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Description And Operation

DESCRIPTION 

A Supplemental Restraint System (SRS) is standard factory-installed safety equipment on this vehicle. Available supplemental occupant restraints for this vehicle include both Active  and Passive  types. Active restraints are those which require the vehicle occupants to take some action to employ, such as fastening and adjusting a seat belt; while passive restraints require no action by the vehicle occupants to be employed.

GC0179064Courtesy of CHRYSLER GROUP, LLC

The Active  restraints for this vehicle include:

COMPONENT INDEX

1. Refer to FRONT SEAT BELTS, BUCKLES AND SWITCHES .
2. Refer to REAR SEAT BELTS AND BUCKLES .
3. Refer to CHILD RESTRAINT ANCHORS .
GC0178932Courtesy of CHRYSLER GROUP, LLC

The Passive  restraints include the following major components:

COMPONENT INDEX

1. Refer to IMPACT SENSOR .
2. Refer to PASSENGER AIRBAG .
3. Refer to PASSENGER KNEE BLOCKER .
4. Refer to OCCUPANT DETECTION SENSOR OR OCCUPANT CLASSIFICATION MODULE .
5. Refer to SEAT AIRBAG .
6. Refer to SIDE CURTAIN AIRBAG .
7. Refer to SEAT BELT TENSIONER .
8. Refer to SEAT TRACK POSITION SENSOR .
9. Refer to DRIVER AIRBAG .
10. Refer to CLOCKSPRING  part of the Steering Column Control Module (SCCM).
11. Refer to DRIVER KNEE BLOCKER .
12. Refer to PASSENGER AIRBAG ON/OFF INDICATOR .
13. Refer to KNEE AIRBAG .
14. Refer to OCCUPANT RESTRAINT CONTROLLER .

The ORC and the Instrument Panel Cluster (IPC) each contain a microcontroller and programming that allow them to communicate with each other using the Controller Area Network (CAN) data bus. This method of communication is used by the ORC for control of the airbag indicator in the IPC. Refer to COMMUNICATION, DESCRIPTION AND OPERATION .

Hardwired circuitry connects the SRS components to each other through the electrical system of the vehicle. These hardwired circuits are integral to several wire harnesses, which are routed throughout the vehicle and retained by many different methods. These circuits may be connected to each other, to the vehicle electrical system, and to the SRS components through the use of a combination of soldered splices, splice block connectors, and many different types of wire harness terminal connectors and insulators. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds. For proper wire repair, and connector repair procedures, refer to STANDARD PROCEDURE or REMOVAL or INSTALLATION .

OPERATION 

ACTIVE RESTRAINTS 

The primary passenger restraints in this or any other vehicle are the standard equipment factory-installed seat belts and child restraint anchors. Seat belts and child restraint anchors are referred to as an active restraint because the vehicle occupants are required to physically fasten and properly adjust these restraints in order to benefit from them.

CHILD RESTRAINT ANCHORS

Refer to COMPONENT INDEX .

All vehicles in the North American market are equipped with three, fixed-position, child seat upper tether anchors for the second row seating. A single upper tether anchor is integral to the back of the left seat back panel, and two more are integral to the right seat back panel. In all other markets, the vehicle has two fixed position, child seat upper tether anchors in the second row. They are located on the back of the left and right seat back panels behind the outboard seating positions. Two lower anchors are also provided for each outboard seating position. Three lower anchors are integral to the seat back hinge brackets, while the fourth is integral to a dedicated child anchor bracket. All lower anchors are accessed from the front of the second row seat where the seat back meets the seat cushion.

The rear (also known as second row) seat for this vehicle is equipped with a Lower Anchors and Tether for Children (LATCH) child restraint anchorage system for North American markets. The LATCH system provides for the installation of suitable child restraints in certain seating positions without using the standard equipment seat belt provided for that seating position.

The rear seats in North American vehicles are equipped with a fixed-position child restraint upper tether anchor for all three rear seating positions. The three upper tether anchors are integral to the rear seat back frames. These anchors are each constructed from heavy-gauge steel wire loops that are securely welded onto the backs of each seat back frame, two for the left rear seat back frame and one for the right rear seat back frame. A label imprinted with an icon representing a child restraint upper tether anchor is located on the seat back panels adjacent to each anchor location. The child restraint upper tether anchors cannot be adjusted or repaired and, if ineffective or damaged, they must be replaced as a unit with their respective rear seat back frame.

Vehicles manufactured for non-North American markets are equipped with child restraint lower anchors (also known as ISOFIX anchors) for both outboard rear seating positions. A label on each rear seat cover clearly identifies the anchor locations. The lower anchors are integral to the rear seat cushion frames. These anchors are each constructed from a heavy-gauge steel wire loop that is securely welded to each seat cushion frame, four on each frame. The anchor loops are accessed from the front of their respective seats, near where the rear seat back meets the rear seat cushion. These lower anchors cannot be adjusted or repaired and, if ineffective or damaged, they must be replaced as a unit with the rear seat cushion frame.

Vehicles manufactured for non-North American markets are equipped with upper tether anchors in the rear outboard seating positions.

WARNING:

To avoid serious or fatal injury during and following any seat belt or child restraint anchor service, carefully inspect all seat belts, buckles, mounting hardware, retractors, tether straps, and anchors for proper installation, operation, or damage. Replace any belt that is cut, frayed, or torn. Straighten any belt that is twisted. Tighten any loose fasteners. Replace any belt that has a damaged or ineffective buckle or retractor. Replace any belt that has a bent or damaged latch plate or anchor plate. Replace any child restraint anchor or the unit to which the anchor is integral that has been bent or damaged. Never attempt to repair a seat belt or child restraint component. Always replace damaged or ineffective seat belt and child restraint components with the correct, new and unused replacement parts listed in the Mopar® Parts Catalog. Failure to follow these instructions may result in possible serious or fatal injury.

All vehicles manufactured for sale in the United States and Canada are required to be equipped with a Lower Anchors and Tether for Children, or LATCH child restraint anchorage system. The rear seats in this vehicle have two pairs of anchor provisions for installing a LATCH-compatible child seat. A single seat may be mounted in the center seating position, or one in each outboard seating position.

With LATCH, child seats are secured by direct attachment to the vehicle structure, rather than by the seat belts. With LATCH-compatible child seats, lower (also known as ISOFIX) anchors attach to the seat structure through heavy-gauge wire loops located near the intersection between the seat cushion and the seat back surfaces.

In North American market vehicles, three upper tether anchors are integral to the rear seat back frames to secure the top tether strap of child seats equipped with this feature. These upper tether anchors work with both LATCH-compatible and other child seats equipped with a top tether strap. Vehicles manufactured for non-North American markets are equipped with ISOFIX lower anchors and upper tether anchors in the outboard rear seating positions.

