10 - Restraints

WARNING

WARNING

DESCRIPTION

DESCRIPTION

An occupant restraint system is standard factory-installed safety equipment on this vehicle. Available 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 a seat belt; while passive restraints require no action by the vehicle occupants to be employed.

ACTIVE RESTRAINTS

The active restraints for this vehicle include:

• Child Restraint Anchors - All two-door vehicles are equipped with two, fixed-position, child seat upper tether anchors for the second row seating. The two upper tether anchors are integral to the back of the seat cushion frame. All four-door vehicles 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 cushion frame, and two more are integral to the back of the right cushion frame. Two lower anchors are provided for each outboard second row seating position on both two-door and four-door vehicles. The lower anchors are integral to the seat cushion frame on two-door vehicles. The lower inboard anchors are integral to the seat back panels of four-door vehicles, while the lower outboard anchors are integral to the seat back hinge brackets. All lower anchors are accessed from the front of the second row seat where the seat back meets the seat cushion.
• Front Seat Belts - 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 sport bar (two-door) or B-pillar (four-door) mounted turning loops and a traveling end-release seat belt buckle secured to the inboard side of the seat frame. A traveling lower seat belt anchor is secured to the outboard side of the seat frame on all four-door vehicles, while all two-door vehicles have a fixed lower seat belt anchor secured to the base of the B-pillar. The driver side front seat belt buckle includes an integral seat belt switch that detects whether the driver side front seat belt has been fastened. In domestic market vehicles, a second seat belt switch detects whether the passenger side front seat belt has been fastened.
• Second Row Seat Belts - All second row seating positions are equipped with three-point seat belt systems. The outboard seating position belts employ lower sport bar mounted inertia latch-type emergency locking retractors, fixed position upper sport bar mounted turning loops and fixed lower seat belt anchors secured to the rear floor panel. The second row seat center seating position of four-door vehicles has an inertia latch-type emergency locking retractor that is secured within the right seat back panel and a lower anchor secured to the rear floor panel along with the right outboard buckle. All of the second row 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 and left outboard buckles are secured to the seat back hinge bracket. All second row seat belts have fixed end-release seat belt buckles.

PASSIVE RESTRAINTS

The passive restraints available for this vehicle include the following:

• Dual Front Airbags - Multistage driver and front passenger airbags are used in this vehicle. This airbag system consists of passive, inflatable, Supplemental Restraint System (SRS) components and vehicles with this equipment can be readily identified by the SRS - AIRBAG logo molded into the driver airbag trim cover in the center of the steering wheel and also into the passenger airbag 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 ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) for about seven seconds as a bulb test each time the ignition switch is turned to the ON position. A pyrotechnic-type seat belt tensioner is also integral to the front seat belt retractors mounted on the lower inner B-pillars to work in conjunction with the dual front airbags. Vehicles built for domestic markets also have a pyrotechnic-type seat belt tensioner integral to the front passenger side seat belt buckle mounted on the inboard side of the seat cushion frame.
• Seat Airbags - Seat integrated side airbags are optional equipment in this vehicle. This airbag system consists of passive, inflatable, SRS components and vehicles with this equipment can be readily identified by a sewn tag with the SRS - AIRBAG logo located on the outboard side of the front seat back trim cover.
  
  

The SRS includes the following major components, which are described in further detail elsewhere in this service information:

