HORNS

Horns are devices that emit a loud sound and vehicles have one or two horns. When two are used,
each has a different tone when operated separately, yet sound combines when both are operated.
Automotive horns are usually wired directly to battery voltage from the fuse panel. A majority, except
for most Fords, utilize a horn relay.

With a relay, when the horn button on the steering wheel or column completes a circuit to ground that
closes a relay, current required by the horn then travels from the relay to the horn. Some older systems
do not use a relay, and current is supplied directly to the horn through a switch in the steering column.
The horn circuit includes an armature and contacts attached to a diaphragm. The armature causes the
diaphragm to vibrate audibly.

Figure 44–2 A typical horn circuit.

Horns

Horns may be of the high-frequency, or of the wind-tone, type. Most British cars have matched pairs
of the wind-tone type which produce a directed and penetrating sound which is not too unpleasant to
the ear. The high-frequency horns emit a very powerful and piercing note and are usually fitted to
motor cycles and commercial vehicles.

High frequency. In all horns the sound is produced by the vibration of a column of air, the vibration
being caused by the rapid movement or oscillation of a diaphragm. The pitch and frequency of the
sound is determined by the speed or vibration of the diaphragm. The loudness is determined by the
extent of movement of the diaphragm.

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Fig. 11.20 High-frequency electric horn

The basic principle of the electric horn is that of a flexible steel diaphragm being attracted to an
electromagnet, the diaphragm being distorted during the attraction and springing away from the
magnet when the flow of current is stopped (see Fig. 11.20). The current passes through a pair of
contacts, one of which is fixed while the other is mounted on a spring blade. When the diaphragm
reaches the end of its movement towards the magnet a push rod attached to it moves the spring blade
and so separates the contacts. This interrupts the flow of current, stops the action of the magnet, and
allows the diaphragm to spring back away from the magnet. As this happens the contacts meet again
and the magnet is re-energized to attract the diaphragm again and continue the sequence of operations.
The mechanism is enclosed by a case secured to a bracket which must be flexibly mounted and clear
of obstructions. The diaphragm is mounted across the mouth of the case and carries an aluminium or
steel tone disc. The later versions of these horns have either a low- or a high-frequency note, and they
can be matched in pairs to give a very powerful warning note. These types have a condenser to protect
the points from arcing during their operation.

Fig 11.21: Single horn circuit horn Fig 11.22: Twin horn circuit horn
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Where a single horn (Fig. 11.21) is fitted, it is usually supplied with current from the A.2. terminal of
the control box or fuse block. The horn circuit should be protected by a 35-A fuse. Where a pair of
these horns is fitted, volt drop in the cables could affect their operation. It is recommended that a
separate circuit be supplied from the starter solenoid switch, and that it include its own 35-A fuse.

Adjustment, to compensate for contact wear, is required only after a very long period of service. An
ammeter must always be used, and the adjustment varied until a specified amperage is obtained. In the
earlier 12-V types this should be 2 A. In the later types, which have a fine adjustment screw, the
amperage is between 2-5 A and 4 A at 12 V.

Wind tone. These horns operate on the same electrical principles as the high-frequency types but the
diaphragm is arranged at the inner end of a trumpet. This consists of two die-cast halves which are
bolted together, the mechanism being mounted on the upper face of the upper half. The sound waves
produced by the rapid oscillation of the diaphragm travel down the trumpet, the length of which is
such that the column of air vibrates at the same frequency as the diaphragm. This determines the pitch
of the note while the shape of the trumpet determines the overtones. The trumpet is coiled to enable
the length to be obtained without the excessive use of space. The diaphragm is so mounted that its
edges are held while the centre is attracted by the electromagnet. The contacts are protected by a
pellet-type resistance, these horns requiring a heavier current than the high-frequency types.

The horns are usually fitted in matched pairs (Fig. 11.22) and are operated by a relay switch. This is to
avoid the effects of volt drop in the circuit, the heavy currents being carried by heavier and shorter
cables and the relay being operated by smaller current and lighter cables. This is important where the
cable has to pass up the steering column - space being very restricted. The current supply should be
taken from the starter solenoid to the relay via a 50-A fuse. Twin wind tone horns operating at 12 V
usually require 13 A for their operation, while twin 6-V types require about 26 A. The adjusting
amperage for these types of horn operating at 12 V is between 6 A and 8 A according to model.

Wind horns. A number of Continental horns incorporate an electrically driven air pump or compressor
which forces air through two or more plastic trumpets in sequence. The length of the trumpets differ
and so provide different notes. These types are also operated via relays.

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DIRECTION INDICATORS

The older semaphore types of direction indicator have been replaced by the flashing-lamp type. In
these a pair of lamps is arranged at the front and rear of the vehicle, the front lamps showing an amber
or a white light when operated and the rear lamps an amber or a red light. The bulbs must have 21-W
filaments and the lights must flash between 60 and 120 times per minute. A warning lamp must be
visible to the driver and this is often built into the switch lever. One or more lamps may be fitted on
the instrument panel.

Fig. 11.23 Flasher circuit Fig. 11.24 Flasher unit

The heart of the system is the flasher unit (Figs. 11.23 and 11.24). This is a thermal switch and it is
hermetically sealed to prevent it suffering damage by damp or dirt. It must be mounted vertically with
the terminals to the bottom, and in a position where heat and vibration are at a minimum.