The owner's information packet in the vehicle glove box contains details and suggestions on the proper use of all of the factory-installed child restraint anchors.

FRONT SEAT BELTS, BUCKLES AND SWITCHES

Refer to COMPONENT INDEX .

Both front seating positions are equipped with three-point seat belt systems employing a lower B-pillar mounted inertia latch-type emergency locking retractors, height-adjustable upper B-pillar mounted turning loops, an integral anchor tensioner that is secured at the base of the B-pillar, and a traveling end-release seat belt buckle secured to the inboard side of the seat frame. In the North American market, the passenger side front seat belt retractor is switchable to an automatic locking retractor for compatibility with child seats.

The seat belt retractors used in all seating positions include an inertia-type, emergency locking mechanism as standard equipment.

The standard inertia-type emergency locking retractor will allow the seat belt webbing to unwind from and wind onto the retractor spool freely unless and until a predetermined inertia load is sensed. The retractor has an internal inertia latch mechanism that will lock the retractor spool once the predetermined inertia load is sensed. Locking the retractor spool prevents the seat belt webbing from being extracted from the retractor and firmly restrains the occupant wearing the seat belt. The retractor spool is automatically unlatched once the loading of the retractor inertia mechanism and the seat belt are relieved.

The emergency locking mechanism, the retractor tensioner mechanism and the load limiting feature are each integral to the retractor unit and are concealed beneath molded plastic covers located on each side of the retractor spool. These features cannot be adjusted or repaired and if ineffective, damaged or deployed, the entire seat belt and retractor unit must be replaced.

In the North American market, the buckles of driver and front passenger seats are equipped with a Hall-effect sensor that checks the seat belt fastening. The Hall-effect sensors are hardwired to, and monitored by the ORC.

A 1 kilohm diagnostic resistor is connected in parallel with the Hall-effect sensor where the two pigtail wire leads connect to the Hall-effect sensor pins. The resistor allows a small amount of current to flow through the circuit continuously. The ORC monitors the current in the circuit. When 5-8 mA are present, the seat belt is unbuckled. When 12-17 mA are present, the seat belt is buckled. If the harness is disconnected, the current flow is interrupted and a seat belt switch Diagnostic Trouble Code (DTC) is set.

In all other markets, the front buckles are equipped with mechanical switches that provide the buckle status. The resistive sensor is based on the current flowing through a normally closed contact. The rated current is about 10mA while the operating current will be approximately between 10mA and 400mA.

The front seat belt switches are designed to control a hardwired sense input to the ORC. A spring-loaded slide with a small window-like opening is integral to the buckle latch mechanism. When a seat belt tip-half is inserted and latched into the seat belt buckle, the slide is pushed downward and the window of the slide exposes the Hall Effect Integrated Circuit chip within the buckle. The field of the permanent magnet induces a current within the chip. The chip provides this induced current as an output to the ORC. When the seat belt is unbuckled, the spring-loaded slide moves upward and shields the Integrated Circuit from the field of the permanent magnet, causing the output current from the seat belt switch to be reduced.

The seat belt switches receive a supply of current from the ORC, and the ORC senses the status of the seat belt switches through its connection to each switch. The ORC provides electronic seat belt switch status messages to the IPC over the CAN data bus. The IPC uses these messages as an additional logic input for control of the seat belt indicator. The ORC monitors the condition of the seat belt switch circuits and will store a DTC for any fault that is detected.

The hardwired circuits between the seat belt switches and the ORC may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the switches or the electronic controls and communication between other modules and devices that provide some features of the seat belt reminder system. The most reliable, efficient and accurate means to diagnose the seat belt switches or the electronic controls and communication related to seat belt switch operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

The seat belt switches cannot be adjusted or repaired and, if ineffective or damaged, the entire front seat belt buckle-half unit must be replaced. Refer to BUCKLE, SEAT BELT, REMOVAL AND INSTALLATION .

REAR SEAT BELTS AND BUCKLES

Refer to COMPONENT INDEX .

All three rear seating positions are equipped with three-point seat belt systems. The outboard seating position belts employ lower C-pillar mounted inertia latch-type emergency locking retractors, fixed position upper C-pillar mounted turning loops and fixed lower seat belt anchors secured to the rear floor panel. The rear seat center seating position has an inertia latch-type emergency locking retractor that is secured within the left seat back and has a dedicated, keyed anchor buckle that allows the belt anchor to be quickly detached when the left rear seat back is folded down for additional cargo space. In the North American market, all of the rear seat belt retractors for this vehicle are also switchable from an emergency locking retractor to an automatic locking retractor for compatibility with child seats. The center seating position belt lower anchor buckle is secured along with the right outboard seat belt buckle to the rear floor panel. All three rear seat belts have fixed end-release seat belt buckles.

The seat belt retractors used in all seating positions include an inertia-type, emergency locking mechanism as standard equipment. The outboard rear seat belt retractors in vehicles manufactured for Europe-Middle East-Africa (EMEA) markets include a retractor tensioner and the load limiting feature.

The standard inertia-type emergency locking retractor will allow the seat belt webbing to unwind from and wind onto the retractor spool freely unless and until a predetermined inertia load is sensed. The retractor has an internal inertia latch mechanism that will lock the retractor spool once the predetermined inertia load is sensed. Locking the retractor spool prevents the seat belt webbing from being extracted from the retractor and firmly restrains the occupant wearing the seat belt. The retractor spool is automatically unlatched once the loading of the retractor inertia mechanism and the seat belt are relieved.

The emergency locking mechanism, the retractor tensioner mechanism and the load limiting feature are each integral to the retractor unit and are concealed beneath molded plastic covers located on each side of the retractor spool. These features cannot be adjusted or repaired and if ineffective, damaged or deployed, the entire seat belt and retractor unit must be replaced.

PASSIVE RESTRAINTS 

The passive restraints are referred to as a SRS components because they were designed and are intended to enhance the protection for the occupants of the vehicle only  when used in conjunction with the seat belts. They are referred to as passive restraints because the vehicle occupants are not required to do anything to make them operate; however, the vehicle occupants must be wearing their seat belts in order to obtain the maximum safety benefit from the factory-installed SRS components.

The SRS electrical circuits are continuously monitored and controlled by a microcontroller and software contained within the ORC. An airbag indicator in the IPC illuminates from four to six seconds as a bulb test each time the status of the ignition transitions to ON or START. Following the bulb test, the airbag indicator is turned ON or OFF by the ORC to indicate the status of the SRS. If the airbag indicator comes ON at any time other than during the bulb test, it indicates that there is a problem in the SRS electrical circuits. Such a problem may cause airbags not to deploy when required, or to deploy when not required.

