Fiat Stilo / Fiat Nuova Bravo - automatska (digitalna) klima

[Kuvalja 406]

Oglasi, otpadi...

Ako je isto kao na stilu onda kontaktiraj clana milan81, imas ga u clanskim pogodnostima, iz Nisa je covek ali sve zavrsis preko brze poste, skroz ok decko za saradnju.

Edited March 26, 2015 by Kuvalja

[ilija.radulovic.fiat 2]

e hvala ti sve si mi rekao.    jel moze neko da mi kaze gdje mogu nac dio ( plastike za motorcice ) 77364376 i ako moze neki br telefona il link.

Edited March 26, 2015 by ilija.radulovic.fiat

[Gillespie 0]

Kolege meni takodje sa vozačeve strane duva toplo a sa desne normalno hladi, znači otišao taj motorić verovatno, e sad mene zanima da li je taj motor na mom bravu isti kao na stilu?

[Tex 0]

Jedno iskustvo u vezi automatskog A/C-a u Stilu: hladjnje je bilo osetno slabije na suvozacevoj strani. Osim toga, najniza temperatura vazduha na izlasku iz otvora na sredini bila je oko 12C. Prema preporuci, otisao sam do Saleta u Bitoljskoj ulici (ili Trgovacka, sve jedno) i problem je bio resen za manje od pola sata. Odradjen je servis, dopunjen krug i sada sve radi ravnomerno, a temperatura vazduha na izlasku iz centralnog otvora koju sam izmerio je 8C.

[ivan.ik 625]

                              Stilo   Introduction – AIR CONDITIONING CASING AND COMPONENTS      

 

 

 

INTRODUCTION

 

The climate control system fitted on the vehicle is a system which allows the alteration of the ambient characteristics of the air introduced into the passenger compartment (temperature and humidity) making it possible to demist the glass surfaces and prevent the intake of pollutant substances in an attempt to make the environment in the passenger compartment healthier.

The air conditioning system is a feature which contributes greatly to improving the feeling of well being.

 

TYPE

 

This vehicle is fitted with a climate control system and a heater unit.

The split automatic climate control system controls the temperature on both the driver and passenger sides, heating or cooling the air introduced into the passenger compartment so that it reaches the desired level. The heater unit differs from the climate control through the absence of the refrigeration circuit and the lack of the partition dividing the mixture flaps.

The variation in the temperature and the humidity of the air in the passenger compartment is achieved by the following two systems:

• manually operated climate control system, which is fitted as standard on the vehicle. 

• automatically controlled temperature (twin zone) and ventilation climate control system, available as an option of vehicles with higher specification levels. 

The two systems described below, jointly as far as the systems which they share, such as for example the refrigerating cycle, are concerned and separately for all the different components, such as for example the systems for regulating and controlling the temperature of the air are concerned because in one the operating logic for the temperature (heating/mixing/cooling) in two distinctly different areas of the passenger compartment is far more sophisticated than in any manually operated system.

 

 

AUTOMATIC CLIMATE CONTROL SYSTEM CONTROL UNIT

 

 

The controls for the automatic climate control system are located on the electronic control unit user interface.

The system is managed by a control unit which is capable of controlling the temperature in two areas of the passenger compartment, heating or cooling the incoming air so that it reaches the desired temperature.

The diagram below shows the location of the passenger compartment air temperature sensor (1)

 

 

 

CONTROL UNIT PIN OUT

The diagram below shows the layout of the connectors.

 

 

 

 

CONTROL UNIT PIN OUT

 

CONNECTOR A

 

 

  

 

 

 

CONNECTOR B

 

 

  

 

CONNECTOR C

 

 

  

 

 

CONTROL PANEL

 

The control unit which manages the automatic climate control is capable of producing and maintaining the desired comfort in two areas of the passenger compartment by controlling the following parameters and functions:

• Air temperature at the driver/passenger vents; 

• Speed of the fan (varies continuously); 

• Air distribution; 

• Compressor engagement; 

• Recirculation; 

The climate control system is managed so that it regulates the 'equivalent temperature' i.e. the temperature correlated to the thermal sensation and defined by a series of parameters such as humidity, passenger compartment air flow rate, average temperature, etc.

Therefore the user sets an equivalent temperature and the system acts on all the variables under its control to ensure the desired thermal sensation; for this reason the temperature measured in degrees centigrade inside the passenger compartment may not coincide with the temperature shown on the display.

The dual-zone system regulates the following parameters automatically:

• temperature of the air at the driver and passenger vents 

• distribution of the air at the vents; 

• fan speed (flow rate); 

• enabling the compressor; 

• recirculation 

All these functions can be modified, manually as well, if the automatic system is excluded, because the manual selections take priority over automatic ones

SELF-LEARNING PROCEDURE

The AUTO and MONO buttons must be pressed simultaneously within 40 seconds of the ignition being turned to the ON position in order to active this procedure. A few seconds later a figure will appear on the display (in place of the driver's side set temperature) which will count down to indicate the time remaining before the start of the procedure. At the same time (i.e. whilst the count down is taking place) the previous self-learning status is signalled on the passenger temperature setting:

• '1' flashes if the previous self-learning procedure failed 

• '0' indicates that the previous self-learning procedure was successful 

This procedure is not carried out if at least one of the above mentioned buttons is released whilst the figure on the left hand side is not zero (this is designed to check the outcome of the previous self-learning procedure).

  Exiting the procedure zeroes the 40 second counting period from when the ignition is switched ON, to allow the procedure to be repeated without having to switch the ignition OFF.

  Each time a new control unit is fitted, the flap actuator learning test must be carried out using the diagnostic equipment and the unit must be personalized through programming.

 

INTRODUCTION

 

 

All the buttons (except the adjustment ones) have dual functions (ON/OFF) including the recirculation which has rolling management

The diagram below illustrates the climate control system control unit panel

 

 

 

1 - Driver's temperature adjustment knob

1A - Automatic mode button

2 - Passenger temperature adjustment knob

2A - Passenger mode adjustment button

3,4,5 - Air distribution buttons

6 - Compressor engagement button

7 - Defrost button

8 - Defrost button

9 - Heated rear windscreen button

7 - Control unit ON/OFF button

11, 12 - Fan speed adjustment buttons

 

 

 

 

INTRODUCTION

 

The diagram below shows the control unit display only

 

 

 

 

TEMPERATURE SETTING KNOB

 

By turning the knob to the desired area (driver's knob 1 or passenger knob 2) the temperature can be increased (clockwise direction) or decreased (anti-clockwise direction).

At the key off, the temperature settings are memorized and renewed at the next key on.

The increases/decreases are in 0.5 °C steps and one complete revolution of the knob produces 18 steps.

