOMATIC

20. Signal front wheel left.

21. Signal rear wheel left (measures)

22. Signal rear wheel rh (measures)

23. Signal rear wheel rh

24. “

25. Signal LDA to the Motronic

PIN-OUT hydraulic's group: Plug „B " (G272)

1. Supply (with 10 A-protection) Kl. 15

2. Direct supply of battery

3. Measures

4. Signal lamp disturbance

Ground connection „C " (G275)49

ABS

Sensors speed

The four sensors are on the hubs of the four wheels in the range of the clay/tone wheels -44 teeth -. The sensors were again designed.

Air gap value between wheel and sensor:

Air gap for front wheels

air gap for rear wheels

T = 0.55 - p 1.2

mm T = 0.6

f1,3mm

Clutch switch

This concerns a double N.C. - Switch (closed), which opens, if the clutch pedal is pressed.

Parallel to the contact a resistance (R = 4.22 kß) is, which serves for the examination of theelectric circuit.

Electrical pattern

pin 1 not attached

pin 2 not attached

pin 3 measures

pin 4 signal under tension to the steering box

closed contact < 1.25 V

opened contact > 1.25 V< 3.00 V

separated switch > 3.00 V

< 4.50 V

50

ABS____________________________. ----------------------wmrn m^

Sensors acceleration (crosswise and lengthwise)

This concerns electromechanical devices with the principle of the measures/feather/spring: Anacceleration moves the measures, which act against the feather/spring, whose movement isinferred by a magnet and by an element with hall effect is processed, which emits a tension signalcorresponding for taken acceleration. The two, sensors are under the center console, in theproximity of the Barizentrums of the vehicle.

TENSION [V]Electrical pattern

ACCELERATION [g]

pin 1 measure

to pin 2 output signal (under tension), see diagram

pin 3 supply (5 V)

REMARK: The two sensors are calibrated in the structure equal as well as on the same values:The steering box processes the input values differently, which arrive at thetwo pins.

TO THE AVOIDANCE OF THE MISTAKE, CREDIT THE TWO SENSORS ON THE HOUSINGDIFFERENT COLOR MARKINGS

1. TRANSVERSE SENSOR OF WHITE HOUSING

2. LONGITUDINAL SENSOR BLACK HOUSING

In addition the transverse sensor has an arrow, which shows in driving direction of the vehicle.

DRIVING

+0,8

DIRECTION

A. Measures

b. Feather/spring

NOTE: The sensors contain a magnetic element. Therefore special caution, if in the

proximity with iron-magnetic material one works.

51

i

Description of function

The system is administered and steered by an electronic steering box, which is positioned insidethe hydraulic's group of N51.

The activation in the circle of the brake assembly is realized by the hydraulic's group of N51, whichcontrol the pressure of the brake fluid after controlling of the electronic steering box; it contains theelectrical pump as well as the four electrical valves, one of the brake fluid with the respectiveexternal switch for each wheel (so-called „4 channel 'version) with respective external switch.

The supply of the system is made directly from the battery and by ignition via the protection ofthe specific protection G125 (10A).

The four sensors on the wheels L28, L29, L30 and L31, are connected with the steering boxand send a signal proportionally to the speed.

The two acceleration sensors N62 and N63, supplied at the pin 3 with 5 V and measures of thepin a 1, supply a proportional signal for taken acceleration, which is handed over to thesteering box to the pin with 2.

By the signal of the switch the information about an arising braking is given to the brake H3,which steers the stop lights.

The clutch switch H21 is directly connected with the steering box and sends a tension signal, whichinforms engine and transmission about the separation. The steering box is connected (pin 25) withthe Motronicsteuergerät S11, to which the demand is given to the accelerated minimum numberof revolutions (LDA).

LDA = idling speed rise = high-speed no-load operation.

In addition a connection with the controller N75 Viscomatic exists for the transmissionthe Geschwindigkeitssignale of the four wheels.

The internal self diagnostic system in the steering box announces disturbances or not correctfunction over pin 1 to the appropriate signal lamp of on-board board C10; the same signal isannounced also to errors in the hydraulic's group - pin 4 of the plug G272 -.

ABS_____________________________________________JIÖÖ m

Same diagnosis

The available version of the ABS excludes the normal brake system from the Selbstdiagnose, whichholds continuously all components and parameters of the system under control: in case of ofdisturbances or bad function scolded yourself the system automatically out and only the conventionalmechanical servo-supported system is active. This situation is indicated to the driver by anappropriate signal lamp of on-board board. The signal lamp „disturbance ABS " is activated withswitched on ignition - its expiring secures that the initial test test of the system was positive and ispresent no disturbances.