Vehicles manufactured for EMEA markets are equipped with a feature that allows PAB operation to be suppressed or enabled using a setup routine in the IPC. A passenger airbag ON/OFF indicator is located in the instrument panel switch pod in the instrument panel center stack. This indicator receives battery current whenever the status of the ignition is ON or START and illuminates only when the ORC pulls the appropriate indicator control circuit to ground. The indicator illuminates for about 5 seconds as a bulb test each time the status of the ignition transitions to ON or START. Following the bulb test, the indicator is turned ON or OFF by the ORC based upon the electronic passenger airbag disable  messages received from the IPC.

Deployment of the SRS components depends upon the angle and severity of an impact. Deployment is not based upon vehicle speed; rather, deployment is based upon the rate of deceleration as measured by the forces of gravity (G force) upon the acceleration-type impact sensors, or by a pressure wave within a door as measured by the pressure-type impact sensor. When an impact is severe enough, the microcontroller within the ORC signals the inflator of the appropriate airbag units to deploy their airbag cushions.

The front seat belt retractor tensioners, front seat belt anchor tensioners, the rear outboard seat belt retractor tensioners (EMEA only) and the driver KAB (if equipped) are provided with a deployment signal by the ORC in conjunction with the front airbags. The side curtain airbags are provided with a deployment signal individually by the ORC based upon a side impact sensor input for the same side of the vehicle.

The ORC also contains a rollover sensor. Should the vehicle roll over and not cause any impact sensor to signal the need for a deployment, the rollover sensor in the ORC will deploy the side curtain airbags units, the SAB units and under certain conditions, will also actuate the front seat belt retractor and anchor buckle tensioners as well as the rear outboard seat belt retractor tensioners (EMEA only).

During a frontal vehicle impact, the static knee blockers work in concert with properly fastened and adjusted seat belts to restrain the front seat occupants in the proper position for an airbag deployment. The static knee blockers also absorb and distribute the crash energy from the front seat occupants to the structure of the instrument panel. The seat belt tensioners remove the slack from the front seat belts to provide further assurance that the driver and front seat passenger are properly positioned and restrained for an airbag deployment. The load limiter integral to each seat belt retractor controls the belt pressure applied to the chest of the wearer of that seat belt.

Typically, the vehicle occupants recall more about the events preceding and following a collision than they do of an airbag deployment itself. This is because the airbag deployment and deflation occur very rapidly. In a typical 48 km/h (30 mph) barrier impact, from the moment of impact until the airbags are fully inflated takes about 40 milliseconds. Within one to two seconds from the moment of impact, the airbags are almost entirely deflated. The times cited for these events are approximations, which apply only to a barrier impact at the given speed. Actual times will vary somewhat, depending upon the vehicle speed, impact angle, severity of the impact, and the type of collision.

When the ORC monitors a problem in any of the SRS circuits or components, including the seat belt tensioners, it stores a fault code or DTC in its memory circuit and sends an electronic message to the IPC to turn ON the airbag indicator. The hardwired circuits between components related to the SRS may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds. For proper wire repair, and connector repair procedures, refer to STANDARD PROCEDURE or REMOVAL or INSTALLATION .

However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SRS or the electronic controls and communication between other modules and devices that provide features of the SRS. The most reliable, efficient and accurate means to diagnose the SRS or the electronic controls and communication related to SRS operation, as well as the retrieval or erasure of a DTC requires the use of a diagnostic scan tool and may also require the use of the Airbag Kit. Refer to the appropriate diagnostic information.

CLOCKSPRING

Refer to COMPONENT INDEX .

The clockspring is located near the top of the steering column, directly beneath the steering wheel. It allows circuit continuity for the DAB and all other circuits used in the steering wheel. The clockspring for this vehicle is secured to and integral to the SCCM near the top of the steering column below the steering wheel. The clockspring includes an integral, internal turn signal cancel cam that is serviced as a unit with the SCCM. The SCCM also includes the left (lighting) multifunction switch and the right (wiper) multifunction switch. Each of these switches and the wiring between the switches and the clockspring should not be separated and are serviced only as a complete assembly with the SCCM. The SCCM case includes integral tabs on the back for mounting the unit with a band clamp to the steering column support tube.

The SCCM case includes a connector receptacle near the top of the back of the unit facing toward the instrument panel which contains the circuits for the multifunction switches. The connectors near the bottom of the unit contain the circuits for the clockspring and the receptacles on the steering wheel side of the clockspring. The connector receptacles on the steering wheel side of the clockspring contain the circuits for the other switches mounted on the steering wheel. Within the plastic clockspring case is a spool-like molded plastic rotor with a large exposed hub. The upper surface of the rotor hub has a large center hole and short pigtail wires with connectors. The pigtail connectors contain the circuits for the Driver AirBag (DAB).

The service replacement SCCM is shipped pre-centered and has a spring actuated molded plastic automatic locking ring installed. The automatic locking ring secures the centered clockspring rotor to the SCCM case during shipment and handling, and automatically releases the rotor when the steering wheel is installed. However, it is recommended that an additional strap be installed through the two retainer loops integral to the outer circumference of the SCCM to secure the rotor to the case whenever the SCCM is removed from the steering column to prevent accidental loss of clockspring centering.

The clockspring is a mechanical electrical circuit component that is part of the SCCM and is used to provide continuous electrical continuity between the instrument panel wire harness and certain electrical components mounted on or in the steering wheel. On this vehicle the electrical components include the DAB, the Electronic Vehicle Information Center (EVIC) switches, the horn switch, the remote radio switches, the speed control switches and the hands-free communication switches, if the vehicle is so equipped. The clockspring is positioned and secured to the SCCM near the top of the steering column. The connector receptacles on the back of the SCCM connect the electrical components that connect to the steering wheel side of the SCCM to the vehicle electrical system through take outs and connectors from the instrument panel wire harness.

The turn signal cancel cam is integral to the rim of the SCCM rotor hub within the SCCM, so it also moves with the rotation of the steering wheel. Short pigtail wires on the upper surface of the SCCM connect the SCCM to the DAB. A wire harness connects to the EVIC switches, the horn switch, the speed control switch and, if the vehicle is so equipped, the optional remote radio and hands-free communication switches on the steering wheel.

Like the clockspring in a timepiece, the SCCM tape has travel limits and can be damaged by being wound too tightly during full stop-to-stop steering wheel rotation. To prevent this from occurring, the SCCM is centered when it is installed on the steering column. Centering the SCCM indexes the SCCM tape to the movable steering components so that the tape can operate within its designed travel limits. If the steering wheel is removed from the steering column or if the SCCM is removed from the steering column, a spring-actuated automatic locking ring pops up from the face of the SCCM rotor to lock the rotor from rotation. However, if the locking ring is manually compressed or if the steering shaft is disconnected from the steering gear with the steering wheel installed, the SCCM spool can change position relative to the other steering components. Loss of SCCM centering will result in damage to the SCCM tape.