The temperature setting range varies from 16 °C, the value becomes LO (display E1/E2) at 32 °C the value setting becomes HI In addition, the difference between the temperature setting on the left hand side and that on the right hand side cannot exceed 7°C. 

 

HIGH CONDITION (HI)

 

The HI or maximum heating condition (shown on the display in range E1 and E2) is achieved by setting a T. equiv. by the driver above 32 °C. 

the request by the user (driver knob 1 or passenger knob 2) for the HI or maximum heating condition switches off the FULL AUTO icon (A on the display) and forces the MONO condition (B on the display) regulating the following parameters:

• The recirculation and compressor status remain unaltered; 

• The mixture flaps are in the fully hot position; 

• The distribution flap is in the FLOOR position and the LED (in button 5) is on; 

• The air flow rate value is max. 

If the driver turns the temperature setting (knob 1) this affects the passenger setting taking out of HI at 32.5 °C.

If the passenger turns the temperature setting (knob 2) then this also alters the driver's setting, taking it out of HI (at 32.5 °C) and then they can only alter their own setting when the system is in the DuaI Zone setting.

 

LOW CONDITION (LO)

 

The LO or maximum cooling setting (shown on the display in range E1 and E2) switches off the FULL AUTO icon condition and forces the MONO condition involving the following actions:

• Enabling of the compressor (display I); 

• Mixture flaps in fully cold position; 

• Max air flow rate value; 

• Recirculation remains unaltered as requested by user 

In these conditions (HI and LO) all manual settings are possible in accordance with the operating logic.

 

AUTO MODE BUTTON

 

Pressing this button (1A) causes the FULL AUTO logo to appear and the system is managed automatically controlling the:

• Air distribution; 

• Fan speed; 

• Compressor; 

• Recirculation. 

The FULL condition only switches off when at least one manual control or distribution or flow rate function etc. is enabled

If the compressor is switched ON and the recirculation turned to automatic manually then the FULL logo comes back on.

If the compressor is also switched off (ice LED I off) then the system may not be capable of controlling/maintaining the temperature set. Under these circumstances the 'ice' symbol in the Climate display will flash. 

If the compressor has not been enabled by the end of the flashing, the word FULL (or AUTO only if FULL was already off) will switch off on the display.

  Pressing the compressor deactivation button (6) will not necessarily switch off the FULL AUTO logo.

 

AIR DISTRIBUTION BUTTONS

 

there are 7 air distribution positions with the system automatically managing the distribution and displaying its selection through the LEDs in the control buttons coming on.

MANUAL DISTRIBUTION

There are 7 positions which can be selected manually (by operating buttons 3, 4, 5) according to the following combination logic.

MAIN DISTRIBUTIONS:

• DEF (hot/cold air or a mixture for defrosting) (button 3) 

• VENT (hot/cold ventilated air or front mixture) (button 4) 

• FLOOR (hot/cold air or a mixture at the floor) (button 5) 

Combined Distributions:

• BILEVEL (VENT-FLOOR) (4-5) 

• HEAT (DEF-FLOOR) (3-5) 

• DEF-VENT (3-4) 

• TRILEVEL (VENT-DEF-FLOOR) (3-4-5) 

Distribution not possible:

• all OFF 

With the main distribution activated (one LED on) the following takes place when the same button is pressed:

• the distribution remains unchanged; 

• the system switches to manual operation (the FULL logo goes out if it is on). 

AUTOMATIC DISTRIBUTION

In automatic mode the distribution is operated by means of an algorhythm which controls the various functions according to given conditions.

Shift from FLOOR distribution if the following conditions exist simultaneously:

• Outside temperature (D on display) < 13 oC 

• Solar radiation < 250 W/m2 

or if:

• TTP > 29 ˚C 

return to BI-LEVEL distribution if the folowing conditions exist simultaneously:

• TTP < 25 ˚C 

• Outside temperature > 15 °C or solar radiation > 400 W/m2 

Shift from VENT distribution if the following conditions exist simultaneously:

• TTP < 16 ˚C 

• Outside temperature > 22 °C or solar radiation > 600 W/m2 

• Solar radiation < 450 W/m2 

return to BI-LEVEL distribution if the folowing conditions exist simultaneously:

• Outside temperature < 20 °C 

or if:

• TTP > 20 °C 

In addition to the distribution control the system also displays the selection by lighting up the LEDs in the control buttons.

  The TTP temperature is the planned treated air temperature (calculated from the software algorhythm).

 

RECIRCULATION

 

The recirculation button, orange coloured LED when on, operates on a ROLLING logic; if the button is pressed repeatedly three possible types of operating logic, described below, are produced.(see figure).

 

 

 

AUTOMATIC

 

The recirculation is managed automatically (opening/closing) depending on both the quality of the intake air and the thermal adjustment changes. The 'Intake air quality' sensor determines the requests for closing the recirculation flap when the concentration of harmful gases exceeds dangerous levels.

in automatic mode the 'AQS' icon and the vehicle profile (F1 on the display) remain on to signal automatic operation whilst the recirculation LED remains off. The arrows showing the dynamics/recirculation come on/go off according to the flap operation.

 

CLOSED FORCED RECIRCULATION WITH VEHICLE STATIONARY (STOP AND GO)

 

In Automatic mode, to prevent the intake of air into the passenger compartment which is polluted by the exhaust gases when the vehicle is stationary, when the speed of the vehicle is approaching zero or below 5 km/h, the system controls the closing of the recirculation.

When the speed of the vehicle increases again to above 12 km/h, the system restores the pre-existing automatic mode conditions.

  With compressor disabled ? ??? ?εμπερατυ?α Εστερ?= 3 °C the automatic management of the recirculation and the stop and go logic are automatically disabled

 

CLOSED FORCED CIRCULATION

 

With this type of operation, signalled by the 'AQS' icon being off, the recirculation LED on (in button 7) and the recirculation logo with the arrow on (in the vehicle profile icon F3), the closure of the recirculation flap is signalled.

 

OPEN FORCED CIRCULATION

 

the function signalled by the 'AQS' icon off, the recirculation LED off and the outside air logo with the arrow on (in the vehicle profile icon F2) signals the forced dynamic opening of the flap.

 

RECIRCULATION MANAGEMENT WITHOUT AQS SENSOR

 

When the AQS option (Pollution Sensor) is not present, in FULL AUTO mode the system manages the automatic opening/closing of the Recirculation. In effect, in order to assist the cooling of the passenger compartment, the system forces the recirculation open until the temperature in the passenger compartment is lower than the outside temperature and then closes it and introduces fresh air into the passenger compartment. The user can, at any time, force the state of the recirculation by pressing the button using the ON/OFF logic.