53

1B^L GH___________________________________________MOTRONIC M 3.7

Electronic engine management Motronic M 3.7

A new electronic engine management steers and supervises all parameters of the engine,optimizes achievement and consumption by fast responding in the different operating

5 6 7 8 9 10 11

conditions.

This concerns the version M 3,7 of the examined and reliable system BOSCHMOTRONIC.

54

Oil

1 MOTRONIC M 3.7

MOTRONIC M 3.7

The new Motronicsystem M 3,7 equipped with a controller of the newest technologicaldevelopment.

The electronic ignition with „static distribution " was changed, with one coil each for each sparkplug (MONO COIL); in addition the achievement modules are contained inside the steering box;this solution eliminates the external ignition circle, and increases thus the reliability and the securityof the ignition system.

With this version M 3,7 a phase injection (sequential) for each cylinder was realized. The injectionmoment is not alike to no more for all cylinders, for each cylinder takes place this at the optimalpoint of injection, which is calculated by the steering box, depending upon load, number ofrevolutions and engine temperature.

REMARK:The moment planned in the calculation is the injection, from which the duration of injection iscalculated. This is the thermodynamic point and its correct control makes possible a still moreexact optimization of the engine run. The system activates also a correction of the duration ofinjection.

1. Electrical injection nozzle \|/

2. Mono coil 2

r

MOTRONIC M 3.7

With new concept and Design „debit meter " (air mass measurer) is, with „warmed up layer ". Thisnew air mass measurer does not contain as with the previous version „with flap " the sensor of thesucked in air temperature; with this version this sensor is separately attached before the debitmeter.

The phase sensor was changed (sensor cam angle): It concerns no longer around a sensor withmagnetic induction, but a sensor with hall effect.

1. Sensor air temperature

2. debit meters - air mass measurers

1. Sensor camangle

The number of revolutions and reference mark sensor at the front wheel remain unchanged.

59

MOTRONIC M 3.7

The exhaust system consists of two separated systems (front and rear Zylinderreihe)with ever a catalyst and with ever an upstream Lambda probe (1 and 2).

Before the two separate main catalysts is in each case a Vorkatalysator (3).

The two same probes, send a signal to the steering box over the remainder oxygen quantityin the exhaust gas, everyone concerning the Zylinderreihe. The steering box changes themixing proportion for the appropriate Zylinderreihe.

This solution makes a refinement „for Lambda control possible ", which considers thedifferences between the different cylinders, with from-following improving of the exhaust gasesand a reduction of the fuel consumption.

1. Lambda probe front Zyiinderreihe (cylinder No. 4; 5; 6)

2. Lambda probe rear Zylinderreihe (cylinder No. 1; 2; 3)

3. Vorkatalysator

60

MOTRONIC M 3.7

Function „LDA " (idling speed rise)

In connection with the steering box ABS, activate the Motronic system the so-called LDA logic, i.e.the waste curve of the engine speed without load is made in the form of steps (accelerotor pedalfast approved with engine with high number of revolutions).

Speed „v "

A = brake

beginning t =

response time

* with LDA

** without

LDA

Time „t "

The information idling speed becomes also to the controller of the Viscomaticpassed on and evaluated.

Control empty run govern (signal PWM)

MOTRONIC M 3.7IB£JM

Operation diagramme injection and ignition system

SENSOR

MOTORENTEMR

SENSOR TEMRSUCKED IN AIR

AIR MASSMEASURER

FUEL PUMP

SENSORBUTTERFLYVALVE

MONO IGNITION COILS(6 X)

SENSOR

NUMBER OF REVOLUTIONS

AND 8EZUGSMARKEELECTRICAL INJECTIONNOZZLES (6 X)

MOTRONICSTEERING BOX

INJECTION

AND IGNITION

M3.7

: SENSOR CAMSHAFT

LAMSDA-SONDE1UND2

ACTUATOR ATTITUDE

CONSTANT ONE MINOESTDREHZAHL (NO-LOAD OPERATION)

KNOCKING SENSORS 1AND 2

ELECTRICALEVAPORATION VALVE (COAL ACTIVECONTAINER)

SPEEDOMETERSIGNAL

(OF ON-BOARDBOARD) ON-BOARD BOARD

(SIGNAL TACHOMETER)

STEERING BOX

ALARM

INSTALLATIONLOADER AIR CONDITIONING

SYSTEM/CCOMPRESSOR

STEERING BOXAIRCONDITIONING

STEERING BOX V1SCOMATIC

ABS STEERING BOX(LOA)