Service replacement SCCMs are shipped pre-centered and with a plastic locking pin installed. This locking pin should not be removed until the SCCM has been installed on the steering column. If the locking pin is removed before the SCCM is installed on a steering column, SCCM centering may be compromised.

The hardwired SCCM circuits may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SCCM squib circuits for the SRS. The most reliable, efficient and accurate means to diagnose the circuits related to SRS operation requires the use of a diagnostic scan tool and may also require the use of the Airbag Kit. Refer to the appropriate diagnostic information.

The clockspring cannot be repaired. If the clockspring is ineffective, damaged, or if the DAB has been deployed, the entire SCCM must be replaced. Refer to MODULE, STEERING COLUMN CONTROL (SCCM), REMOVAL AND INSTALLATION .

DRIVER AIRBAG

Refer to COMPONENT INDEX .

A DAB is standard in this vehicle. This airbag system consists of passive, inflatable, SRS components and vehicles with this equipment can be readily identified by the AIRBAG  logo molded into the DAB trim cover in the center of the steering wheel. Vehicles with the airbag system can also be identified by the airbag indicator, which will illuminate in the IPC from four to six seconds as a bulb test each time the status of the ignition transitions to ON.

The DAB is located in the center of the steering wheel, beneath the DAB trim cover. Concealed beneath the DAB trim cover are the folded airbag cushion, the airbag inflator and the retainers that secure the inflator to the housing. The airbag cushion, housing and inflator are secured within a molded plastic case to which the trim cover is secured. A horn switch, retainer spring and fixing plate unit secured to the back of the DAB case is used to secure the unit to the steering wheel armature. The fixing plate also includes integral horn switch wiring, the horn switch connector and four horn switch contacts.

The multistage DAB used in this vehicle complies with revised federal airbag standards to deploy with less force than those used in some prior vehicles. A radial deploying fabric airbag cushion with internal tethers is used. The airbag inflator is a tri-initiator, non-azide, pyrotechnic-type unit and is secured to the airbag housing. Three keyed and color-coded connector receptacles on the DAB inflator connect the three inflator initiators to the vehicle electrical system through three jacketed, two-wire pigtail harnesses from the clockspring. These connections are completed to the vehicle electrical system through three pigtail harnesses from the clockspring.

The multistage DAB is deployed by electrical signals generated by the ORC through the DAB squib circuits to the initiator in the airbag inflator. By using two initiators, the airbag can be deployed at multiple levels of force. The force level is controlled by the ORC to suit the monitored impact conditions by providing one of several delay intervals between the electrical signals provided to the two initiators. The longer the delay between these signals, the less forcefully the airbag will deploy.

When the ORC sends the proper electrical signal to the initiator, the electrical energy generates enough heat to initiate a small pyrotechnic charge, which in turn ignites chemical pellets within the inflator. Once ignited, these chemical pellets burn rapidly and produce a large quantity of inert gas. The inflator is sealed to the back of the DAB housing and a diffuser in the inflator directs all of the inert gas into the airbag cushion, causing the cushion to inflate. As the cushion inflates, the DAB trim cover will split at predetermined breakout lines, then fold back out of the way. Following a deployment, the airbag cushion quickly deflates by venting the inert gas towards the instrument panel through vent holes within the fabric used to construct the back (steering wheel side) panel of the airbag cushion.

Some of the chemicals used to create the inert gas may be considered hazardous while in their solid state before they are burned, but they are securely sealed within the airbag inflator. Typically both initiators are used and all potentially hazardous chemicals are burned during an airbag deployment event. However, it is possible for only one initiator to be used during a deployment due to a SRS fault; therefore, it is necessary to always confirm that both initiators have been used in order to avoid the improper disposal of potentially live pyrotechnic or hazardous materials. Refer to STANDARD PROCEDURE .

The inert gas that is produced when the chemicals are burned during a deployment is harmless. However, a small amount of residue from the burned chemicals may cause some temporary discomfort if it contacts the skin, eyes, or breathing passages. If skin or eye irritation is noted, rinse the affected area with plenty of cool, clean water. If breathing passages are irritated, move to another area where there is plenty of clean, fresh air to breath. If the irritation is not alleviated by these actions, contact a physician.

The ORC monitors the condition of the DAB through circuit resistance. If any fault is detected, the ORC will illuminate the airbag indicator in the instrument cluster and store a DTC. Proper diagnosis of the DAB initiator and squib circuits requires the use of a diagnostic scan tool and may also require the use of the Airbag Kit. Refer to the appropriate diagnostic information.

The DAB cannot be repaired, and must be replaced if deployed, ineffective or in any way damaged. The DAB trim cover is serviced only as a unit with the DAB.

DRIVER KNEE BLOCKER

Refer to COMPONENT INDEX .

Vehicles manufactured for EMEA markets are not equipped with an optional driver knee airbag have a driver knee blocker. The knee blocker is a static structural reinforcement that is integral to and concealed within the steering column opening cover of the instrument panel.

IMPACT SENSOR

Refer to COMPONENT INDEX .

Two front impact sensors are used on vehicles equipped with dual front airbags, one on the back of each vertical member of the radiator support. Six side impact sensors are used, three on each side of the vehicle. One acceleration-type sensor is located behind the B-pillar trim of each lower inner B-pillar, one acceleration-type sensor is located behind the C-pillar trim of each inner C-pillar and one pressure-type sensor is located behind the trim panel on the inside of each front door hardware module carrier.

Remote or satellite impact sensors are mounted in various strategic locations of the vehicle. These sensors are mounted remotely from the impact sensor that is internal to the ORC. Sensors at the front of the vehicle provide an additional logic input for use by the ORC to control the front airbags, the seat belt tensioners and, if equipped, the driver Knee AirBag (KAB). Sensors on each side of the vehicle provide an additional logic input for use by the ORC to control the side curtain airbags, seat airbags and the seat belt tensioners. Two types of sensors are used in this vehicle. They are the acceleration-type and the pressure-type described below.

ACCELERATION TYPE 

Remote or satellite acceleration type impact sensors are mounted in various locations in the vehicle. These sensors are mounted remotely from the impact sensor that is internal to the ORC. Sensors at the front of the vehicle provide an additional logic input for use by the ORC to control the front airbags, the seat belt tensioners and, if equipped, the driver KAB. Sensors on each side of the vehicle provide an additional logic input for use by the ORC to control the side curtain airbags, the seat belt tensioners and the seat airbags.

