T/¢ Electrical consumers The ighting system Each country has:laws governing vehicle lighting and its use, which often differ from one to another. But most countries broadly have these requirements: 1. sidelamps showi 1g White to the front or, as in the USA, orange; 2. headlamps providing main and dipped beams (these should be correctly aimed to avoid dazzling oncoming drivers); Auxitary diving tarps —< So [33 5 Sidetignt ¥ su 3. tail-lamps and reflectors showing red to the rear. A basic lighting circuit has all the lights con- nected in parallel, to ensure that failure of one light does not affect the others in the circuit Figure 25.32). Although they use the same master switch, the sidelamp circuit is separate from the headlamp circuit. When the headlamps are on, current flows to another switch in the circuit known as the dip-switch, which can divert the current to either the dipped or the main beams. Although some vehicles may employ two com- pletely separate headlamps, many use a double- filament bulb in the same lamp. These fila- Fuse ‘Aiary et ‘Auxiiary ight Headlamp - Main Di Headlamp - Dip Main beam -on warring wait | sues Front fog let Front fog - ight Sido lft Rear left ‘Sido right For ight ‘Number plato Figure 25.32 Simy ied lighting circuit.Fie TH 260 / j Dip lament Dip tment Motor vehicle technology for mechanics Figure 25.33 Headlamp bulbs. (a) Offset dip filament: whole beam is dipped. (b) Shield dip filament: only haif of the reflector projects light downwards. ‘ments are of different size and consume differer amounts of power, the main beam being brighte than the dipped beam, typically 60W and 40% Figure 25.33). Headlamp lenses are designed to deflect th beam when dipped (Figure 25.34). All vehicle have some means of altering the aim of the heae lamps, as correct headlamp alignment is essenti: to ensure that they do not cause dazzle (Figur 25.35). Stop lamp circuit Figure 25.34 Typical headlamp. This is a relatively simple circuit (Figure 25.36 Spar sana aarce Concerivated ight spots Hioitensy areas athe eights ampsee ijce ™ Floetrical equipment ant wing ‘When the ignition is tured on, the current flows through the appropriate fuse to the brake lamp switch. This switch may be mechanical, and attached to the brake pedal or operating mechan- ism, or a pressure-activated switch incorporated into the brake hydraulic system, Although the stop lamp may be separate from the tail-lamps, in many cases the same lens is used together with 2 double-filament bulh similar to those used in the headlamps. The stop lamp must be brighter than the tail-lamp so that it may be seen in daylight and when the lights are in use. To achieve this the stop lamp filament is of a higher wattage than the tail-lamp. Directional signalling system These are often called the flasher circuits (Figure 25.37). In this circuit a flasher relay makes Tonten switch Sop tamp switch po 0 5 0-1 Fuse Stop Le Waring aps Figure 26.97 Flasher wiring diagram. and breaks the current flow between 60 and 120 times every minute, so producing the flashing lamps. Fach lamp is usually between 20 and 30W. Several different types of relay are in use, but all have the common principle that the lamp current fiself actiates the internpter. In mane: cases the heating effect of the current flow is used, the relay contacts being operated by either a spring steel vane or a himetallic strip. Altern: atively, an electronic multivibrator oscillator Produces square wave pulses that provide the ° switching, ‘As with headlamps, there is a warning lamp or lamps to indicate to the driver that the flashers are operating, Vane-type flasher unit The vane-type flasher is commonly used on basic flasher systems. A ‘vane’ made of spring steel is normally in a bent position and is held in place by a resistive conductor (Figure 25.38). When the flashers are switched on, the current flows through the resistive conductor, which heats up and expands, allowing the vane to snap to the upright position. This opens the contacts and current ceases to flow. The resistive conductor cools down and contracts, pulling the vane back to its original position and closing the contacts again. The movement of the vane produces the clicking sound that is heard when the flashers operate, Other flasher units may provide clicks by arti ‘means as an audible warning of operation. ‘Hazard warning lights ‘The hazard warning lights use the flasher circuits, to flash all the. signalling lamps together as a warning. The same circuits and units are used ‘with some additional circuitry, switching and a warning lamp. 4 Clicking vane262 Electric horn Most homs are of the vibrating diaphragm type. An iron armature is attracted by the magnetic field created by a current carrying coil; the movement of the armature then breaks a pair of contacts, which cuts off the current flow to the coil. The armature then retums under spring action and the cycle is repeated. The armature is connected to a flexible dia- phragm, which vibrates at high frequency, pushing the air back and forth. This creates 2 sound, which is increased by placing a tone disc, which-vibrates at a different frequency, in front of, the diaphragm (Figure 25.39). The fuel gauge The system usually consists of a fuel gauge ‘mounted in the instrument cluster in front of the driver, and a sender unit mounted in the fuel tank. The fuel gauge indicates the level of fuel in the tank according to the position of the tank unit float. This rises and falls with the level of fuel, and in so doing moves a contact arm on the tank unit rheostat. This varies the amount of current flowing in the circuit and through the gauge. ‘The magnetic type of fuel gauge contains two small coils: a holding coil and a deflecting coil Adjusting