• Airbag Indicator - The airbag indicator is integral to the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN), which is located on the instrument panel in front of the driver.
• Clockspring - The clockspring is located near the top of the steering column, directly beneath the steering wheel.
• Driver Airbag (3) - The driver airbag is located in the center of the steering wheel, beneath the driver airbag trim cover.
• Driver Knee Blocker - The driver knee blocker is a structural unit secured to the back side of and integral to the instrument panel steering column opening cover.
• Front Impact Sensor (1) - Two front impact sensors are used on vehicles equipped with dual front airbags, one left side and one right side. One sensor is located on the back side of the front end module carrier on either side of the radiator and inboard of the headlamp within the engine compartment.
• Occupant Detection Sensor - An Occupant Detection Sensor (ODS) is located on the top of the seat cushion foam or seat cushion heater mat of the passenger side front seat in domestic market vehicles.
• Occupant Restraint Controller (4) - The Occupant Restraint Controller (ORC) is located on a mount on the floor panel transmission tunnel rearward of the transmission gear selector, and is concealed beneath the center floor console.
• Passenger Airbag (2) - The passenger airbag is located in the instrument panel, beneath the passenger airbag door on the instrument panel above the glove box on the passenger side of the vehicle.
• Passenger Knee Blocker - The passenger knee blocker is a structural reinforcement that is integral to and concealed within the glove box door.
• Seat Airbag (6) - An optional seat airbag unit is secured to each outboard front seat back frame, where it is concealed beneath the seat back trim cover and foam.
• Seat Belt Tensioner (8) - A seat belt tensioner is integral to both front seat belt retractor units on vehicles equipped with dual front airbags, and to the front passenger seat buckle of domestic market vehicles. The 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 buckle tensioner is secured to the inboard rear corner of the passenger front seat cushion frame.
• Seat Track Position Sensor (5) - A seat track position sensor is located on the inboard side of one of the seat adjuster tracks on the driver and passenger side front seats.
• Side Impact Sensor (7) - Two side impact sensors are used on vehicles equipped with the optional seat airbags, one on each side of the vehicle. One sensor is located behind the B-pillar trim near the belt line of each B-pillar.

The ORC and the EMIC each contain a microprocessor 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 EMIC. (Refer to 08 - Electrical/8E - Electronic Control Modules/COMMUNICATION - Description) .

Hard wired circuitry connects the SRS components to each other through the electrical system of the vehicle. These hard wired 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, 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.

OPERATION

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.

PASSIVE RESTRAINTS

The passive restraints are referred to as Supplemental Restraint System (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 microprocessor and software contained within the Occupant Restraint Controller (ORC). An airbag indicator in the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) illuminates for about seven seconds as a bulb test each time the ignition switch is turned to the ON or START positions. 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.

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. When an impact is severe enough, the microprocessor in the ORC signals the inflator of the appropriate airbag units to deploy their airbag cushions.

The front seat belt retractor tensioners and buckle tensioner are provided with a deployment signal by the ORC in conjunction with the front airbags. The optional seat airbags (also known as pelvic and thorax 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 acceleration-type impact sensor to signal the need for a deployment, the rollover sensor in the ORC will deploy the seat airbags and, under certain conditions, will also actuate the seat belt retractor and buckle tensioners.

During a frontal vehicle impact, the static knee blockers work in concert with properly fastened and adjusted seat belts to restrain both the driver and the front seat passenger in the proper position for an airbag deployment. The knee blockers also absorb and distribute the crash energy from the driver and the front seat passenger 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.

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 kilometer-per-hour (30 mile-per-hour) 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 Diagnostic Trouble Code (DTC) in its memory circuit and sends an electronic message to the EMIC to turn ON the airbag indicator. The hard wired 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, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin out information and location views for the various wire harness connectors, splices and grounds.

However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SRS or the electronic controls or 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. Refer to the appropriate diagnostic information.

DIAGNOSIS AND TESTING - SUPPLEMENTAL RESTRAINT SYSTEM

DIAGNOSIS AND TESTING - SUPPLEMENTAL RESTRAINT SYSTEM

The hard wired circuits between modules and components related to the Supplemental Restraint System (SRS) may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin out information and location views for the various wire harness connectors, splices and grounds.

However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SRS or the electronic controls or 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. Refer to the appropriate diagnostic information.

In addition to a diagnostic scan tool that contains the latest version of the proper diagnostic software, certain diagnostic procedures for the SRS may require the use of the SRS Load Tool special tool along with the appropriate Load Tool Jumpers and Adapters. Refer to the appropriate diagnostic information.

HANDLING NON-DEPLOYED SUPPLEMENTAL RESTRAINTS

HANDLING NON-DEPLOYED SUPPLEMENTAL RESTRAINTS

At no time should any source of electricity be permitted near the inflator on the back of a non-deployed airbag or seat belt tensioner. When carrying a non-deployed airbag, the trim cover or airbag cushion side of the unit should be pointed away from the body to minimize injury in the event of an accidental deployment. If the airbag unit is placed on a bench or any other surface, the trim cover or airbag cushion side of the unit should be face up to minimize movement in the event of an accidental deployment.