Although the front and side acceleration type impact sensors are similar in appearance and construction, they may not be interchangeable. The front impact sensors may monitor acceleration forces on a different axis than those monitored by the side impact sensors. Each sensor is secured with a single nut to a weld stud in its mounting location.

A front sensor is located on the back of each vertical member of the radiator support below the inboard side of the headlamp housing and have a side acceleration type sensor located near the base of each inner B-pillar and the middle of each inner C-pillar, concealed behind the interior trim.

Each sensor housing has an integral connector receptacle, an integral locator and anti-rotation pin and an integral mounting hole with a metal sleeve to provide crush protection. A cavity in the center of the molded plastic impact sensor housing contains the electronic circuitry of the sensor which includes an electronic communication chip and an electronic acceleration sensor. Potting material fills the cavity and a translucent molded cover is laser welded over the cavity to seal and protect the internal electronic circuitry and components.

The acceleration type impact sensors are electronic accelerometers that sense the rate of vehicle deceleration, which provides verification of the direction and severity of an impact. Each sensor also contains an electronic communication chip that allows the unit to communicate the sensor status as well as sensor fault information to the microcontroller within the ORC.

The ORC microcontroller continuously monitors all of the passive restraint system electrical circuits to determine the system readiness. If the ORC detects a monitored system fault, it sets a DTC and controls the airbag indicator operation accordingly. The acceleration type and pressure type side impact sensors for each side of the vehicle are connected in series (daisy-chained) to the ORC. The impact sensors on each side of the vehicle receive battery current and ground through dedicated left and right sensor plus and minus circuits from the ORC. The impact sensors and the ORC communicate by modulating the voltage in the sensor plus circuit.

The front impact sensors are each connected to the vehicle electrical system through dedicated take outs and connectors of the headlamp and dash wire harness, while the side impact sensors are connected through dedicated take outs and connectors of the body wire harness.

The hardwired circuits between the impact sensors and the ORC may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the impact sensors or the electronic controls and communication between other modules and devices that provide some features of the SRS. The most reliable, efficient and accurate means to diagnose the acceleration type impact sensors or the electronic controls and communication related to impact sensor operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

The acceleration type impact sensors cannot be repaired or adjusted and, if damaged or ineffective, they must be replaced.

PRESSURE TYPE 

Two pressure type front door side impact sensors are used on this vehicle, one each for the left and right sides of the vehicle. These sensors are mounted remotely from the impact sensor that is internal to the ORC. Each side sensor is secured with two screws and is sealed by a resilient gasket to a front door hardware module carrier. The sensors are concealed behind the front door trim panel within the passenger compartment.

The right and left front door side impact sensors are identical in construction and calibration. The impact sensor housing has an integral connector receptacle, two integral mounting tabs and an integral hood-like water shield. The water shield extends through a hole in the hardware module carrier into the interior of the door cavity and protects the sensor orifice from contamination. A cavity in the center of the molded plastic impact sensor housing contains the electronic circuitry of the sensor, which includes an electronic communication chip and the pressure sensor.

The housing cavity is filled with a potting material to seal and protect the internal electronic circuitry and components. The pressure type side impact sensors are each connected to the vehicle electrical system through a dedicated take out and connector of the door wire harness.

The pressure type door side impact sensors recognize a side impact in the door area by monitoring changes in pressure within the door cavity. A sudden pressure wave is created as the door collapses during an impact event. Each sensor also contains an electronic communication chip that allows the unit to communicate the sensor status as well as sensor fault information to the microcontroller within the ORC.

The ORC microcontroller continuously monitors all of the passive restraint system electrical circuits to determine the system readiness. If the ORC detects a monitored system fault, it sets a DTC and controls the airbag indicator operation accordingly. The pressure type and acceleration type side impact sensors for each side of the vehicle are connected in series (daisy-chained) to the ORC. The impact sensors each receive battery current and ground through dedicated left and right sensor plus and minus circuits from the ORC. The impact sensors and the ORC communicate by modulating the current in the sensor plus circuit.

The hardwired circuits between the pressure type door side impact sensors and the ORC may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the impact sensors or the electronic controls and communication between other modules and devices that provide features of the SRS. The most reliable, efficient and accurate means to diagnose the pressure type impact sensors or the electronic controls and communication related to impact sensor operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

These pressure type door side impact sensors cannot be adjusted or repaired and, if damaged or ineffective, they must be replaced.

KNEE AIRBAG

Refer to COMPONENT INDEX .

In vehicles manufactured for the North American market, the front airbag system also includes a driver KAB that is located just below the steering column, behind the instrument panel steering column opening cover. In vehicles manufactured for EMEA markets the KAB is optional equipment. This airbag is also a passive, inflatable SRS component and vehicles with this equipment can be readily identified by the AIRBAG  logo molded into the steering column opening cover on the instrument panel just beneath the steering column.

The KAB can help prevent leg injuries during an impact event. A moulded thermoplastic KAB deployment door, located below the dashboard, is the most visible part of the KAB. The housing contains the airbag inflator. The airbag inflator is a single-initiator and the two units are sealed within the KAB housing. EMEA vehicles can be equipped optionally with driver knee airbags. North American vehicles are always equipped with driver knee airbags.

When the ORC sends the proper electrical signals to the initiator, the electrical energy generates enough heat to initiate a small pyrotechnic charge, which in turn ignites chemical pellets within the inflator. Once ignited, these chemical pellets burn rapidly and produce a large quantity of inert gas. The inflator is sealed to the airbag cushion and a diffuser in the inflator directs all of the inert gas into the airbag cushion, causing the cushion to inflate.

As the cushion inflates, the KAB deployment door will split at predetermined tear seam lines concealed on the underside of the door, then the door will fold open and out of the way. The cushion protects the lower extremities of the vehicle driver and helps to keep the seat occupant properly positioned for the driver airbag deployment during a frontal impact collision. Following an airbag deployment, the KAB cushion quickly deflates by expelling the inert gas through the loose weave of the fabric.

The KAB is deployed by an electrical signal generated by the ORC through the KAB squib circuits to the initiator in the airbag inflator. When the ORC sends the proper electrical signal to the initiator, the electrical energy generates enough heat to initiate a small pyrotechnic charge which, in turn ignites chemical pellets within the inflator.

Once ignited, these chemical pellets burn rapidly and produce a large quantity of inert gas. The inflator is sealed to the back of the airbag housing and a diffuser in the inflator directs all of the inert gas into the airbag cushion, causing the cushion to inflate. As the cushion inflates, the KAB cover will split at predetermined breakout lines, then fold down out of the way. Following an airbag deployment, the airbag cushion quickly deflates by venting the inert gas towards the instrument panel through vent holes within the fabric used to construct the back panel of the airbag cushion.

