Horn: Description and Operation

HORN SYSTEM
A dual-note electric horn system is standard factory-installed equipment on this model. The standard equipment horn system features a one low-note horn unit and one high-note horn unit. The horn system uses a non-switched source of battery current so that the system will remain functional, regardless of the ignition switch position. The horn system includes the following components:
- Clockspring
- Horn(s)
- Horn relay
- Horn switch
(Refer to ELECTRICAL/RESTRAINTS/CLOCKSPRING - DESCRIPTION). Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, further details on Wire harness routing and retention, as well as pin-out and location views for the various wire harness connectors, splices and grounds. Following are general descriptions of the remaining major components in the horn system.

The horn system is activated by a horn switch concealed beneath the driver side airbag module trim cover in the center of the steering wheel. Depressing the center of the driver side airbag module trim cover closes the horn switch. Closing the horn switch activates the horn relay. The activated horn relay then switches the battery current needed to energize the horns.

Refer to the owner's manual in the vehicle glove box for more information on the features, use and operation of the horn system.

HORN
The dual electromagnetic diaphragm-type horns are standard equipment on this model. Each horn is secured with a bracket to the left front inner fender shield just ahead of the left front wheel house in the engine compartment. The two horn brackets are mounted in the same location, one on top of the other. The high-note horn for the optional dual-note horn system is connected in parallel with and secured with a bracket just forward of the low-note horn.

The two horns are connected in parallel. Each horn is grounded through its wire harness connector and circuit to an eyelet secured to the engine compartment side of the grille/headlamp mounting panel near the left headlamp, and receives battery feed through the closed contacts of the horn relay.

The horns cannot be repaired or adjusted and, if faulty or damaged, they must be individually replaced.

Within the two halves of the molded plastic horn housing are a flexible diaphragm, a plunger, an electromagnetic coil and a set of contact points. The diaphragm is secured in suspension around its perimeter by the mating surfaces of the horn housing. The plunger is secured to the center of the diaphragm and extends into the center of the electromagnet. The contact points control the current flow through the electromagnet.

When the horn is energized, electrical current flows through the closed contact points to the electromagnet. The resulting electromagnetic field draws the plunger and diaphragm toward it until that movement mechanically opens the contact points. when the contact points open, the electromagnetic field collapses allowing the plunger and diaphragm to return to their relaxed positions and closing the contact points again. This cycle continues repeating at a very rapid rate producing the vibration and movement of air that creates the sound that is directed through the horn outlet.

HORN RELAY
The horn relay is a electromechanical device that switches battery current to the horn when the horn switch grounds the relay coil. The horn relay is located in the Power Distribution Center (PDC) in the engine compartment. If a problem is encountered with a continuously sounding horn, it can usually be quickly resolved by removing the horn relay from the PDC until further diagnosis is completed. See the fuse and relay layout label affixed to the inside surface of the PDC cover for horn relay identification and location.

The horn relay is a International Standards Organization (ISO) micro-relay. Relays conforming to the ISO specifications have common physical dimensions, current capacities, terminal patterns, and terminal functions. The ISO micro-relay terminal functions are the same as a conventional ISO relay. However, the ISO micro-relay terminal pattern (or footprint) is different, the current capacity is lower, and the physical dimensions are smaller than those of the conventional ISO relay.

The horn relay cannot be repaired or adjusted and, if faulty or damaged, it must be replaced.

The ISO relay consists of an electromagnetic coil, a resistor or diode, and three (two fixed and one movable) electrical contacts. The movable (common feed) relay contact is held against one of the fixed contacts (normally closed) by spring pressure. when the electromagnetic coil is energized, it draws the movable contact away from the normally closed fixed contact, and holds it against the other (normally open) fixed contact.

When the electromagnetic coil is de-energized, spring pressure returns the movable contact to the normally closed position. The resistor or diode is connected in parallel with the electromagnetic coil in the relay, and helps to dissipate voltage spikes that are produced when the coil is de-energized.

Fig.4 Driver Side Airbag Module Trim Cover and Horn Switch - Typical:

HORN SWITCH
A center-blow, normally open, resistive membrane type horn switch is secured with heat stakes to the back side of the driver side airbag module trim cover in the center of the steering wheel. The switch consists of two plastic membranes, one that is flat and one that is slightly convex. These two membranes are secured to each other around the perimeter. Inside the switch, the centers of the facing surfaces of these membranes each has a grid made with an electrically conductive material applied to it. One of the grids is connected to a circuit that provides it with continuity to ground at all times. The grid of the other membrane is connected to the horn relay control circuit.

The steering wheel and steering column must be properly grounded in order for the horn switch to function properly. The horn switch is only serviced as a part of the driver side airbag module trim cover. If the horn switch is damaged or faulty, or if the driver side airbag is deployed, the driver side airbag module trim cover and horn switch must be replaced as a unit.

When the center area of the driver side airbag trim cover is depressed, the electrically conductive grids on the facing surfaces of the horn switch membranes contact each other, closing the switch circuit. The completed horn switch circuit provides a ground for the control coil side of the horn relay, which activates the relay. When the horn switch is released, the resistive tension of the convex membrane separates the two electrically conductive grids and opens the switch circuit.