 

AIR FLOW RATE VARIATION CONTROL (FAN)

 

The air flow rate can be adjusted manually (using buttons 11 and 12) to 12 levels (plus off) displayed on a bar graph (G on the display) with a maximum of 6 steps (each divided into two).

To increase the air flow rate in the passenger compartment, operate the button with the 'large fan' icon (12 on the panel) and to decrease it, use the button with the 'small fan' icon (11 on the panel).

The speed is automatically adjusted by the control unit and the alteration shown on the display.

At the KEY ON, if the automatic mode is switched on, the air flow rate is at the first half-bar (minimum flow rate) until the engine is switched on (the automatic mode does not work if the battery level is too low).

If the compressor is disabled the ventilation control can be adjusted manually until the display shows 0 bars and zero flow rate.

With the compressor switched on and the engine started up, the manual ventilation cannot go below the minimum flow rate value to prevent the compressor from freezing (1 half-bar on the display).

 

COMPRESSOR ACTIVATION

 

The snowflake logo on the compressor (I on the display) indicates the physical state of the compressor; if the LED is on (in button 6) pressing the button disables it and the automatic recirculation function is selected; this selection remains memorized indefinitely.

The button (6) has a dual function and therefore pressing it a second time re-enables the compressor and the LED comes on if the outside temperature is above 5 °C otherwise it is automatically disabled.

If the user selects a temperature setting lower than the outside temperature with button switched off (i.e. with the compressor disabled), the impossibility of achieving the temperature requested is signalled by the flashing of the 'Snowflake' symbol ideogram (I on the display). At the end of the signalling, if the compressor button is not pressed, the FULL AUTO logo (A in the display) goes out (or the AUTO logo if the FULL part was already of) and a flashing cycle is reactivated at the next KEY ON.

The enabling of the compressor is always managed by a control logic which involves enabling/disabling the compressor in two different conditions.

If the system is not in the Recirculation condition (physical position of the actuator):

• if the outside temperature = 3°C the compressor is disabled 

• if the outside temperature = 5°C the compressor is enabled 

If the system is in the Recirculation condition (physical position of the actuator):

• if the passenger compartment temperature = 3°C the compressor is disabled 

• if the passenger compartment temperature = 5°C the compressor is enabled 

The management of the compressor described refers to variable capacity compressors whilst for fixed capacity compressors (only fitted on the 1200 cc version) the logic described is still valid but the frost sensor enablement must be added. 

  Enabled means the engine control activation request.

 

SWITCHING OFF THE CONTROL UNIT (OFF)

 

Pressing the OFF button (10) causes the:

• memorizing the current state 

• OFF button LED to come on 

• LEDs for the display buttons and symbols to go off (except for the Outside Temperature) 

• forced air recirculation closed with LED and logo in display on (vehicle profile and recirculation arrow) 

• fan excluded; 

• compressor excluded; 

• mixing flap in maximum cooling position 

• distribution in DEF/VENT (LEDs 3-4 in panel) 

• is in the OFF state, the heated rear windscreen button is managed normally without activating the Climate system. 

In OFF the recirculation button has a dual function (ON/OFF) opening and closing the actuator (flap) without managing the AQS, on exit from OFF the recirculation returns to automatic mode

pressing any button afterwards (except for the rearscreen and recirculation buttons) switches the system back on restoring all the other operating conditions memorized previously.

If the system is switched back on using a distribution button, the main distribution requested is implemented. On exit from OFF, the recirculation returns to automatic mode, if the AQS option is fitted, otherwise it is set to dynamic mode.

 

MONO CONTROL

 

Pressing the MONO button (2A in the panel) causes the word MONO (B in the display) to light up and the passenger temperature setting is the same as that set on the driver's side.

  from this moment the system behaves like a SINGLE ZONE system.

Returning to a DUAL ZONE system (with the word MONO going out) is managed by the system by pressing the mono button again or by operating the passenger temperature setting knob.

These functional states are maintained even after successive KEYS OFF/ON.

 

MAX DEFROST BUTTON

 

The MAX DEF procedure manages the flow rate and the distribution of the air with the aim of demisting the windows as quickly as possible.(also managed with the engine switched off)

The activation of the defrosting function lasts a maximum of 20 minutes at the end of which it is switched off. For the first 15 minutes operation does not depend on the engine speed, later on it depends on the engine conditions according to the following logic:

• if the engine speed is below 960 rpm for 10 seconds, the defrost function must be deactivated 

• if the engine speed is above 1056 rpm for 5 seconds, the defrost function is activated once again. 

When the MAX DEF button is pressed (8 in the panel) the system carries out the following operations:

• MAX DEF LED is switched on (LED 8 in the panel) 

• Memorizing the functional state and MAX DEF previous displays 

• Switching off the LED/writing for the FULL AUTO, (A in the display), AQS and RECIRCULATION functions (LED 7 in the panel) 

• Switching on of the DEF distribution, compressor enabling, MONO, heated rear windscreen, recirculation open LEDs 

• Temperature display on fully hot (HI) on both side displays 

• Display of the fan in the display 

In addition, the activation of the following commands:

• Air flow rate at 65% of max. flow rate 

• Distribution flap in DEF position (before Mix implementation) 

• Mixture flaps in MAX HEAT position (after implementation of Defrost) 

• Forced air intake flap open (dynamic) 

• Compressor function enabled 

• AQS disabled (if fitted) 

• Rear windscreen defrosting 

• Windscreen washer jet defrosting 

• Exterior rear view mirror defrosting 

During the operation of the MAX-DEF it is possible to:

• alter the air flow rate (increase/decrease) at will 

• deactivate the heated rear windscreen 

It is not possible to:

• Alter the temperature setting (driver/passenger) 

• Alter the distribution setting. 

It is possible to interrupt the MAX-DEF function by operating any of the climate control buttons (Recirculation, Compressor Enabling, Auto, Mono, MAX-DEF) implementing the return to the previous condition MAX DEF condition and implementing the command for the button pressed.

The management of the MAX-DEF procedure takes precedence over the management of the following procedures:

• LO (maximum cold) 

• HI (maximum heat) 

Their execution, if in progress, is interrupted if the MAX-DEF procedure is activated.

  The activation of the defrosting function lasts a maximum of 20 minutes at the end of which it is switched off. For the first 15 minutes the operation does not depend on the engine speed, after that it depends on the engine speed in accordance with the following logic: - if the engine speed is below 960 rpm for 10 seconds, the defrosting function is deactivated - if the engine speed is above 1056 for 5 seconds, the defrosting function is activated once again.