Some of the chemicals used to create the inert gas may be considered hazardous while in their solid state before they are burned, but they are securely sealed within the airbag inflator. Typically, all potentially live pyrotechnic or hazardous chemicals are burned during an airbag deployment event.

The inert gas that is produced when the chemicals are burned is harmless. However, a small amount of residue from the burned chemicals may cause some temporary discomfort if it contacts the skin, eyes, or breathing passages. If skin or eye irritation is noted, rinse the affected area with plenty of cool, clean water. If breathing passages are irritated, move to another area where there is plenty of clean, fresh air to breath. If the irritation is not alleviated by these actions, contact a physician.

The ORC monitors the condition of the knee airbag through circuit resistance. If any fault is detected the ORC will illuminate the airbag indicator in the instrument cluster and store a DTC. Proper diagnosis of the KAB initiator and squib circuit requires the use of a diagnostic scan tool and may also require the use of the Airbag Kit. Refer to the appropriate diagnostic information.

The KAB cannot be repaired, and must be replaced if deployed, ineffective, or in any way damaged. Following a KAB deployment, the KAB and the steering column opening cover must be replaced.

OCCUPANT DETECTION SENSOR OR OCCUPANT CLASSIFICATION MODULE

Refer to COMPONENT INDEX .

ODS 

All non-North American vehicles are equipped with an ODS. The ODS is located on the top of the seat cushion foam of the passenger side front seat. The ODS is a resistive pressure switch. The ODS closes when a pre-programmed load is placed on the seat. The ODS is used to trigger a seat belt reminder if a passenger is detected on the seat. The ODS does not affect the level of airbag deployment.

The ODS acts as a simple switch to detect loads placed upon the passenger side front seat cushion. The sensor circuits are connected to and monitored by the ORC whenever the status of the ignition is On. The ORC uses an algorithm logic in monitoring the changing states of the sensor input to determine whether the seat cushion load is static or dynamic.

The ORC microcontroller continuously monitors all of the SRS electrical circuits to determine the system status and readiness. If the ORC detects a monitored system fault, it sets a DTC. However, because the ODS input is only used for control of the passenger belt alert feature, which has no effect on SRS component features or functions, the airbag indicator is NOT  illuminated in response to a detected ODS circuit fault.

The ODS receives source current and a clean ground through dedicated sensor plus and minus circuits from the ORC. The ORC then sends the appropriate sensor status information over the CAN data bus to the IPC, which uses this information as an additional logic input used for control of the seat belt indicator and the passenger belt alert feature.

The hardwired circuits between the ODS and the ORC may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the ODS or the electronic controls and communication between other modules and devices that provide some features of the passenger belt alert feature. The most reliable, efficient and accurate means to diagnose the ODS or the electronic controls and communication related to the passenger belt alert feature operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

The ODS cannot be adjusted or repaired, and must be replaced if damaged or ineffective.

OCM 

All North American vehicles are equipped with an OCM. For information about the OCM, refer to MODULE, OCCUPANT CLASSIFICATION (OCM), DESCRIPTION AND OPERATION .

OCCUPANT RESTRAINT CONTROLLER

Refer to COMPONENT INDEX .

The ORC is located on the floor panel center tunnel near the dash panel in front of the center floor console.

Inputs:

Outputs:

For additional information on the ORC, refer to MODULE, OCCUPANT RESTRAINT CONTROL (ORC), DESCRIPTION AND OPERATION .

PASSENGER AIRBAG

Refer to COMPONENT INDEX .

A front PAB is standard in this vehicle. This airbag system consists of passive, inflatable, SRS components and vehicles with this equipment can be readily identified by the AIRBAG  logo molded into the PAB door on the instrument panel above the glove box. Vehicles with the airbag system can also be identified by the airbag indicator, which will illuminate in the IPC from four to six seconds as a bulb test each time the status of the ignition transitions to ON.

The Passenger Airbag (PAB) is integral to the top of the dashboard and bolts to the frame. The PAB contains an active vent.

The PAB is a multistage, adaptive-deployment airbag. The airbag contains three squib circuits. Two squibs inflate the airbag, the third squib activates the last charge which allows the cushion to follow a curve of deflation appropriate to impact severity.

The PAB is deployed by electrical signals generated by the ORC through the PAB squib circuits to the initiator in the airbag inflator and, in vehicles so equipped, to the initiator of the Micro Gas Generator (MGG) for the adaptive vent.

Using two initiators and an adaptive vent, the PAB can be deployed at multiple levels of force. The force level is controlled by the ORC to suit the monitored impact conditions by providing one of multiple delay intervals between the electrical signals provided to the two initiators and the MGG. The longer the delay between the initiator signals and the sooner the adaptive vent is opened, the less forcefully the PAB will deploy.

When the ORC sends the proper electrical signals to the initiator, the electrical energy generates enough heat to initiate a small pyrotechnic charge which, in turn ignites chemical pellets within the inflator. Once ignited, these chemical pellets burn rapidly and produce a large quantity of inert gas. The inflator is sealed to the airbag cushion and a diffuser in the inflator directs all of the inert gas into the airbag cushion, causing the cushion to inflate. As the cushion inflates, the PAB door area of the instrument panel cover will split at predetermined breakout lines, then fold back out of the way. Following an airbag deployment, the airbag cushion quickly deflates by venting the inert gas through a discrete vent hole in each fabric side panel of the airbag cushion.

The MGG inflates a small cushion within the primary cushion to control the adaptive vent. The ORC monitors a seat track position sensor on the passenger front seat. If the seat is in the full forward position when an airbag deployment occurs, the ORC keeps the adaptive vent open. With the adaptive vent open the airbag deployment is less forceful, which reduces the possibility of an airbag-induced injury when the passenger is seated close to the deploying airbag. If the passenger front seat is not in the full forward position, the adaptive vent is closed during airbag deployment.

Typically in multistage airbags, all initiators are used during a PAB deployment event. However, it is possible for only one initiator to be used during a deployment due to a SRS fault; therefore, it is necessary to always confirm that all initiators have been used in order to avoid the improper disposal of potentially live pyrotechnic materials. See the Service After A Supplemental Restraint Deployment standard procedure for additional information. Refer to STANDARD PROCEDURE .

The inert gas that is produced when the chemicals are burned during a deployment is harmless. However, a small amount of residue from the burned chemicals may cause some temporary discomfort if it contacts the skin, eyes, or breathing passages. If skin or eye irritation is noted, rinse the affected area with plenty of cool, clean water. If breathing passages are irritated, move to another area where there is plenty of clean, fresh air to breath. If the irritation is not alleviated by these actions, contact a physician.

