ENE et mete) Teves anti-lock system Self-instruction programme no. 14 Post-Venta FormationPresent-day vehicles incorporate many devices to improve active safety. One such device which makes a decisive contribution to improving active driving safety is undoubtedly the anti-lock system. Seat has for the first time introduced in the Toledo a latest-generation ABS: the Teves Mark Vv. The following are the most notable advantages of the system: Reduction of braking distances. © Retention of vehicle steerability when braking in bends. ® More relaxed driving in extreme situations. © The regulation electronics plays a secondary role in the event of the ABS being left out of service, for under such conditions the conventional braking system is available. © A considerable reduction of fault-tracing times, thanks to the self-diagnosis system incorporated into the system.Contents Why fit anti-lock systems? Structure of the system Hydraulic unit Anti-lock system (Teves Mark IV) Flow diagram of the system Current supply Components Braking functions with anti-lock regulation © Pressure creation © Pressure maintenance © Pressure degradation Wiring diagram of functions Self-diagnosis Precise checking, adjustment and repair instructions are detailed in the prescribed workshop literature.Why fit anti-lock systems? There has been a continual improvement in the performance of modern automobile braking ‘components and systems. Yet if the highest degree of driving safety is to be offered at times of danger, an anti-lock system is advisable and necessary. This system prevents the dangerous locking of one or more wheels during full braking, thus enabling the vehicle to be kept under control by maintaining steerability and road-holding Physical factors affecting the braking process Stopping distance and braking force a ‘Snnet The stopping distance of a vehicle depends Wheel on speed, weight of the vehicle and the sum of braking forces at the four wheels. Under full braking, the anti-lock system exerts the maximum possible braking force at each of the four wheels. The maximum braking force at a wheel depends on the load borne by the wheel and on the friction coefficient u. non However, the friction coefficient 1 is not coatficient «constant, depending as it does on the nature of the road surface and on weather conditions. aig oes Steerability and road-holding By steerability is meant the front wheels having sufficient lateral steering capability available when rounding bends. However, if a tyre is to transmit 100% of the braking power applied to it, this means that no percentage is left for the lateral steering force. Consequently, a vehicle with locked wheels is not steerable, Kamm's friction circle explains the relationship that exists between braking force and lateral steering force. One can readily grasp that the optimum lateral force transmitted must be in strict proportion to the braking force. By road-holding is meant the vehicle's not deviating from its path under braking. If the force" rear wheels lock, lateral steering forces Kamm’ tition cannot be transmitted, The vehicle goes out len of control because the rear axle ceases to Resultant force follow the vehicle's path, and it slides.Braking and lateral steering forces Braking force coofficiont table ° 4 _— ABS operating margin Regulating margin 2 40 ~«6O unstable ~ Lateral force 700%. Slipping Concrete (ary) | 0 100% Slipping Operating margin of the anti-lock system Under braking, the braking force increases considerably at first, while slipping increases more slowly towards its maximum value. Then the braking force falls off again while the slipping increases. Both in driving and in braking, lateral forces are acting on the vehicle. This means that the braking force diminishes in accordance with the lateral force at work. Thus transmittable lateral force is the measure of road-holding, and is termed lateral steering force. It can be appreciated from the accompanying figure that sufficient lateral steering force can still be transmitted within the anti-lock system's operating margin. The vehicle thus retains steerability under full braking. Coefficient of braking force in function of slipping The typical pattern of all slipping curves is, nearly identical. Only the braking force coefficient depends on the nature of the road surface and on weather conditions. It can be seen from the wet concrete curve that the maximum possible braking force is lower, and the stopping distance therefore greater, than for dry concrete. The loss in transmittable braking force is clearly visible with low friction curves, as with snow and ice. A vehicle equipped with an anti-lock system regulates braking pressure so as to make full use of the maximum possible braking force. In the case of snow, the skid curve shows a peculiar feature. A vehicle with no anti-lock system braking on loose snow has its braking force increased and its stopping distance decreased by a kind of wedge building up in front of the locked wheels. The vehicle, however, is not steerable. A vehicle with an