 

HEATED REAR WINDSCREEN

 

Entry into the defrosting procedure is determined both by pressing the heated rear windscreen button (9) and by the request for the MAX DEF procedure

The display of the function state is shown by the LED coming on/going off.

The function requesting the activation of the heated rear windscreen is only subordinate to the key on. The heated rear windscreen function is not memorized with the ignition switched OFF.

 

SWITCHING ON AFTER THE VEHICLE HAS STOPPED

 

When the system is switched on the various parameters are checked manually or automatically depending on the selections made by the user before it was switched off.

All the manual interventions made before the engine was switched off are stored in the memory until the next time the engine is started up.

  if at the previous key off the control was at MAX-DEF, then at the next key on the system will be in the position memorized before the MAX-DEF.

 

SPECIFICATIONS:

 

The unit consists of two modules which contain:

• the fan 

• the evaporator 

• the heater radiator 

• the upper/lower mixture air temperature sensors 

 

 

 

1 - recirculation actuator

2 - distribution actuator

3 - Defrost distribution actuator

4 - driver's mixture actuator

5 - left side treated air sensor

6 - left Floor treated air sensor

7 - right Floor treated air sensor

8 - right side treated air sensor

9 - passenger mixture actuator

 

ACTUATORS

 

The temperature of the treated air is adjusted through the temperature setting knobs.

The actuators control the rotation of the mixture flaps according to the signal from the control unit. A motor with a 12 volt supply controls the rotary movement of a drive pin which acts directly on the mixture flaps.

A potentiometer detects the actual position and provides feedback to the control unit.

 

DEFROSTER ACTUATOR

 

The defroster actuator rotates the flap for distributing air to the windscreen and the side windows.

It is supplied at 12 V and can be turned clockwise or anticlockwise by reversing the polarity. A potentiometer detects the effective position and acts with feedback to the control unit checking the complete travel between the extreme positions.

 

VENT FLOOR ACTUATOR

 

It rotates the flap for distributing air to the centre of the dashboard and the floor.

It receives a 12 V supply and if the polarity is reversed, it is possible to rotate it in a clockwise or an anti-clockwise direction. A potentiometer detects the effective position and acts with feedback to the control unit checking the complete travel between the extreme positions.

 

RECIRULATION ACTUATOR

 

This actuator manages the rotation of the flap in the two dynamic air and recirculation limit positions with no intermediate positions.

It receives a 12 V supply and if the polarity is reversed, it is possible to rotate it in a clockwise or an anti-clockwise direction.

 

AUTOMATIC SYSTEM OPERATION

 

The air is drawn in by the fan through the outside air intake or through the internal air intake and reaches the mixture zone. The temperature of the air to be sent to the vents is determined by the position of the mixture flap which has the task of shuttering the flow of air coming from the outside directly to the distribution zone or the heat exchanger.

 

 

 

1 - Electric fan

2 - Filter

3 - Evaporator

4 - Heater

5 - PTC additional heater

 

SOLAR SENSOR

 

The task of this sensor is to convert light signals (lux or kcal/m2h) into a proportional electrical linear signal. The sensor is a specific type of diode (photodiode) that can alter its rate of conduction according to the amount of light that strikes it; in practice, the light that strikes the lens of the photodiodes releases electrons from the crystal grating.

A superabundance of electrons and gaps therefore appear.

The electrons flow toward the photodiode spatial charge or junction area (NP) and increase junction current (photoelectric current) in proportion with light intensity. In order to achieve a very high response rate, the photodiode is fitted with a lens designed to focus light more effectively on the photodiode semiconductor junction (N-P).

Using this signal, the control unit (NCL) varies the temperature parameters decreasing it, acting on the air distribution at the same time.

 

 

 

1 - Solar sensor

2- Climate Control Node

3 - Solar sensor operating diagram

 

AQS POLLUTION SENSOR

 

The AQS sensor is an electronic device which is designed to supply a control signal for the distributor unit recirculation flap when the air pollution index exceeds the pre-set level, to prevent the introduction of polluted air into the passenger compartment.

By using a special sensitive element it is possible to detect the presence, in the air around the vehicle, of harmful oxidizing particles (e.g. CO) or reducing particles (e.g. NOx).

The sensitivity of the system is optimum for the potential danger of pollutant gases according to the M.A.K. index (maximal concentration of harmful substances at work at an exposition of over 8 hours).

The sensitive element is heated and regulated at a constant temperature of 300°C to provide the same performance in an ambient temperature range of between -25°C and 85°C. It is not affected by the speed and the temperature of the air passing through.

The sensor produces a PWM signal within around 40 s from the initial time of supply.

  

 

 

 

 

 

To check the sensor it is necessary to:

• Turn the ignition on. 

• Wait for 36 secs for the sensor to warm up 

• Within 120 secs, inject pollutant gas from the canister into the sensor (part. n˚ 71715571). 

• Check that the result of the test is positive using the diagnostic equipment 

 

FROST SENSOR

 

The gas flow rate control system (on the 1200 cc version) is operated by an electronic control unit which acts on the compressor solenoid valve according to the temperature of the evaporator, measured by means of an NTC type sensor.

This type of sensor, known as a frost sensor, is located inside the distributor unit, fitted directly onto the evaporator.

It detects the temperature of the evaporator, notifying the control unit which, if necessary, switches off the compressor to prevent the evaporator from freezing.

 

LINEAR PRESSURE SWITCH

 

The function of the linear sensor is to control the correct operation of the system replacing the function of the quadrinary pressure switch. The sensor continuously and uniformly analyzes the pressure in the climate control system circuit providing the engine management control unit with the variations in pressure, in real time, making the management of the activation thresholds more flexible.

Each variation in pressure has a corresponding voltage signal used by the engine management control unit to activate the fan speed and switch off the compressor if the pressure increases or decreases beyond the permitted limits (safety function).

On the 1200 cc version only, there are two fan speeds whilst, on all other vehicles, the fan speed is controlled by a dedicated control unit that manages the fan speed proportionally to the pressure increase or decrease signal supplied by the linear sensor. 

The operating range of the linear sensor goes from 3.018 bar to 29.508 bar according to the following pressure (Bar) - output voltage percentage (%Vcc) curve.

 

 

 

LINEAR PRESSURE SWITCH

 

The go ahead for the operation of the compressor and the regulation of the fan speed, dependent on the change in pressure, takes place in the following pressure range; above and below these values the compressor is deactivated for safety reasons to prevent damage to the system.

The diagram below illustrates the sensor pin out:

  The supply voltage can vary by ±10% and the sensor operating range is between - 5°C and 80°C 

 

 

 

 

1, earth

2, supply voltage

3, output signal

 

 

COMPRESSORS

 

 

The circulation of the coolant fluid is allowed, altering the pressure level, using the mechanical energy from the engine via the pulley and the electro-magnetic clutch.