rit Diaphvagm: contacts Tone disc outer cover ‘co ron armatc — |} Hanan rater” Torin! is |. Figure 26.39 The horn. Motor vehicle technolony for mechanics (Figure 25.40). These are fed with current throug the ignition switch, The holding coil is earthed while the deflecting coil is connected to the tank unit and then tc earth. A needle attached to an iron armature is free-to pivot between the two coils. As the fuel level changes, the magnetic field of the deflecting coil also varies, causing movement of the needle. By using two coils the accuracy of the gauge is unchanged by any alteration in battery voltage, as both are equally affected. Bimetal gauges Some instruments use a bimetallic strip in the form of a U to move the indicator (Figure 25.41). One leg has a heater coil wrapped around it, while the other leg is attached to the instrument “Tansmitor “oiontion switch Figure 25.40 Magn Gauge fuel gauge. imetalinsturnentlecsieal equipment and wiring sointer. When current flows the coil heats the ‘tip. As the strip bends because of the unequal 'xpansion of the two metals, a pointer moves \cross the scale to indicate the reading, dther gauges any vehicles have additional gauges such as hose for water, oil temperature and oil pressure. chey will operate on similar principles to those: lready described, but the means of transmitting he current through the instrument may differ. ‘Temperature measurement may involve the ase of a thermistor, a metal capsule containing a emliconductor resistor in close contact with a 2rass heat sink to dissipate the heat generated by he current flow. As the temperature of the unit Curent rom ‘sulted terial waming iam Ta act faphragen —_ =I — 0 earthed ——= Restictor i pressure ‘igure 25.42 Pressure switch. Pressure igure 26.43 Thermal transmitter. increases, the resistance of the thermistor decreases (note that this is the opposite to normal metals). This increases the cusrent flow through the instrument to alter the reading Oil pressure is often indicated by means of a warning lamp, which is operated by a pressure switch (Figure 25.42). In its simplest form, oil pressure acts on a diaphragm, which opens a contact. When the pressure drops sufficiently, the diaphragm returns towards its rest position and the contacts close, completing the circuit and lighting the warning lamp. ‘An electrically operated pressure gauge uses a more complicated transmitter as shown in Figure 25.43. When the diaphragm is subject to pressure it will flex. The movement is transmitted to the contacts, altering the tension. As the bimetallic strip heats up, it bends, opening the contacts. As the strip cools it returns and closes the contacts again. The contacts vibrate as they constantly heat up and cool down, and the speed of the vibration depends on the pressure on the contacts. The vibration gives an average value current, which is used to control a gauge by the use of a voltage stabiliser. Instrument voltage stabiliser It is important that gauges such as those for fuel and temperature should read accurately, specially if they are of the bimetallic type, where the reading can be affected by small variations in voltage. Depending on the state of charge of the battery and electrical load conditions, voltage can vary from 11V to 13. Such'a variation could give incorrect, instrument readings. To overcome this problem a voltage stabiliser is placed in series in the instrument circuit, Tt con- sists of a set of contacts operated by a bimetallic which is heated by a coil connected across stri the battery (Figure 25.44, As the current flows through the coll it heats the bimetallic strip, causing il to bend and open the contacts. This, cuts off the supply to the instruments as well as the supply to the stabiliser heating coil. The strip. then cools, closing the contacts. The cycle of opening and closing then continues at a relatively. slow rate, varying a litle with the voltage. This.Motor vehicle technolony for mechanics vineta sp Bieta stip Heating cot \otagestabiser Sender unt water temperature Figure 26.44 Voltage stabiliser circuit. oscillation results in the instruments’ being sup- plied with a mean value of 10, Electric windscreen wipers have an electric motor, which is geared down at the output shaft. The gearing is usually achieved by a worm drive attached to the armature, meshing with a wheel to which the wiper drive mechanism is attached. ‘The motor itself is generally of the permanent magnet type. These magnets are usually of the high-energy ceramic type, set in a cylindrical yoke Viator temperature ‘guage of laminated steel, which surrounds the armature. ‘The advantages of using permanent magnets are that they use less current, and are cheaper to make (Figure 25.45) ‘Wiper motors are usually two-speed with a self- parking mechanism and an intermittent-wipe facility. A single-speed motor would have its brushes set at 180° apart. Twé-speed motors have an additional brush, which is used to vary the motor’s speed, Windscreen wiper drives ‘There are two types of drive in use today: the link system, driven by a crank from the armature High-eneroy cramic permanent magnetsworm drive (Figure 25.46a); and the rack sys- tem, driven by a connecting rod from the worm gear (Figure 25.46b). In-car enter t Most new cars are equipped with entertainment systems, often of some complexity. The construc- tion, operation and fault rectification of individual components are outside the scope of this book, except for the basic supply circuits and speaker connections. These circuits follow the principles outlined in earlier sections. Problems may arise in the refitting or replace- ment of a radio unit. When installing a radio receiver to a vehicle it is important to ensure that good earth