anti-lock system can be manoeuvred, but its stopping distance is greater.The anti-lock system incorporated into the Toledo range is basically characterized by a rational grouping of components. A good example of this is the hydraulic unit block, in which a large number of elements have been grouped together in a really small space. The rotation detectors at each of the wheels are interconnected with the control apparatus situated in the right-hand part of the boot. If any fault should arise in the system during driving, the driver is warned of same by the ABS warning light situated on the instrument panel. Rotation ‘ABS warning light detector with brake servo incorporated Control apparatus Rotation detector Rotation detector Rotation detector Important On vehicles with right-hand drive the hydraulic unit assembly is split. Both the brake pump and the servo are situated on the right-hand side, while the rest of the assembly occupies the left-hand side of the engine compartment.The hydraulic unit fulfils the following functions: © It generates additional braking pressure under anti-lock regulation. It modulates braking pressure under anti-lock regulation. It generates braking pressure with the aid of a double-piston brake pump assisted by a conventional pneumatic brake servo. Reserve Brake servo tank Hydraulic pump Slectromotor, ~ with spin Brake pedal — position potentiometer Brake cylinder / Valve block Ine hydraulic unit comprises the following components: © Reserve tank with fluid-level warning contact * Electromotor for hydraulic pump operation with spin sensor incorporated. # Double-piston brake cylinder * Pneumatically assisted brake servo * Valve block © Brake pedal position potentiometerThe Teves anti-lock system (Mark IV) is designed as a four-circuit brake installation. This means that each wheel has independent anti-lock regulation. The regulation electronics plays a secondary role in this system in the event of any fault arising in an electric or electronic component of the ABS. In the event of a fault the anti-lock system disconnects and the vehicle has available a conventional brake system with dual diagonally crossed circuit, pneumatic brake servo and braking regulator on the rear axle, Frant brake, calipers Hydraulic unit ‘with brake servo Braking regulstor Brake calipers The anti-lock system prevents the wheels from locking under braking. This means that: WM the vehicle does not tend to skid under braking the vehicle can still be steered under braking stopping distances are generally shorter hard braking does not damage tyres Win danger situations the driver is physically relaxed.Rotation detector Rotation detector Brake system ABS warning ‘warning light High Control unit Hydraulic unit Hydrau pump electric Electromagnetic valves How it works: The rotation detectors continually monitor the rotation speeds of the wheels, passing the readings on to the control unit. The control unit treats each piece of information independently and continually calculates the rotation speed and slip values. If a tendency for one of the wheels to lock is detected, it sends adjustment commands to the electromagnetic valves and to the hydraulic pump. This means that, with this anti-lock regulation, braking pressure is maintained in principle at the value given at the time. If deceleration is still too great, the braking pressure is reduced, the braking effect thus being diminished and the wheel accelerating once more. If weak braking is applied, then deceleration begins again through a rise in the pressure. Note: If a fault occurs in the system before or during the journey, the control unit disconnects the lock system, and the ABS warning light comes on.The sensors (inform: n emitters) record a series of operational conditions and transform various physical magnitudes into electrical signals. The control unit for ABS (J 104), designed with digital technology, processes the signals proceeding from the various sensors. 10 Sensors formation emitters) Front right wheel rotation detector G 45 Front left whee! rotation Satector G 47 Roar right wheel rotation dotector G 42) Control unit for ABS J 104 Rear left wheel rotation detector G 46 Brak light Saitoh P 123 Spin sensor pomp aac Diagnosis Inotar 638 comectorOnce the pieces of information have been processed, the magnitudes of the output signals are calculated on the basis of regulation strategies programmed in advance. The output electrical signals are transformed by the actuators (positioning organs) into mechanical magnitudes. Actuators (positioning organs) Eloctromagnetic valves block (N88, N 109, N01, N 102, N33, N'134, N 136 and N 136) Hydraulic pump ctric motor V 6 Relay for hydraulic pump ‘ABS werning light K 47 ABS relay J 102 "For the anti-lock system to function well, all components must be perfectly supplied with current. Relays for supply of the system The relay for the ABS system “J 102" is installed in the additional relay carrier. When the ABS is in service it supplies current through the “S 54” fuse to the following components: — Control unit for ABS —Relay for hydraulic pump electric motor — Electrovalves. The excitation branch of this relay is in its turn protected by the “S 4” fuse, situated in the central unit. © The relay for supply of the hydraulic pump electric motor “J 185” is installed in the additional relay carrier. This relay supplies current through fuse "S 53” to si motor. electric Relay for hydraulic pump tlectrie motor J 188 Relay for ABS J 102 \. \ 7 Fuse $53 19 || 20 21 22 \2a 13|[14|[15| fell | a 2 Salk 5 |[6 10 |} 11 Central unit (eeu ~ ao o 10 11 12 13.14 15 16.17 18 19 Rae Fuse S 4 12Ground connections To the right-hand zone of the boot, very close to the ABS control unit, are two ground connections. The control unit needs these grounds in order to cover the following functions: * Electronic ground for supply of the internal control systems. * Sensors ground for the sensors and their corresponding screening meshes ‘* Power ground for the final power stages of the actuators. The ground for supply of the hydraulic pump electric motor is situated on the inner side of pillar A, very close to the central electrics box.Wheel rotation detectors These induc /e-type detectors record variations in the speed of rotation of the wheels, passing the information on to the ABS control unit. Assembly layout Toothed ront) Rotation detector front) Rotation detector (rear) The rotation detectors for the front wheels are arranged axially with respect to the toothed wheels, which are fitted to the hubs and therefore spin at the same speed as the vehicle wheels. These detectors are bolted onto the hub stanchion. Important The distance between the rotation detector and the toothed wheel is of vital importance for correct functioning of the system. For this reason it important to avoid blows or other types of action which might lead to deformation of the rotation detectors or the toothed wheels. The rear wheel rotation detectors are arranged radially with respect to the toothed wheels. Like the front wheel detectors, they are bolted onto ‘the hub stanchion. Note. The rear drive assembly may be fitted either with disc brakes or drum brakes. The rotation detectors are constructionally identical in either case.Operating principle Sinusbidal alternating current Permanent magnet \gnetic field lines. The rotation detectors function according to ‘the principle of electromagnetic induction. They basically comprise a permanent magnet upon which a metal spiral is coiled. When the toothed wheel spins a distorsion of the magnetic field lines, and at the same time @ variation of the flow, are produced. Owing to this variation, and according to the principle of self-induction, @ sinusoidal alternating current is generated in the spiral. This variable alternating current is picked up by the control device and subsequently processed as a wheel revolutions signal. Replacement function and self-diagnosis If one or several rotation detectors were to be left out of service, the ABS disconnects. The driver is warned of this by means of the warning light situated on the Faults arising in the wheel sensors lie within the Electrical circuit instrument panel. gnosis volume. Key G44 Rear right wheel sensor G45 _ Front right wheel sensor G46 Rear left wheel sensor G47 _ Front left wheel sensor J104 Control unit for ABS 15Electromagnetic valves The electromagnetic valves influence the hydraulic pressure in the brake circuits during ant lock regulation. The eight electromagnetic valves are mounted on the valve block. There is an inlet valve and an exhaust valve for each brake circuit. The inlet valves are open when at rest so that the brake pressure may reach the wheel brakes directly when braking. The exhaust valves are shut when at rest, isolating the wheel brakes from the reserve tank, Fier From the dusl master eylinder © ‘he reserve tank zs tothe brake caliper 16Exhaust valve Operational phases 4 =) 0 from the dusl master evlinder Pressure maintenance In the pressure maintainance phase, the inlet valve is excited electrically by the control device. Due to this, both valves are then shut. Braking pressure in the brake circuit liable to locking cannot continue to increase. to ‘the resorve tank Pressure degradation During the pressure degradation phase the inlet and exhaust valves are excited electrically. Thus the inlet valve is closed, and the exhaust valve briefly opened. The braking pressure in the brake circuit in danger of locking returns to the reserve tank. The speed of wheel rotation rises again. These three phases are repeated until the danger of locking has been eliminated. Note the reserve The electromagnetic valves are excited by the tank control device only in the event of anti-lock regulation. In the event of braking without locking of wheels they are at rest.Replacement function and diagnosis From the time the ignition is switched on until the ABS warning light goes out, there passes a time during which the control device executes checking routines. One of these routines consists in briefly exciting the 8 electromagnetic valves. If any of the electrovalves were to prove defective the ABS warning light would remain on (ABS out of service). If the fault should arise during driving, the ABS would also be disconnected. Anomalies which may arise in the electrovalves lie within the diagnosis volume. Electrical circuit 108 To Soa: v 1 U Go 1 1 3 55 18 54. 