Depending on the version the vehicle is equipped with the compressors illustrated below.

 

  

 

 

The basic types of compressor used on the vehicle are the orbiting spiral type (for the 1200 c version only with a frost sensor) and the variable capacity piston type.

 

VARIABLE CAPACITY COMPRESSOR SPECIFICATIONS

 

SD7V16 compressor specifications:

• Max. number of continuous revs: 7000 rpm 

• Max. number of non continuous revs: 8000 rpm 

• No. of pistons: 7 

• Min. stroke: 2.2 mm 

• Max. stroke: 34.2 mm 

• Min. capacity: 10.4 cm[sup3 ]/rev. 

• Max capacity: 161.3 cm[sup3 ]/rev. 

• Quantity of lubricant: 135 cm[sup3 ]. 

5SL12-C compressor specifications:

• Max. number of continuous revs: 8000 rpm 

• Max. number of non continuous revs: 9200 rpm 

• No. of pistons: 5 

• Min. stroke: 1.58 mm 

• Max. stroke: 36.26 mm 

• Min. capacity: 7.6 cm[sup3 ]/rev. 

• Max. capacity: 126.3 cm[sup3 ]/rev. 

• Quantity of lubricant: 80 cm[sup3 ]. 

These types of compressors can decrease or increase their capacity according to variations in the system load conditions dependent on outside temperature and/or humidity conditions or shart variations in engine load.

The adjustment of the variable capacity compressors is based on the intake pressure according to the following logic:

• low pressure, the compressor capacity values tends to be minimal. 

• high pressure, capacity increases. 

This regulation logic refers to the following practical conditions:

• 'low intake pressure' means that the load set for the climate control system is such that a high fluid flow rate is not required. Therefore the compressor intake pressure is reduced compared with normal operation and the compressor capacity decreases. 

• 'high intake pressure' means that the climate control load is high and the quantity of coolant required is high. Therefore the compressor intake pressure is higher than normal operating values and the compressor capacity increases to increase the flow rate of the fluid in the circuit. 

In normal operating conditions these compressor work at maximum capacity.

The auto-traction climate control system compressors take their drive directly from the crankshaft by mens of a poly-V drive belt.

When the climate control system is not working, the pulley free wheels on the ball bearing driven by the poly-V belt. The front disc is 0.6 - 0.8 mm away from the pulley. The compressor is therefore inactive.

When the system is switched on, the electro-magnet is supplied and produces a magnetic field. The resulting force attracts the disc against the pulley, forming one piece with the coupling and, therefore, the compressor transmission shaft, causing it to rotate.

Example of a variable capacity compressor

 

 

 

VARIABLE CAPACITY COMPRESSOR SPECIFICATIONS

 

The compressor is rotated by the power unit through the pulley (1) and the electro-magnetic clutch (2).

The compressor transmission shaft (3) causes the rotation of a circular shaped rotor (7). The rotot is not fitted on the shaft, but is connected to it by means of a pin (11) on the shaft that engages with a slotted plate (12) fastened to the rotor. the connecting rod (5) pistons (4). The rotor-connecting rod holder plate assembly is achieved by means of an axial bearing.

There is a circular plate fitted on the rotor hub known as the 'connecting rod holder' (6) to which the thrust bearing (9) fitted between the rotor ring gears and a plate and a radial bearing (10) between the rotor hub and an plate inner seal are connected by means of ball joints.

In addition to being connected to the rotor, the connecting rod holder plate is secured to the compressor casing by means of splining in the edge of the ring gear which houses an adjustable bush made from a low friction material that engages with the end of a slide (13) made from a low friction material. The opposite end of the slide is inserted in an adjustable housing in the compressor casing.

The reciprocating movement of the pistons is produced as a result of the angle of the rotor-connecting rod holder plate assembly rotation axis relation to the compressor shaft.

It should be pointed out that, given the fitting described previously, the connecting rod holder plate does NOT rotate with the rotor, but takes the oscillating movement produced by the rotation of the rotor in relation to an inclined axis from it.

The inclination of the assembly is made possible by the sliding of the shaft pin inside the rotor plate slot.

The inclination angle of the plate is determined by a regulation valve (8) according to the difference between the inlet and supply pressures.

In normal operating conditions the compressor works at maximum capacity, whilst with low intake pressures the inclination of the plate decreases and there is a reduction in capacity.

The other types of variable capacity compressors have different main specifications (capacity, dimensions, etc.) but still have the same operating principle described.

 

SCROLL COMRPESSOR SPECIFICATIONS

 

SCSB06 compressor specifications:

• max. no. of continuous revs: 8450 rpm 

• max. no. of non continuous revs: 10,000 rpm 

• orbital rotation radius: 4.58 mm 

• quantity of lubricant: 50 cm[sup3 ]. 

The compressor fitted on the 1200 cc version is the orbital spiral type with a system that ensures that it is deactivated when the temperature of the evaporator gets close to freezing. The deactivation signal is controlled by the frost sensor fitted on the evaporator and is only present for this type of compressor.

Orbital spiral compressors consist of a fixed scroll 1 (casing) and a moving scroll 2.

The movement of the camshaft (3) connected to the pulley creates a chamber whose volume is reduced during the rotation allowing compression.

 

 

 

 

1. Fixed scroll (casing)

2. Orbiting scroll

3. Camshaft

4 Camshaft seal

5. Guard

6. Compressor electrical supply connection

7. Balancing mass

8. Pulley

 

SCROLL COMRPESSOR SPECIFICATIONS

 

The contact between the compressor fixed scroll and the orbiting scroll creates a chamber whose volume gradually decreases when the rotating scroll rotates.

The compression chamber is alternately open to supply gas, closed to transport it and then open at the outlet connector to discharge the pressurized gas.

The pressure of the gas stored, defined by the volume of the two scrolls (one moving, one fixed), gradually increases until the gas reaches the centre zone where the operating pressure is reached; the gas is released here through the outlet connector to the condenser.

The sequence illustrates the three different gas compression stages: the compression takes place after three complete revolutions of the orbiting scroll.

 

 

 

SCROLL COMRPESSOR SPECIFICATIONS

 

The adoption of these compressor, consisting of only two parts, has led to the following advantages:

• No gaskets are required 

• There are no radial or axial leaks. 

• Low charge loss due to the absence of internal pipes and valves. 

• As the scrolls wear down, the side seal is improved. 

• The absence of valves, knocking and pulsing reduces noise. 

conversely, as there is no variable capacity compression, the presence of the frost sensor is required to prevent the evaporator from freezing.

  the cycle is continuous, therefore during a compression stage, a gas intake stage begins and the previous stage ends with the expulsion of the pressurized gas, simultaneously.