PLUG

ALFA ROMEOTESTER

1. Lambda probes

2. Tachometer

3. Speedometer

4. Air cleaner

5. Plug connection for ABS

6. Plug connection air conditioning system

7. Admission for diagnosis system(Alfa Romeo tester)

8. Igniting and injection steering box(Motronic)

9. Plug connection Viscomatic

10. Knock sensors

11. Temperature sensor coolant (NTC)

12. Sensor number of revolutions andreference mark13. Automatic controller fuel printing

14. Air mass measurer

15. Potentiometer butterfly valve

16. Temperature sensor sucked in air

17. Butterfly valve body

18. Actuator constant minimum number ofrevolutions (no-load operation)

19. Oil steaming racer

20. Pulsationsdämpfer

21. Cam shaft sensor

22. Spark plugs

23. Ignition coils

24. Electrical injection nozzles

25. Electrical evaporationvalve (coal activecontainer)

26. Fuel filter

27. Electrical fuel pump

28. Fuel tank

29. Relay group

63

MOTRONIC M 3.7

1. External switch gasoline pump 42. Exit signal

PIN-OUT STEERING BOX

Electronic steering box

2. Actuator minimum number of revolutions(opened)

Vehicle speed

3. Electrical injection nozzle, cylinder No. 1 43. Number of revolutions sensor

4. Electrical injection nozzle, cylinder No. 2 44. Sensor cam shaft

5. Electrical injection nozzle, cylinder No. 3 47. Exit signal engine number of revolutions

6. Measures of injection nozzles 48. Relay air-conditioning system

10. Measures of Lambda probe 2 50. Ignition cylinder No. 6

11. Measures of Lambda probe 1 51. Ignition cylinder No. 5

12. Signal Lambda probe 1 52. Ignition cylinder No. 4

13. Signal Lambda probe 2 54. Supply (by external switches

14. R measures measures for air masses Motronic)

16. Number of revolutions sensor 55. Measures for ignition

23. Ignition cylinder No. 3 56. Supply over ignition

24. Ignition cylinder No. 2 59. Exit supply 5 V

25. Ignition cylinder No. 1 64. Signal air-conditioning system

26. Supply (battery) 65. Signal air-conditioning system (compressor)

27. Agreement supply 66. Signal for alarm installation

(at external switch Motronic) 69. Knocking sensor 2

28. Electronic measures 70. Knocking sensor 1

(Screen sensors) 71. Measures for knocking sensors

29. Actuator minimum number of revolutions(closed)

72. Absolute dimensions for sensors

31. Electrical injection nozzle, cylinder No. 4 73. Signal butterfly valve angle

32. Electrical injection nozzle, cylinder No. 5 77. Sensor air temperature

33. Electrical injection nozzle, cylinder No. 6 78. Sensor water temperature

34. Measures 82. Signal LDA (of abs steering box)

36.

64

Electrical evaporation valve 87. Diagnostics, line L

MOTRON1CM3.7.

Components

The electronic steering box receives the signals from the sensors, which read, process the functionof the engine „" them after one inside „the briefcases " stored logic, which connect amongthemselves optimally the different parameters, and from-following the actuators activates, so thatthe engine always functions with maximum achievement and uniformity.

Here the new and/or different components are described in relation to the previous version M1,7

Air mass measurer (S5)

Operational principle air mass measurement

The heated surface is regulated on a constant temperature rise to sucked in air. The moving byintake air cools and changes thereby the resistance of the heated surface (PTC behavior). Thefilament current is thereby the measure for sucked in air mass.

1. Plug

2. Measuring channel

3. Sensor with warmed up

layer

A = air entrance

The measured river is proportional to sucked in air mass.

REMARK:The air mass measurer determines directly air mass (and not the quantity as with theprevious versions with amount of air measurer).

MOTRONIC M 3.7

Electrical

pin 1 - Measures pin 2 -

absolute dimensions pin

3 - supply 12 V pin 4-

Meß-Signal

A = air

R-S = sensor with warm layer

River, which flows by R-S

Quantity (kg/h) River (A)

0,640 £0.25

£0.80

12 3 4

RH = heating resistor affects thermally R-S

R-S = sensor resistance

G 1 = compensation resistance

Blank = air temperature feeler resistanceDATA CHARACTERISTICS SENSOR

m = quantity (kg/h)

U = tension between pin 4 and 2

U[v]

NOTE:

The correct enterprise of the air mass measurer depends on the condition of the aircleaner, which must be examined therefore regularly.

66

MOTRONIC M 3.7

Sensor cam shaft (S 52)

The phase sensor (sensor cam shaft) consists of a device with hall effect.