36 21 2 38 20 Hydraulic 9 8 a 1 7 4 2 5 inh i 133 N15, 134) N136 100) 102 Nga 101 From the relay for ABS. Key J 104 Control unit for ABS N99 Front right wheel inlet valve N 100. Front right wheel exhaust valve N 101 Front left wheel inlet valve N 102 Front left wheel exhaust valve N 133. Rear right wheel inlet valve N 134 Rear left wheel inlet valve N 135 Rear right wheel exhaust valve N 136 Rear left wheel exhaust valveHydraulic pump electric motor with spin sensor Hydraulic pump motor Brake caliper The hydraulic pump is fitted between the reserve tank and the valve block. An electric motor, governed by the control device through a relay, has the function of activating this pump. When the exhaust valve is excited in the event of wheel locking, the brake caliper is connected with the reserve tank in such a way that the pipe which links the caliper with the valve block is left without pressure. When there is a return to the normal braking phase (valves at rest) pressure must be created in this pipe, so that the brake pedal loses travel momentarily. To avoid this phenomenon the hydraulic pump comes into operation, generating a pressure which is sent to the brake cylinder. Due to this mechanism the pedal comes up, thus compensating the loss of travel due to opening of the exhaust valve. Note: The hydraulic pump operates only during anti-lock regulation,\ Eccentric for ‘operation of the hyd The electric motor for operation of the hydraulic pump and the spin sensor form an assembly which is bolted directly onto the hydraulic unit. Hydraulic pump electric motor This electric motor has the function of activating the hydraulic pump. Itis connected by the control unit, through a relay, in the event of anti-lock regulation. An eccentric cut at the end of its armature drives to the double-piston hydraulic pump. Spin sensor An inductive-type spin sensor incorporated into the electric motor casing serves to detect the rotation movement of the armature. The cages cut into the central body of the electric motor armature function as pulse wheels of the spin sensor. The signal generated by this sensor is sent to the control device, for subsequent processing as a feedback signal. Replacement function and self-diagnosis If the electric motor or the spin sensor go out of service the ABS is disconnected. The driver is warned of this by the warning light situated on the instrument panel. Faults arising both in the electric motor area and the spin sensor area lie within the diagnosis volume. Electrical circuit 4104 Hydraulic ‘unit ves From the relay electrle motor Key G28 Spin sensor of the hydraulic pump electric motor J104 Control unit for ABS V.64 Hydraulic pump electric motor —for tha hydraulic pump 16Pedal position potentiometer Potentiometer Potentiometer feeler Plastic leave This is attached to the brake servo housing. A feeler, resting directly on the brake servo diaphragm, drives a slide which moves across the potentiometer track. Thus a variable electrical signal is generated in function of the position of the brake pedal. In response to the signal from the potentiometer, the hydraulic pump electric motor is activated or deactivated when the anti-lock regulation is at work. Important A plastic sleeve is fi feeler. In the event of replacement, the colour of this sleeve must coincide with that of a sticker stuck onto the brake servo housing. fed onto the end of the potentiometer Replacement function and self-diagnosis If the potentiometer goes out of service the ABS disconnects. The driver is warned of tl the warning light on the instrument panel. Faults which might arise in the area of this sensor lis Electrical circuit in the diagnosis volume. Key G 100 Brake pedal position potentiometer J 104 Control unit for ABSBrake light switch This is situated on the stirrup of the brake pedal. It is designed as an open switch at brake pedel rest position, switching to closed as soon as the brake pedal is depressed. When the ABS control unit receives the signal indicating that the brake has been applied, it resets all memorized regulating functions, to obtain braking pressure immediately. Replacement function and self-diagnosis If the ABS control unit does not receive any brake-depressed signal, then no anti-lock regulation exists. As thi inal of a sporadic type it does not lie within the diagnosis volume. Electrical circuit J Central unit Key be, F Brake light switch J104 Control unit for ABS 104 ‘The ABS warning light is situated on the instrument panel. When the ignition is switched on it lights up, and after a short time it goes out if no fault in the system is detected by the control unit. If a fault occurs when dri the ABS. ABS wart g light switches on the warning light and disconnects