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magnet a nd ce
il
spri,ng is ba la nced se that t he reta-
tie na
l
speed ef the re
ll
er g ives are ad
in
g preper-
tien
a
l
te
,
t h
e spe'ed ef t he
ca
r.
The mileemeter and trip meter are driven by a gear
drive
in
the cembined
instrument.
TEMPERATURE GAUGE
Temperatur'
e
is
measured e lectrical
ly
by means ef an
instrument ef
bime,
t al type.
This
unit
censists
ef a
sender, f itted te the engine, and a
registerin
g
instru-
ment,
me unted
in
the
'
c embined
instrument, whiah
is
ted threugh aveltage stabilizer. The sender
is
ef the
semi-cO'nducter type, i.e. it centains a semi -cenduder,
the eledrical resistance ef which a lters
with
the am-
bi,ent
temperature.
The ameunt ef current passing
threugh
t,he
sender
is
prepertiena
l
te the
temperature
registered by the instrument
The ameunt ef cunent passing threugh the sender
and instrument determ
in
es the deg'ree ef
heat in the
birneta
l
ef the inst'rument and, correspendingly,
the
read
ing
. As t he engine
warms up,
a higher
current is
passed
,
t hreugh
th<e
sender
and results
in
a
higher
instrument
indication.
FUEL GAUGE
The ameunt ef fuel
In
the tank is measured electric-
ally.
Mea'
s urement is achieved by means ef an indicat-
ing inst'rument ef bimetal type and a pickup meunted
in the fuel tank. Current i:; fed threugh the same
veltage stabilizer as fer the tempera-ture gauge. The
pi,ckup censists ef a variable resister, a lever and a
float. Depending upen the ameunt ef fuel in the tank
and, cernespendingly, the pesitien ef the fleat, a large
er less-er part ef the pickup resister is in circuit. The
bimetal instrument used here is ef the
same
type as
that in the temperature gauge.
VOLTAGE STABILlZER
The
temperature and fuel
gauges are pewered
by
a
veltage ef
approx.
5.1 velts and
are fed
threugh
a
veltage
stabili~er.
This
stabilizer
centains a
bimetal
spring and a
centact breaker. W ,hen the ignitien is
switched en,
current
f1ews threugh the
stabilizer and
eut te
the
instruments.
This
heats the bimetal
spring
ef the
stabilizer
which bends
and
thus breaks the
cir-
cuit.
As
the spri,ng
ceels
dewn it
returns
te its eriginal
pesitien and
the
circuit is c1esed
again. This cycle
is
repeated centinueusly, thereby preducing a
r,egulated
effeot correspending te a censtant ve!I,tage ef apprex.
3:
38
5.1
vo lts. The hreaking and making ef the circu it is
net v
isibl
e en the
in
struments d ue te
,
t h
eir inertia. The
stabili
zer is meunted
e
n
th
e
reve rse side ef th
e
cem
-
bined instrum ent.
WARN ING LAMPS
CHARGIN
G
The charg
in
g
wmning lamp
is cenneded
I
t e D
+
(61)
en the
a lternator. The
warning
lamp
li
ghts
up when
the a lternater veltage
is lewer
than the battery ve
lt-
age.
As
the alternater ve ltage rises and cemmences
te charge ,the battery, the warning
lamp
is exting-
u'
i
she;d
,
t hus
indicating
that
th'
e a lternator
is charging
.
DIRECTIONAL INDICATORS
The centrO'I
lamp
fer the directienal
indicaters
f lashes
when the
indicaters
are
engaged.
It
a lse
flashes
when
the warning sig na
l!
flashes are switch ed
0'0,
since
the
centrO'
I
lamp fer
these flashers is lecated in the knob
ef the traffic indicater switch.
The
ce
ntrO'I lamp
fer the directienal indicaters
is
cen-
nected between the
flasher
sender
cennectien
P(c) and
the bedy.
BRAKES
The brake warning lamp recelves current frem the
ignitien leck and can be earthed by
,
t we precedures.
When the handbrake is applied the warning lam p
is earthed by a switch,
Fig.
3-93, and thus lights, and
centinues te de se, as leng as the handbrake is
applied. Sheuld a fault eccur in ene ef
the
,circuits
ef the hydraulic brake system
se
that the difference
in pressure between the circuits, en applicatien ef the
brakes, rises te more
rthan
8-10
kg/cm
2
(114-142
Fig. 3-93.
Switch for
handbrake warning lamp
VOLVO
104491
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