 

 

ADDITIONAL PTC HEATER (1900 JTD)

 

The additional PTC heater, available as an optional extra on the JTD versions, is designed to heat the passenger compartment more quickly wih the engine running (rpm > 700 rpm) in the case of adverse weather conditions (for example, particularly cold climate).

It is a resistance located near the radiant mass with a maximum power of 700W and a voltage of 13.5V

The PTC additional heater control algorhythm manages the enablement checking whether the following conditions exist simultaneously and persists for 3 seconds:

• Outside temperature < 20° C (winter temperature) 

• Key on 

• Climate control unit in position other than OFF 

• Engine rpm > 7000 rpm 

• Engine coolant temperature < 64 °C 

• Air flow rate > 0 

• Battery voltage > 12.2 V 

• Treated air temperature Vent 50 ˚C 

• Waiting for a period of 3 seconds 

With the procedure in progress, it is aborted (until the next key-off/key-on) for any of the following conditions:

• RPM < 700 RPM 

• Engine coolant temperature > 64 °C 

whilst the action is only suspended (and resumed when the condition that caused it to be suspended ceases):

• if the user manually selects a nil flow rate 

• manually selects the OFF button at the control unit 

• Vent Treated temperature > 50 ˚C 

The outside temperature is no longer detected after this process.

The logic involves activating/deactivating the relays according to the temperature of the water according to te P.T.C. thermal balance.

 

PTC THERMAL BALANCE

 

 

  

 

  The P.T.C. is deactivated when the air flow rate is zero.

  If the P.T.C. heater is fitted on the vehicle then the Webasto additional heater is not fitted

 

 

WINTER STARTING TRANSITION

 

The control unit checks whether the following conditions occur simultaneously:

• engine coolant temperature below -4° C 

• passenger compartment temperature below driver's equivalent temperature set 

• outside temperature below 20° C 

When this occurs, the automatic operation implements the winter starting transition procedure.

At the Key On, with the system in AUTO or FULL AUTO mode, if the conditions described occur then the following functions are controlled:

• the minimum flow rate with FLOOR distributon (not shown on the display) for a period of 5 secs. 

• an air flow rate dependent on the engine coolant temperature. 

• the defroster distribution (shown on the display) 

• the automatic mode position mixing 

• automatic mode recirculation 

• the compressor remains as it was at the last activation because it is possible to engage the compressor, during the starting transition, to dehumidify the air. 

exit from the winter transition takes place when the engine coolant temperature reaches 50° C or when the equivalent passenger compartment temperature is equal to or greater than the temperature set by the driver. 

 

MANUALLY OPERATED CLIMATE CONTROL

 

Variants compared with the dual zone system

 

MANUAL AIR CONDITIONING CONTROLS

 

The air conditioner control unit is located in the middle of the facia. The controls are located outside the housing.

 

 

 

1 - Temperature setting selection knob

2 - Air ventilation selection knob

3 - Flow distribution selection knob

4 - Heated rear windscreen on button

5 - Air conditioning on button

6 - Recirculation function on button

 

MANUAL AIR CONDITIONING CONTROLS

 

The mixture and diffusion flap adjustments take place via bowden cables whilst the recirculation flap is controlled through an actuator.

The left hand knob is used to select the desired interior temperature with 20 different positions (10 positions for setting the hot air and 10 for the cold air).

The two extreme positions correspond to the maximum cold and maximum heat requests. The central knob adjusts air temperature to four flow settings (1, 2, 3 and 4).

When set to position '0', the fan is turned off, unless the cooling circuit is turned on (relevant button led comes on) when the fan automatically comes on at the first speed.

The right-hand knob selects air distribution to the passenger compartment. Different distribution patterns are available.

The positions indicated by a black symbol correspond - in a clockwise direction - to:

• flow to front outlets only, 

• flow to front and lower outlets, 

• flow to lower outlets only, 

• flow to lower outlets and windscreen, 

• flow to windscreen only; 

In this case the adjustment of the flows is entirely manual.

The last position, indicated in yellow, corresponds to the max. defrosting function. This automatically sets ideal conditions for rapidly demisting/defrosting the windscreen;

• flow directed entirely to the windscreen 

• maximum air output 

• as much warm air as possible taken into the mixture 

• air taken from outside (regardless of recirculation button position) 

• cooling circuit enabled (regardless of key position) 

• heated rear window activated 

Pressing the centre button enables the operation of the air cooling circuit; when the button is pressed the LED comes on.

The right button switches on the heated rear windscreen and the LED comes on. 

Circuit enablement does not necessarily mean that the compressor will come on, because the compressor is governed by air conditioner control unit and engine management unit software. 

When pressed, the central button activates the air recirculation function; when the button is pressed the LED comes on. If the button is not pressed, dynamic air is taken in from ouside due to the car's motion.

 

MANUAL CONTROL UNIT PIN OUT

 

The Pin Out diagrams for the manual control unit and heater are illustrated below.

 

 

 

MANUAL CONTROL UNIT PIN OUT

 

MANUAL HEATER CONTROL UNIT PIN OUT

 

 

 

 

 

USE

 

The additional heater is an optional extra on all JTD versions

It is supplied by Webasto Thermo Top C.

This device partly pre-heats the passenger compartment and also allows:

• pre-heat the engine coolant 

• reduce the time taken for the engine to warm up 

• eliminate ice and condensation from the windows 

DESCRIPTION OF THE SYSTEM

The system consists of:

• heater unit (1). 

• Integrated electric pump for circulating the engine coolant. 

• Exhaust gas pipe with silencer (3). 

• Electric fuel metering pump (4). 

• Fuel supply pipe (5). 

• Outside air temperature sensor (6). 

 

 

 

DESCRIPTION OF THE SYSTEM

 

The system interfaces with the vehicle through the engine cooling, fuel supply and electrical systems:

• Interface with engine cooling system: the coolant leaving the power unit is directed to the heater and then sent to the circuit by a dedicated electric pump. 

• Interface with the fuel supply system: The heater burner is supplied with the fuel for the vehicle, taken directly from the tank (9) by means of an electric impulse pump and is transported via a special pipe (5). 

• Interface with the electrical system: the heater is fitted with dedicated connectors which ensure the supply for the two electric pumps (fuel and coolant), the burner spark plug, the integrated management control unit and the interconnection with the distributor unit fan. 

 

HEATER

 

The heater is the central unit of the system. It ensures the heating of the engine fluid and the management of the system operating parameters.

The heater includes the various components which are vital for the operation of the system.