ing, the control uni Electrical circuit (@ j kar ) Key | 47 Warning light for ABS J104 ABS control unit Sa 104 atHydraulic pump electric tank Spin senso Pedal position potentiometer Rotation, detector Front right Resa Rear right wheel Front lett Rear loft whee! whee! 2Brake light switey ~~ Brake servo Electrovalves Pressure creation phase The diagram of the figure shows the various components of the anti-lock system, together with the interconnection between them. When braking with no tendency for the wheels to lock, the electromagnetic valves remain at rest, i.e. the inlet valves are open and the exhaust valves closed. Braking pressure in the brake circuits can build up without hindrance, thus reducing the rotation speed of the wheels. Note that the braking pressure in the hydraulic pump branch lines is retained by the valves incorporated in the body of the pump itself. Braking pressure Braking pressure/whoel Fotation speed. Time t This diagram shows clearly how as braking pressure increases the speed of rotation of the wheel diminishes gradually.Exhaust valve Rotation Front right detector WheelPressure maintenance phase If there is a tendency for one of the wheels to lock (e.g. the front right wheel), the corresponding inlet valve is excited. The valve shuts and braking pressure at the wheel braking element is maintained at @ constant level, independently of the force exerted on the brake pedal. This process can affect one or more wheels, depending on their rotation speed. Consequently, when the risk of locking is present in braking, each wheel can receive a different braking pressure. Faiaietalvconer This diagram shows that when E braking pressure is kept constant the = rotation speed of the wheel tends to g stabilize, thus reducing the danger of # locking. =e TimetHydraulic pump elecric rotor Spin sensor Exhaust Rotation. — valve detector Front right wheelPressure degradation phase If the rotation speed of one or more wheels (e.g. the front right wheel) continues to drop despite braking pressure remaining constant, the corresponding exhaust valves are excited electrically. The exhaust valve is briefly opened, and the brake pressure in the corresponding brake circuit is diverted to the reserve tank through the return pipes. The rotation speed of the wheels rises once more. Since the vehicle is braking, the brake pressure must be increased again. These three phases are constantly repeated while the risk of locking is present. During anti-lock regulation the hydraulic pump is activated. Fluid under pressure is thus sent to the brake pump elements. The brake pedal comes up again, thus ensuring reserve brake-pedal travel during anti-lock regulation. Eroan Ustream This diagram shows how as braking = phase pressure diminishes, the speed of é ' wheel rotation tends to increase 3 i progressively. g & TimeIsis 26 308 ! = dio Fas & Key Fo F3a G28 Gas G45 Gas oar G 100 J 102 J104 185 K7 kar Nos N 100 N 101 N 102 N 133 Ni34 N 135 N 136 s4 S16 S21 S53 S54 T 2x T2y T2 ves Battery Brake-light switch Hand-brake control switch Brake fluid level warning switch Hydraulic pump electric motor spin sensor Rear right whee! rotation Front right wheel rotation sensor Rear left whee! rotation sensor Front left wheel rotation sensor Brake pedal position potentiometer, Relay for ABS ABS control unit Hydraulic pump electric motor relay Brake control warning light ABS warning light Front right wheel inlet valve Front valve Front left whee! inlet valve Front left wheel exhaust valve Rear right wheel inlet valve Rear left wheel inlet valve Rear right wheel exhaust valve Rear left wheel exhaust, valve Fuse in central unit, Fuse in central unit, Fuse in central unit, Fuse in additional relay Fuse in additional relay carrier Double connection plug for self-diagnosis Double connection plug for self-diagnosis, Double connection plug for self-diagnosis Hydraulic pump electric motor ht wheel exhaustColour code ™ Current supply ™ Ground © Input signals © Output signals How it works When the ignition is switched on voltage is provided from terminal 15 of the ABS control light (K 47). The warning light is initially connected to ground through the ABS relay {J 102) which is still at rest, and it therefore lights up. Voltage is at the same time supplied from terminal X to the ABS relay and the control unit (J 104). Under these conditions the control unit sends ground through contact 34, switching the ABS relay. The ABS warning light now remains lit, due to the ground sent to it by the control unit through contact 52. The control unit executes checking routines, and if all components of the ABS ar cuts the ground of contact 52 and the ABS warning light goes out. On operating the brake, voltage is provided through the brake lights switch to contact 32 of the control unit. The regulation functions memorized in the control unit are thus reset to zero and braking pressure is created immediately. If there is a tendency to locking of any wheel, the corresponding electromagnetic valve and, if appropriate, the relay of the pressure