The ORC monitors the condition of the passenger airbag through circuit resistance. If any fault is detected the ORC will illuminate the airbag indicator in the instrument cluster and store a DTC. Proper diagnosis of the PAB inflator, the adaptive vent MGG and the squib circuits requires the use of a diagnostic scan tool and may also require the use of the Airbag Kit. Refer to the appropriate diagnostic information.

The PAB cannot be repaired, and must be replaced if deployed, ineffective or in any way damaged. The PAB door and retainer are serviced only as a unit with the instrument panel cover. If the PAB is deployed, the PAB mounting bracket and the instrument panel must also be replaced.

The PAB is located in the instrument panel, beneath the instrument panel cover and above the glove box on the passenger side of the vehicle.

PASSENGER AIRBAG ON/OFF INDICATOR

Refer to COMPONENT INDEX .

Vehicles manufactured for EMEA markets have a passenger airbag ON/OFF indicator integral to the A/C heater control, which is secured to the instrument panel just below the Radio Receiver Module (RRM).

The text PASSENGER AIRBAG appears on a lens just below the instrument panel switch pod. The text ON and OFF, each beside an International Control and Display Symbol icon, are stencil-like cutouts in the opaque overlay within the indicator. The dark outer lens prevents the text and icon of the indicator from being clearly visible when it is not illuminated. Dedicated LED units behind the lens and each overlay causes the text and icon to appear in amber through the translucent lens when the indicator is illuminated from behind by the LED.

The PAB ON/OFF indicator gives an indication when the PAB and seat belt tensioner deployment circuits are enabled or disabled by the ORC. This indicator is controlled by a transistor within the ORC through hardwired outputs based upon electronic passenger airbag status request messages received by the ORC from the IPC over the CAN data bus. The IPC messages to the ORC are based upon the status of a setup routine performed through the IPC by the vehicle operator.

The PAB ON/OFF indicator Light Emitting Diode (LED) units are completely controlled by the ORC. The LED units receive a battery current input on a fused ignition output (run) circuit. Therefore, the LED units will always be OFF when the status of the ignition is anything except ON. The LED units only illuminate when they are provided a path to ground by the ORC transistor. The IPC will request the ORC to turn ON the PAB ON/OFF indicators for the following reasons:

The ORC continually monitors the messages from the IPC to decide whether the PAB and seat belt tensioner deployment circuits should be activated or deactivated. The IPC provides the proper messages to the ORC, and the ORC provides the proper control output to turn the appropriate PAB ON/OFF indicator ON.

The hardwired circuits between the PAB ON/OFF indicator and the ORC may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the PAB ON/OFF indicator or the electronic controls and communication between other modules and devices that provide the features of this indicator. The most reliable, efficient and accurate means to diagnose the PAB ON/OFF indicator or the electronic controls and communication related to PAB ON/OFF indicator operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

The PAB ON/OFF indicator cannot be repaired or adjusted and, if ineffective or damaged the A/C heater control must be replaced. Refer to CONTROL, A/C AND HEATER, REMOVAL AND INSTALLATION .

PASSENGER KNEE BLOCKER

Refer to COMPONENT INDEX .

The passenger knee blocker is a static structural reinforcement that is integral to and concealed within the glove box door.

SEAT AIRBAG

Refer to COMPONENT INDEX .

A SAB integrated into each front seat are standard equipment. This airbag system consists of passive, inflatable SRS components and vehicles with this equipment can be readily identified by a sewn tag with the AIRBAG  logo located on the outboard side of the front seat back trim cover.

The vehicle includes seat-mounted (thorax) airbags for front external positions in North American / EMEA vehicles.

The SABs are standard equipment on this vehicle. These airbags are completely concealed beneath the seat back trim cover on the upper outboard sides of both front seat backs. These airbags are secured to the seat back frame by nuts on two studs. The two studs are integral to the airbag inflator. The airbag cushion is constructed of a white coated nylon fabric.

The airbag inflator is a self-contained, single-initiator, non-azide, pyrotechnic-type unit that is secured to the seat back frame and sealed to the airbag cushion. The SAB is connected to the vehicle electrical system through a dedicated take out of the seat wire harness with a connector insulator that connects directly to the inflator initiator. The connector insulators are uniquely keyed and color-coded to ensure they can only be connected to the airbag initiator.

Each SAB is deployed individually by an electrical signal generated by the ORC to which it is connected through left or right SAB line 1 and line 2 (or squib) circuits. When the ORC sends the proper electrical signal to the pyrotechnic-type MGG inflator, the electrical energy generates enough heat to initiate a small pyrotechnic charge which ignites chemical pellets within the inflator.

Once ignited, these chemical pellets burn rapidly and produce a large quantity of inert gas. The inflator is sealed to the SAB cushion and a diffuser in the inflator directs all of the inert gas into the folded SAB cushion, causing the cushion to inflate. As the cushion inflates it will split the outboard side of the seat back trim cover. The cushion expands into the area between the outboard side of the front seat and the front door, protecting the front seat occupant during a side impact collision.

Following the airbag deployment, the SAB cushion rapidly deflates by venting the inert gas through a vent hole of the cushion fabric, and the deflated cushion hangs down loosely from the outboard side of the front seat back.

The ORC monitors the condition of the seat airbags through circuit resistance. If any fault is detected the ORC will illuminate the airbag indicator in the instrument cluster and store a DTC. Proper diagnosis of the SAB inflator and squib circuits requires the use of a diagnostic scan tool and may also require the use of the Airbag Kit. Refer to the appropriate diagnostic information.

The SAB cannot be repaired, and must be replaced if deployed, ineffective, or in any way damaged. If the SAB is deployed, the seat back frame, the seat back foam, the seat back trim cover and the seat airbag wire harness must also be replaced.

SEAT BELT TENSIONER

Refer to COMPONENT INDEX .

A front seat belt tensioner is integral to both front seat belt retractors and both front seat belt lower anchors. The front seat belt retractor tensioner units are secured to each lower inner B-pillar and are concealed behind the lower B-pillar trim. The seat belt anchor tensioner units are located on the inner sill near the base of the B-pillar and are concealed beneath the inner sill trim. Vehicles manufactured for EMEA markets also have seat belt tensioners integral to each rear outboard retractor. The rear seat belt retractor tensioner units are secured to each inner C-pillar and are concealed behind the C-pillar trim.

The seat belt tensioners are deployed in conjunction with the dual front airbags by signals generated by the ORC through the individual driver or passenger retractor (or sill end), tensioner (or anchor) line 1 and line 2 (or squib) circuits. When the ORC sends the proper electrical signal to the tensioner initiators, the electrical energy generates enough heat to initiate a small pyrotechnic MGG.