 

 

 

 

HEATER

 

Burner (1): this includes the inlet connectors (7) and outlet connectors (8) for the engine coolant, the fuel intake (9), the exhaust fumes outlet (10) and the burner. The combustion of the air/fuel mixture takes place in the burner producing the heat to heat the engine coolant inside the heat exchanger (2). The burner supply is consistent with the vehicle supply. It can be adapted for the vehicle fuel system (petrol or diesel) by replacing the evaporator mesh and adjusting the heater plug management logic. The combustion exhaust fumes are expelled through a special pipe, fitted with a silencer.

Electric engine coolant circulation pump (3): its function is to allow the circulation of the coolant in the system with the engine switched off.

Heater plug (4): it is electrically supplied, absorbs 100 W power and has a resistance of 0.3 Ohm (± 10%). It has multiple functions. The main function is to initiate the combustion in the burner.

It also acts as a:

• combustion control sensor, measuring the temperature of the actual combustion. According to the value read, the control unit varies the air intake fan speed (flow rate) in order to ensure the optimum stoichiometric ratio. Under these circumstances the heater plug also acts as a safety device. In effect, if the temperature of the flame exceeds 125°C, the electrical supply for the fuel pump is interrupted and the control unit memorizes an error. 

• Flame presence control sensor which checks for the presence of the combustion flame and records the temperature of the combustion chamber. If the flame goes out, the control unit stops the supply of fuel and activate a new ignition cycle. At the third failed attempt to switch on the heater, the control unit stops: 

• it cuts off the supply to the electric fuel pump. 

• It keeps the comburent air intake fan activated for several seconds, facilitating the combustion of the residual fuel inside the burner. 

Comburent air intake fan (5): this has the task of introducing the air required for combustion inside the combustion chamber. The fan unit consists of a van air intake connector (11), an intake fan unit and an air supply connector for the combustion chamber.

The burner incorporates the electronic management control unit (6). It has the function of managing the system, ensuring control and regular combustion.

The control unit included in the heater does not have direct connections with the CAN networks.

The heater is deactivated in the following conditions:

• combustion flame temperature above 125°C. 

• Failed ignition of the fuel. 

• Combustion cutting out during operation. 

• Battery votlage below 10.5 V or above 15 V measured in the integrated control unit. 

• The efficiency of the components associated with the burner is checked for each ignition and, if there are irregularities, the control unit inhibits the operation of the burner. 

The control unit interfaces with the NCL via three signals:

• HS: switching on/off in 'Parking Heater'/'REST' mode. 

• ZA: switching on/off in 'Additional heater' / REST mode. 

• Status: PWM signal signalling heater malfunctions. 

The control unit is ventilated by a flow of air drawn in by the fan and sent through a small internal connection pipe.

 

ELECTRIC FUEL METERING PUMP

 

The fuel metering pump is the electrically supplied impulse type.

It has the task of supplying fuel to the burner, taking it from the vehicle tank.

The fuel is taken through a dedicated 2 mm diameter pipe which connects the pump directly to the tank.

 

OUTSIDE AIR TEMPERATURE SENSOR

 

This sensor, together with the coolant temperature sensor, is designed to enable the switching on of the heater and the additional heater.

This situation occurs if the power unit is running and the temperature of the outside air is below 5°C. If these conditions are followed, the sensor sends a 12 V electrical signal to the heater control unit.

 

THERMO TOP C HEATER TECHNICAL DATA

 

HEATER DIMENSIONS:

• Length: 235 mm 

• Width: 106 mm 

• Height: 168 mm 

WEIGHT 2.9 Kg

POWER

• Reduced: 2.5 Kw 

• Maximum: 5 Kw 

FUEL Petrol / Diesel

CONSUMPTION

• Reduced: 0.25 Kg/h 

• Maximum: 0.5 Kg/h 

FLUID FLOW RATE 250 l/h

OPERATING VOLTAGE 9.7 - 15 V

NOISE 51 db

 

SYSTEM OPERATING LOGIC

 

The Webasto heating system works both with the engine running and when it is switched off. In both cases, the heater can be activated only by a specific remote control.

 

SWITCHING THE HEATER ON/OFF USING THE REMOTE CONTROL

 

The remote control emits a signal that turns on the device on within a range of about 900 m in an open space and 600 m with obstacles.

 

 

 

 

SWITCHING THE HEATER ON/OFF USING THE REMOTE CONTROL

 

The signal issued by the remote control is received by a special aerial on the vehicle and is transmitted to the heater control unit.

The time the additional heater stays on is pre-set at thirty minutes after which the heater goes off (this period can be increased up to a maximum of sixty minutes; by pressing the two remote control buttons simultaneously three times in quick succession).

  The Webasto system does not interact with the Climate Control Node as a result of which with the engine switched off the distributor unit mixture flaps remain in the last position set by the user (for both manually operated and automatic climate control systems);

 

REPLACING THE HEATER REMOTE CONTROL

 

1 Disconnect the battery negative lead with the ignition OFF. This operation is required to set the system memory to receive a new code. 

2 Connect the negative battery lead and, within 5 seconds, press the OFF button on the remote control. The LED ( comes on to indicate that the signal has been sent to the receiver; 

3 Check the result of the procedure by activating the heater using the ON button.

 

OPERATION STRATEGY

 

With the engine switched off, the fan is controlled by a PWM signal through an additional control unit that issues a fan operating signal. The additional control unit (CRS) receives a power supply (+30) and an activation signal from the Webasto receiver. The controlunit uses this signal to issue the PWM signal (defined frequency square wave) that activates the second fan speed and also closes the power signal for the fan supply (10 A max).

  As soon as the ignition key is in the ON position, the CRS is disabled, the fan is connected to the supply (+30) and the management of the speed moves to the Automatic Climate Control System control unit.

CRS control unit operating diagram

 

 

 

OPERATION STRATEGY

 

  Even though it is to a lesser extent, the heater burns fuel like the engine, therefore the additional heater should never be left on, not even for short spells, in closed areas where there are no exhaust gas extractors.

  Whilst the heater is working with the engine switched off, it absorbs energy from the battery; therefore it should be operated with the engine running to make sure that the battery is properly charged.

[zoranbr1 0]

 

Motori klapni

 

 

jel mora da se slomi ova bela plastikica kako bi se prišlo skroz u senzor ili je to u ovom slučaju se desilo...?

Treba pazljivo rastaviti taj plavi potenciometar.Sa druge strane potenciometra (nemam slike) ima plasticna podloska koja drzi srednji deo .

 

Evo i slika nekog audio potenciometra,princip je isti.Crvenom strelicom sam obelezio limcic-klizac koji bi trebalo malo nategnuti,da bi imao bolji kontakt sa grafitom.