generation pump, are connected to ground by the control unit, thus carrying out anti-locking regulation. Thé pressure generator pump operates until the control unit disconnects it in function of the signal from the brake pedal position potentiometer. The spin sensor of the pressure generator pump motor sends a feedback information signal to the control unit. if the unit sends ground to activate the pump relay, and the relay does not start operating due to a fault, then the ABS is automatically disconnected. If the control unit detects a fault in the system, then the anti-lock regulation is disconnected. The relay for ABS is disconnected and the control warning light comes on. order itThe ABS control unit (J 104) is equipped with a faults memory. If faults arise either in the sensors (information emitters) or in the actuators (positioning organs), those faults are memorized in the faults memory. Following evaluation of the information, if the ABS control unit detects a series of faults it keeps them memorized until the contents of the memory are deleted. The faults memory is permanent and is not deleted even if the battery is disconnected. It is therefore essential to delete it once the diagnosis process has been completed. The faults memory may be consulted with the VAG 1551 faults reader, for which purpose a diagnostics connector is available. Diagnostics connector The diagno: connector is situated under the dust cover of the gear change lever. This connector has three connection plugs (connection strips T2x, T2y and T2z of the wiring diagram). The plugs have different connection slots in order to rule out erroneous connection of the faults reader. The “intermittent code” connection strip 3 is not used in practice in diagnosis, since in this operational mode maximum advantage is not taken of the possibilities offered by the self-diagnosis system. oltage supply 2 = Rapid data transmission 3 = Intermittent codeV.A.G. 1551 faults reader The potential of self-diagnosis can be used to best advantage through utilization of the V.A.G. 1551 faults reader. Two modes of operation are available: 1- Rapid data transmission 2- Intermittent code output The possibilities offered by the diagnostics system can nevertheless be used to the fullest advantage with only the “rapid data transmission” mode of operation. Once the cables of the faults reader have been inserted into the diagnostics connector, “rapid data transmission’ service mode 1 is chosen. The sytem to be checked is then chosen (Address code), as follows: Address code: 01 -Engine electronics 11 - Mixture preparation 21 - Ignition electronics 31 - Turbocharging pressure control 02 - Gear change electronics 03 - Brake electronics a 04 Suspension and chassis electronics 14- Wheel damping electronics 24- Acceleration slip control 05 - Safety electronics 06 - Comfort electronics 07 - Information electronics 08 - Climatization/heating electronics Once “Brake electronics” has been chosen {address code 03), the following functions can be chosen: 01 - Consult control unit version 02 - Consult the faults memory 03 - Diagnose the positioning organs 04 - Start basic adjustment 05 - Delete the faults memory Rapid data 06 - Terminate data output See 07 - Codify the control unit 08 - Read the measurement values block 09- Read a specific measurement value 31Function “02”: consult the faults memory When this function is selected the faults reader display shows the various faults stored in the permanent memory of the control device. When memory consultation has finished, the memory must be deleted. Function “05”: delete the faults memory When this function is selected the faults memory is automatically deleted. As it is a permanent faults memory, it is essential to delete it. If it is not deleted, faults would be memorized again in future diagnosis and could give rise to potential errors. Checking the installation with the S.A.T. 1598 The memory of the ABS control device picks up faults which may arise in the ABS system, though it does not distinguish the type of fault. Let us look at an example: “Rear right wheel rotation sensor defective”. The self-diagnosis is restricted to localizing the fault, without speci Possible causes of the fault in this case would be: ing where its origi ® Cables to the sensor cut, short. © Wheel sensor defective. ® Air gap between pulse wheel and rotation sensor outside its nominal value. © Pulse wheel broken or deformed. rouited or sent either to ground or to positive. In this case, the real origin of the fault must be traced, using the S.A.T. 1598 workshop equipment. Using this equipment, workshop operatives can trace electrical faults rapidly, conveniently and safely. ABS control ‘Multi-purpose tester (VAG. 1526) Checking box / WAG, 1598} Adaptor ‘cable (WAG. 1898/10) TTT 32 To the anti-lock system installationNOTES:NOTES:This booklet has been drawn up for After-Sales taining, ‘The data which appear in it are subject to possible variations. The booklet is for exclusive use of the SEAT sales organization 25a 20846010010 ovine 1991