The mechanism is mounted on a circular base plate which carries three terminals. A central steel core
carries a winding, one end of which is connected to the lamps via terminal L. The other end is
connected to a fixed contact which is also connected to a ballast resistor, i.e. the winding is in series
with the resistor. An opposing contact is carried at the upper end of a metal strip secured to a spring at
the foot of the core, and connected to terminal B. These contacts are normally held apart by the tension
of the actuating wire arranged between the top of the strip and the ballast resistor.

When the directional switch is operated, the contacts being separated, current flows through terminal
B and the metal strip, the actuating wire and the ballast resistor, and the series winding - passing
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through terminal L and the lamp filaments at one side of the vehicle to earth. Due to the current
passing through the ballast resistor, the voltage at the lamps is insufficient to cause them to light but
the filaments are preheated. This enables them to flash at the regulation 60-120 times per minute and
protects them from the sudden surges of current.

The flow of current through the actuating wire causes the wire to heat up and expand. Its length
therefore increases and its tension is reduced. This enables the top of the strip to move and the contacts
to join. The strip is so shaped that its centre buckles or clicks as the top moves, the centre moving very
quickly in the opposite direction. This simple mechanism acts in the same manner as the toggle
mechanism in the electrical fuel pump - ensuring a very rapid make and break of the contacts, and
being the source of the clicking noise heard as the unit operates. When the contacts are joined the
ballast resistor is excluded from the circuit, together with the actuating wire, and the strength of the
current is increased such that the lamps are now lit. As the actuating wire cools it contracts, and its
increasing tension pulls the metal strip away from the fixed contact. The buckling or toggle action
occurs and the contacts are quickly separated to restart the operating cycle.

When the current flowing through the winding is strong enough to light the lamps (36-40 W being
taken) the core is magnetized sufficiently to attract the armature carrying the moving pilot contact. As
these contacts join, the pilot lamp is also lit. When the lamp contacts are separated the reduced current
reduces the magnetic strength of the core, and the pilot contacts are separated by their armature spring.
The pilot lamp therefore goes out of action at the same moment as the indicator lamps, and the correct
operation of the pilot lamp shows that the indicator lamps are working properly.

Table 11.1 Faults

SNo. Symptom Fault Causes

No light at pilot lamp One lamp not • Filament broken

Click rate increased working
• Open circuit between filament and switch
1
• No earth connection
No light at pilot lamp Two lamps not • Open circuit between switch and first connector
No clicking working
• Both filaments broken
2
• Open circuit between ignition switch and fuse A.3.
No light at pilot lamp No lamps
• Fuse blown.
No clicking working
3 • Open circuit between fuse A.4 and flasher B
terminals.
• Flasher unit defective.
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FUEL GAUGES

These consist of a quantity-indicating gauge mounted on the instrument panel, and a transmitting or
tank unit. The tank unit is a coiled resistance, varying lengths of which are brought into the circuit by
the action of a float-controlled fork or bridge. When the tank is full the whole resistance is in circuit.
When the tank is empty the resistance is excluded from the circuit. In one type of gauge (Fig. 11.25)
two small electromagnets are arranged to attract a small iron armature to which the indicating needle is
attached. The flow of current, and therefore the strength of field, of one magnet is constant. The flow
of current, and the strength of field, of the other magnet depends upon the value of the resistance
included in the circuit by the action of the float. The armature and the needle therefore take up a
position of balance and indicate the quantity of fuel in the tank. As the same basic voltage is applied to
each magnetic winding the gauge is automatically compensated and the accuracy of the indication is
not affected by the state of charge of the battery.

Fig. 11.25 Magnetic type of fuel gauge

In another type of instrument (Fig. 11.26) a bimetallic strip is heated by the current flowing through a
heating coil wound over it. The deflection of the strip due to the heating effect is magnified and
transmitted to the gauge needle. When the tank is full, the resistance is zero and the maximum current
flows through the heating coil. Maximum deflection of the strip occurs and the needle indicates full.
When the tank is empty, the resistance is at maximum and minimum current flows through the heating
coil. The deflection of the bimetallic strip is nil and the needle indicates empty. The accuracy of this

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type is affected by variations in the battery voltage and it is usual for all the instruments of this type on
a vehicle to be supplied from their own voltage regulator at about 10V.

Fig. 11.26 Bimetallic type of fuel gauge

NOTE. Battery voltage must never be applied directly to any of the terminals of either type of
instrument.

Table 11.2 Faults (magnetic type)

SNo. Fault Causes

No movement of gauge Open circuit between (a) battery and gauge B terminal, (b)
1 needle when ignition switched gauge and earth, or (c) gauge and tank unit
on

Gauge indicates 'empty' when Open circuit between (a) battery and gauge B terminal, (b)
2 tank is full gauge and earth, or (c) gauge and tank unit

Permanent "empty' indication Open circuit between gauge and earth;

3 Short to earth between gauge and tank

Permanent 'full' indication Open circuit between gauge T terminal and tank unit
4
Tank unit not earthed

Permanent reading between Float arm or fork seized in tank unit

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5 ‘empty’ and ‘full’

6 Fluctuating readings Loose connections somewhere in the circuit