Ovo deluje prilično za....no! Bojim se da e sje..m ovaj klizni deo. Možeš li mi u dve rečenice pojasniti na koji način da ga demontiram. Dakle sa ove frontalne strane ja vidim neku malu strelicu i neko malo udubljenje - da li tu treba vući ili sa suprotne strane??

[steel 21]

<Kratko pitanje

jel postoji mogucnost da se nekako zameni ili pomeri klapna  ventilacije (grejanja) na digitalnij klimi kod soferke. Na vecim brzinama cujem kako nesto  klopara i slabije mi duva , kao da je sistem zapusen.

Sta raditi a da se tabla ne skida? ima li leka?

[Kuvalja 406]

Moze bez skidanja table, mozda ima par strana unazad i moji postovi, pretrazi malo.

[steel 21]

Trazi sam al sam se izgubio u silnim postovima.  Jedino da mi pomognes daj posalji link na pp. Ako te ne mrzi

[Kuvalja 406]

Preko fona sam pa mi nije bas jednostavno da trazim i bacam linkove, evo u ovoj temi post #305 i #308, ima o tome po malo, i naravno par stranica pre i posle tih postova, imas i slike gde se nalazi. Ako negde zaskripi ti vici.

[SerAlex 37]

Odradjena kod saleta klima i motorici sve zajedno 210 eura.Cena motorica je idalje 30 reparacija, a 50 nov motoric.Kod mene su 4 otisla, 3 su mogla da se rapariraju dok je jedan morao nov da se stavi.

 

Servis klime (punjenje i zamena ulja) je 3500 ako nekog zanima cena.Samo sto sam ja morao i neke cevi da radim kod njih jer su bile udarene.

 

Takodje imaju puno posla pa je najbolje zakazati barem 2-3 dana pre zeljenog datuma.

[srdjos 1602]

@ivan.ik

 

pitanjce, gde si pokupio ovo uputstvo sa klimu, jel ima opisa jos nekih modela automatske klime osim Stila, recimo Idea

[ivan.ik 625]

Imaš na netu eLearn za Fiat Idea-u. 343 MB. Malo potraži.

[asterix 7]

Ajde mala pomoc.

Treba mi info o automatskoj klimi.

Dakle ovako,kada se ukljuci klima ili ventilacija cela LEVA strana,pocev od sredisnje izduva (ai samo leva resetkica),preko leve polovine sofer sajbne i leva strana tj onaj otvor kod volana duva samo hladno bez obzira da li je ukljuceno 20 ili 30 stepeni.

Dakle da ne bude zabune,cela leva strana duva samo hladno,dok je desna ok i menja teperaturu onako kako se podesi.

Sta je u pitanju???

[Markobgd 609]

Motorić za regulaciju/mešanje toplog i hladnog vazduha sa isparivača/grejača na levoj strani.

[asterix 7]

Jos ako imas i njegovu lokaciju,placam pice u Nisu...

[Kuvalja 406]

Kod desne vozaceve noge, skines onu plastiku sto ide ka pedali gasa i skroz najnizi je za mesanje vazduha....ima na temi negde i slika na kojoj je obelezen.

[Markobgd 609]

I šta sad? Pošto sam bio sprečen da ti odgovorim sad će Kuvalja da dobije piće?!!! E u pm baš....

[Kuvalja 406]

Ponecemo dve case pa da podelimo

[Markobgd 609]

Pa stvarno si !

Evo da zaslužim to pola čaše!

I ja sam imao slican problem,a posle se pogorsao i culo se zujanje u intervalima.

Resio sam ga tako sto sam prvo naprskao kontakt sprejem masnim (ne WD)sve konektore na motoricima,a zujanje je dolazilo od motorica klapne koji regulise toplo-hladno(sa vozaceve strane,a ima isti i sa suvozaceve strane). Svaki taj motoric ima potenciometar preko kog elektronika odredjuje polozaj klapne i ako su losi kontakti,eto problema.

Ne treba da se rastura tabla! Potrebno je skinuti bocne plastike i onu manju plastiku iznad gasa i kocnice.Motoric koji je mene zezao se nalazi malo zavucen(blize menjacu)i pazite da se ne opecete ako je auto prethodno vozen. Cev za radijator grejanja prolazi tik ispod motorica i greje ga ,tako da vremenom dolazi do deformisanja kucista i puz zupcanik pocne da proklizava. Ne treba vam tu nikakva dijagnostika, vec samo malo iskustva i vremena

Evo i slike.Obelezio sam problematicni motoric.

[asterix 7]

Nemojte samo da se svadjate,pice za sve.

I tako...

Kod desne vozaceve noge, skines onu plastiku sto ide ka pedali gasa i skroz najnizi je za mesanje vazduha....ima na temi negde i slika na kojoj je obelezen.

 

NASAO!

hvalaaaaaaa

[Macvanin 88]

Juce ujutru upalim grejanje, posto su prozori zamaglili. Medjutim, nista, vazduh ne izlazi na otvorima. Probam malo da pojacam, smanjim, ali se nista ne desava, uopste ne reaguje na komande. Odem kod elektricara, on proveri osigurace, kaze da su ok, i da mora da rastura tablu, nista mi vise nije rekao. Da li je neko imao slican problem?

[stefankmn 164]

Reko ti je da mora da se otvara tabla zbog motorica klime. Kada se oni pokvare taj problem ti se desava . Svaki motoric ima svoje klapne . Neke preusmeravaju vazduh,neke odredjuju toplo/hladno.

[CrackFox 16]

Primetio sam da su mi se stakla pocela magliti od kako je zazimilo bez obzira da li je ukljucena cirkulacija tj ubacivanje spoljasnjeg vazduha u kabinu. Ranije sam primetio po zvuku strujanja vazduha da se klapna zatvori ili otvori kad pritisnem taj taster a sad nema nikakve razlike , ne znam da li je crkao motorcic za pomeranje klapne ili se nesto zaglavilo? Sijalica na tasteru se pali i gasi. Gde se nalazi ta klapna koja regulise cirkulaciju vazduha pa da je mozda namestim da stalno stoji na ubacivanju spoljasnjeg vazduha posto je ocigledno ostala na cirkulaciji vazduha u kabini ?

Pozdrav

Edited November 22, 2015 by CrackFox

[skile86 539]

Ako se motoric cuje da radi, a nista se ne desava, onda je pukla plasticna osovinica koja otvara i zatvara klapnu. 

U suprotnom, zaribao je motoric naravno.

Mislim da je najlaksi pristup klapni spolja. Potrebno je da se skinu brisaci i ona plastika ispod soferke. Kad skines, videces sta i kako.

Mozes i sa unutrasnje strane to da izvedes, ali ima vise gimnastike...

Edited November 22, 2015 by Skile