In sequence, the ORC activates the retractor tensioner, followed by the anchor tensioner. The retractor tensioner MGG drives the seat belt retractor spool causing slack to be removed from the front seat belt. The anchor tensioner gas generator pulls the anchor end of the webbing downward, causing the slack to be removed from the front seat belt.

Removing excess slack from the front seat belts not only keeps the occupants properly positioned for an airbag deployment following a frontal impact of the vehicle, but also helps to reduce injuries that the occupants of the front seats might experience in these situations as a result of harmful contact with the steering wheel, steering column, instrument panel or windshield. The front seat belt retractors also have a pyrotechnic-type load limiter consisting of a spring-loaded disc with multiple teeth on both sides. The teeth will engage in and out of the closest fitting grooves as the disc rotates. Milliseconds after a crash has occurred, seat belt webbing is gradually released after the crash reducing any rebound effect, further reducing the potential for injuries.

The ORC monitors the condition of the seat belt tensioners through circuit resistance. If any fault is detected the ORC will illuminate the airbag indicator in the instrument cluster and store a DTC. Proper diagnosis of the seat belt tensioner initiators and squib circuits requires the use of a diagnostic scan tool and may also require the use of the Airbag Kit. Refer to the appropriate diagnostic information.

SEAT TRACK POSITION SENSOR

Refer to COMPONENT INDEX .

Vehicles manufactured with multistage airbags have a STPS located on the inboard side of one of the upper seat adjuster tracks on both the driver and the passenger front seats.

The STPS for each front seat, is a Hall-effect sensor designed to provide seat position data to the ORC indicating whether the driver or passenger side front seat is in a full forward or a not full forward position. The ORC uses the seat guide input as a factor in determining the appropriate force to be used when deploying the multistage driver or passenger airbag.

The seat guide position sensor receives a 5 volt signal from the ORC. The sensor communicates the seat position by modulating the voltage returned to the ORC. The ORC monitors the current produced by the modulating voltage. The ORC also monitors the condition of the sensor circuits and will store a DTC for any detected fault and make a request to the BCM over CAN-C to switch on the airbag warning light in the instrument panel.

The STPS is designed to provide a seat position data input to the ORC indicating whether the driver or passenger front seat is in a full forward or a not full forward position. The ORC uses this data as an additional logic input for use in determining the appropriate deployment force to be used when deploying the multistage DAB and PAB.

The STPS receives a nominal 5 volt supply from the ORC. The STPS communicates the seat position by modulating the voltage returned to the ORC on a sensor data circuit. The ORC also monitors the condition of the STPS circuits and will store a DTC for any fault that is detected. The ORC then sends messages over the CAN data bus to control the illumination of the airbag indicator in the IPC.

The hardwired circuits between the STPS and the ORC may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the STPS or the electronic controls and communication between other modules and devices that provide features of the SRS. The most reliable, efficient and accurate means to diagnose the STPS or the electronic controls and communication related to STPS operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

The STPS cannot be adjusted or repaired and, if ineffective or damaged, the entire STPS unit must be replaced.

SIDE CURTAIN AIRBAG

Refer to COMPONENT INDEX .

Side curtain airbags (Side AirBag Inflatable Curtains/SABIC) are standard equipment in this vehicle. This airbag system consists of passive, inflatable SRS components and vehicles with this equipment can be readily identified by a molded identification AIRBAG  logo located on the top of each B-pillar upper trim panel near the headliner.

Side curtain airbags are standard factory-installed equipment for this vehicle. These airbags are passive, inflatable SRS components. The side curtain airbag system is designed to reduce injuries to the vehicle occupants in the event of a side impact collision. Each side curtain airbag cushion provides coverage of the side glass adjacent to all seating positions on the same side of the vehicle as the monitored impact.

Each vehicle is equipped with two individually controlled side curtain airbag units. These side curtain airbag units are concealed and mounted above the headliner where they are each secured to one of the roof side rails. Each folded airbag cushion is contained within a fabric wrap and several miniature plastic wrappers that extend along the roof rail from the A-pillar at the front of the vehicle to just behind the C-pillar. A tether extends from the front and the rear of the side curtain airbag cushion. The end of each tether is secured to the A-pillar (front tether) or roof rail (rear tether) sheet metal.

The side curtains use a hybrid inflator. To deploy the airbag, the ORC sends a current to the airbag inflator which ignites the chemical pellets. When the chemical pellets ignite, the pressure of the expanding gases produces enough pressure to break a containment cap of a cylinder of inert gas. The gas is directed into the side curtain airbag. The side current airbags will stay inflated for approximately 5 seconds to help protect passengers in the event of a rollover event. The deflation rate of the airbags is controlled by the tightness of the airbag fabric mesh.

Each SABIC is deployed individually by an electrical signal generated by the ORC to which it is connected through the left or right SABIC line 1 and line 2 (or squib) circuits. The hybrid-type inflator assembly for each airbag contains a small canister of highly compressed inert gas. When the ORC sends the proper electrical signal to the airbag inflator, the electrical energy creates enough heat to ignite chemical pellets within the inflator.

Once ignited, these chemicals burn rapidly and produce the pressure necessary to rupture a containment disk in the inert gas canister. The inflator and inert gas canister are sealed and connected to a tubular manifold so that all of the released gas is directed into the folded airbag cushion, causing the cushion to inflate. As the cushion inflates it will drop down from the roof rail between the edge of the headliner and the side glass/body pillars to form a curtain-like cushion to protect the vehicle occupants during a side impact collision incident. The cushion features large chambers that inflate adjacent to the head of each front and rear seat occupant.

The front and rear tethers keep the side curtain airbag cushion taut to the side of the vehicle. In addition, ramps integral to the side trim of the interior, integral to the side curtain airbag modules themselves and deploy brackets at the tops of the B and C-pillars guide the cushion into the proper deployment position. Following the deployment, the cushion slowly deflates by venting the inert gas through the loose weave of the cushion fabric and the deflated cushion hangs down loosely from the roof rail.

The ORC monitors the condition of the side curtain airbags through circuit resistance. If any fault is detected the ORC will illuminate the airbag indicator in the instrument cluster and store a DTC. Proper diagnosis of the side curtain airbag inflator and squib circuits requires the use of a diagnostic scan tool and may also require the use of the Airbag Kit. Refer to the appropriate diagnostic information.

The side curtain airbag units cannot be adjusted or repaired and must be replaced if deployed, ineffective, or in any way damaged. Once a side curtain airbag has been deployed, the complete side curtain airbag unit, the headliner, the upper A, B and C-pillar trim, the B and C-pillar deploy brackets as well as all other visibly damaged components must be replaced.

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