connections are made, and that any ‘wiring, including the aerial lead, is kept as short as possible. ‘The aerial should be fitted in a position where it can receive signals without being obstructed by the body, and in a position where it is least likely to pick up interference from the ignition and @ Wiper blade lectrieal equinment and wiring We other components. Details of fitting are supplied with receivers, but the principles of good earth ing, using the shortest supply cable and a prop- erly mounted aerial, apply in all cases. On vehicles with heavy ‘underbody layers of anti- corrosion protection, it is often easier to run a separate earth wire from the aerial mounting to a suitable under-bonnet earth point. This over- ‘comes the need to cut away the protection and struggle to make a good earth. Even when these requirements have been fol- lowed, interference may still occur. To overcome this problem, suppressors in the form of capaci- tors or chokes (a choke is an inductor device, and consists of a resistor surrounded by a coil, mounted in series) may be fitted to various com: ponents, Earthing straps may also be needed to provide an adequate earth path for current from body components such as the bonnet to the bodyshell Interference is often created by the ignition system. All spark ignition engines should have suppressed HT leads; in addition, a capacitor can be fitted between the switch side of the coil and © Cable rack266 Figure 25.47 Suppressor on ignition coil, earth (Figure 25.47). If this does not cure the problem it may be necessary to fit suppressors or earth straps to individual components, such as the alternator, wiper motor and voltage stabilisers. Electric windows A conventional motor-driven, gear and segment window device is shown in Figure 25.48 ‘The windows are operated by rocker switches in the front doors. Various overrides and protection from injury are incorporated into the latest systems. On vehicles with central locking, the windows may close‘automatically when locking is activated. BE carck your unpenstanpINe © Electricity has three effects: magnetic, chemi- cal, and heating, © Ohm's law defines the relationship between current, resistance and voltage with the formula ER © There are two further fundamental laws on which most clectrical applications are based: ‘when a current flows in a circuit it creates a mag- netic field around the conductor, and when a magnetic field is moved across a' conductor (or vice versa) a current is induced in that conductor. ®. Modern vehicles have many differing electrical circuits including starter, charging, ignition and ‘Motor vehicle technology for mechanics c Bectic Guide ‘gear motor val mechanism Figure 25.48 Window lift drive. lighting, Auxiliary cireuits include the horn, wi screen wipers, direction indicators, power dows, in-car entertainment, power adjusted min and heated seats. © Most circuits are protected against she circuits by fuses. ‘This chapter has briefly covered a subject that I been changing rapidly for some years with introduction of electronic systems. For furt! information, consult the manufacturer's serv information. Check the state of charge of a battery usi a hydrometer or voltmeter. Check an alternator output using a ve meter, Use the maker's service informats and follow the instructions in the mant to make these checks. Record your resu and the maker's data Is the battery serviceable? YES/NO 1s the alternator output correct? YES/NC Connect three lamps of differing wattage series with a battery. Measure and reco, current flow and voltage drep across ex Jamp, using a voltmeter and an ammeter, Connect the same three lamps in parallel measure the voltage drop and curren across cach lamp. Record your results in the tab. ee solenoid Twable tink ignition ‘Switch 7 — : headlamp fash : i switch N to a ‘grins ‘cal aviary ving lanp switch auriiary ~ ttf itary — Fight headlamp —main headlamp — dip rain beam warning headlamp — main headlamp — dip rear fog — elt teat fog ~ Fight ear fog warning Fig. 15.2 Lighting circuit incorporating fuses and relays Jamps (from) tn fog. the main hi glare so by using low-motnted fay, lamps this problew iv minimized. “These twin Lanaps ea be used is headlamps so the feed! must be take ullamps_ cause from the side lamp Rear fog gua the rear of the vel tions of| The high-mtensity fog humps) guard ing the beam or the front fog Lamps. A warning light must be ted to inl failure indicator Many manufacturers n system to inform the driver whe ving comeetly. Often th ‘om the instrument pan isa graphical map of the vehicle. On this display seetions are illuminated either lights are operating normally, or as a signal to warn the driver that a light is ‘oust, Jn audition to dhe graphical display unit, a module Gometimes called a “bully outage module’) is fi sense when a sp condition exists, the module trigger nt panel tw show the dh a fight on the c actual Iain that is ont Fo enable the module to monitor the syste branch of thy cirewit passes through the this feature Untontunsely, tends to complica the wei ing. system, n grounds of safety. Most graphical dispkay systems ate filly fie However, its use is ngedt to il switching-on the tin this tet the lights the graphical display panel and shows that they are fanetioning’ correctly. For further details on lamp monitoring systems, see page 36, Dim-dip lighting devices British ve fcr V April 1987 must be fitted with This regulation makes it impossible for the vehicle to he driven om side lights alone. ‘The side lights will aerate oy when dh ion sich‘ 3 they nay be regarded as parking. lights Headlamps can be operated clip ight oF bow: power is int dazzling, other road tisers, in con icles registered two dip modes, Ao wed for us, idiot