Electrical pattern

Pin 1 = supply pin 2 =

exit signal pin 3 =

measures

The tension signal (as) forms, if the pin goes past from the cam shaft at the sensor. r v

Air gap T = 0.1 - 1.5 mm

Lambda probe (S 35a and S 35b)

The two Lambda probes are from the same design, as they are used also with the previousversions.

Sensor air temperature (S 34)

The sensor for the sucked in air temperature is separate with this version from the air massmeasurer. This concerns a NTC sensor.

Electrical pattern

67

•m £Zfi&L>yfomw

A MOTRONIC M 3.7

Mono ignition coil (A8)

Each individual ignition coil on the cylinder heads, supplies directly a spark plug withoutintermediate cables. The electrical pattern of the ignition coil is shown in the illustration.

The other components of the system do not differ from the before used Motronic M 1.7.

MOTRONIC M 3.7.

Selbstdiagnose

The steering box is equipped with a self diagnostic system and examines continuously the signals ofthe different sensors and compares it with the permitted limit values: If these values are exceeded,the system recognizes a disturbance and exchanges the abnormal values with average valuesaccordingly, so that a trip up to the next base of the customer service net is ensured. This functionis called „Limp home ".

In addition the self diagnostic system makes a fast and effective putting possible of the disturbancesout under connection with Alfa Romeo the tester (see appropriate publications).

The system does not plan the examination by means of FLASHING CODES.

69

FUEL-SUPPLY ÜNG

Fuel system circle

For the H'Ssö SJwird a closed tank vent system with Kohieaktivbehälter used (fuel steamsarrive to the engine into the coal active container and over an electromagnetic valve aresupplied).

70

FUEL SYSTEM , 11

The tank was again designed due to the new rear axle and a larger capacity.

Due to the special form of the tank a special solution became concerning the arrangement ofthe pump and the fuel condition giver (3) developed. In the upper range of the tank is a giverwith float.

1. Tank

2. Giver Kraftstoffstand

3. Giver Kraftstoffstand

4. Fuel separator

5. Connecting piece with tilting protection valve and 3-Wege-Lüftungsventil

6. Pump with giver Kraftstoffstand

7. Filter

8. Coal active container

9. Solenoid valve (steered from the steering box Motronic)

When inserting the fuel condition giver (3 x) the installation direction must be considered„arrows ".

71

FUEL SYSTEM

The pump is in one of the two lower ranges and leads the fuel over the filter to theinjection nozzles. This concerns an electrical immersed pump, like with the previousversions. Together with the pump a further giver is present.

1. Pump

2. Giver

The moreover the return pipe of the engine is, in it is together with the third giver a devicein the lower range, which passes the fuel on to the pump.

This concerns a device, which uses the suction effect due to the speed of the fuel returnand so the necessary energy supplies, in order to promote the fuel from this part of the tankto the fuel pump.

1. Giver

2. Device fuel promotion

A: Return of the engine

B: to the pump C: of

the tank

B

FUEL SYSTEM

Electrical pattern

IO

I

j-9aj) Giver (under rear seat - left) Q-9tp

giver (under rear seat - right) CL9cT) giver

trunk

73

- M CZ&^iJwwne **'

1B^E_______________________________________________ ON-BOARD BOARD

On-board board

Control light VISCOMATIC®

In the number of the control lights is also the announcement „VISCOMATIC ".

16 15 14 13 12

The signal lamp shines when starting (approx. 2 seconds) and expires then; it remains illuminatingagainst it if disturbances in the steering box arise VISCOMATIC. For further details, see section„VISCOMATIC ".

74

ON-BOARD BOARD

Indicate fuel and signal lamp to reserve

Also the activation of the fuel condition indicator and the signal lamp reserve is activateddifferently than so far.

Only one signal comes from the 3 givers (Televel) in the tank; this concerns 3 potentiometers,which are one behind the other switched and so an entirely proportional signal stood accordingto the fuel in the tank devoted.

This signal is administered by an appropriate unit („interfaces absorption and reserve "), whichsends measures for the lighting of the signal lamp reserve, if the appropriate ohm value indicatesa very low being located in the tank; in addition it sends the signal concerning theKraftstoffstandes to the instrument.

This unit works with an internal delay of 15 seconds and „absorbs " so fast changes of the signals,which can occur in the curve or while driving downhill. For this reason the signal lamp notfalsely lights up.

Ohm value depending uponannouncements

Announcement onthat

Instrument

Q

0

1/2

4/4

285 - r 315

123 + 139

46 + 54

Signal lamp

Reserve*-230

approximately 9 liters

ON-BOARD BOARD

On-board board: Interior pattern

REMARK:

Here only the specific part for the version is indicated

Notes/notes

77

?

.

01.94/600/left


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