When handling a non-deployed seat belt tensioner, take proper care to keep fingers away from the retractor cover and away from the seat belt webbing where it exits from the retractor cover. In addition, the Supplemental Restraint System (SRS) should be disarmed whenever any steering wheel, steering column, seat belt tensioner, airbag, impact sensor or instrument panel components require diagnosis or service. Failure to observe this warning could result in accidental airbag deployment and possible personal injury.

All damaged, ineffective or non-deployed airbags and seat belt tensioners which are replaced on vehicles are to be handled and disposed of properly. If an airbag or seat belt tensioner unit is ineffective or damaged and non-deployed, refer to the Hazardous Substance Control System for information regarding the potentially hazardous properties of the subject component and the proper safe handling procedures. Then dispose of all non-deployed and deployed airbags and seat belt tensioners in a manner consistent with state, provincial, local and federal regulations.

SUPPLEMENTAL RESTRAINT STORAGE

Airbags and seat belt tensioners must be stored in their original, special container until they are used for service. Also, they must be stored in a clean, dry environment; away from sources of extreme heat, sparks, and high electrical energy. Always place or store any airbag on a surface with its trim cover or airbag cushion side facing up, to minimize movement in case of an accidental deployment.

SERVICE AFTER A SUPPLEMENTAL RESTRAINT DEPLOYMENT

SERVICE AFTER A SUPPLEMENTAL RESTRAINT DEPLOYMENT

Any vehicle which is to be returned to use following a Supplemental Restraint System (SRS) component deployment must have the deployed restraints replaced. In addition, the following guidelines MUST be observed.

• Following ANY major vehicle impact damage in the vicinity of an impact sensor or the ORC - It is critical that the mounting surfaces and mounting brackets for the Occupant Restraint Controller (ORC), front impact sensors and side impact sensors located within the proximity of the impact damage be closely inspected and restored to their original conditions. Because the ORC and each impact sensor are used by the SRS to monitor or confirm the direction and severity of a vehicle impact, improper orientation or insecure fastening of these components may cause airbags not to deploy when required, or to deploy when not required.
• If the driver airbag is deployed - If the driver airbag has been deployed, the clockspring and the steering column must be replaced.
• If the passenger airbag is deployed - If the passenger airbag has been deployed, the passenger airbag door must also be replaced.
• If a seat airbag is deployed - If a seat (pelvic and thorax) airbag has been deployed, the seat back frame, the seat back foam and the seat back trim cover on the same side of the vehicle as the deployed airbag must also be replaced.
• If a seat belt tensioner is deployed - The seat belt tensioners are deployed in conjunction with the front airbags, but can also be deployed with seat (pelvic and thorax) airbags. The seat belt tensioners must be replaced if either front airbag has been deployed, and must be inspected if either seat airbag has been deployed.

The components identified with the deployed SRS components in the preceding list are not intended for reuse and will be damaged or weakened as a result of an airbag deployment, which may or may not be obvious during a visual inspection. All other vehicle components should be closely inspected following any SRS component deployment, but are to be replaced only as required by the extent of the visible damage incurred.

SQUIB CIRCUIT WIRING REPAIRS

In addition to the preceding guidelines, be aware that the heat created by the initiator during an airbag or tensioner deployment will cause collateral damage to the connected wiring (squib circuits) and connector insulators. There are two methods by which an airbag or seat belt tensioner may be connected to the vehicle electrical system. The first method involves a short pigtail harness and connector insulator that are integral to the airbag or tensioner unit and are replaced as a unit with the service replacement airbag or seat belt tensioner. This connection method typically requires no additional wiring repair following a deployment.

However, the second connection method involves a wire harness takeout and connector insulator that are connected directly to the airbag or tensioner initiator or squib. These direct-connect type take outs and connector insulators MUST be repaired following an airbag or seat belt tensioner deployment using the approved Supplemental Restraint System Wiring Repairs procedure. (Refer to 10 - Restraints - Standard Procedure) .

AIRBAG SQUIB STATUS

Multistage airbags with multiple initiators (squibs) must be checked to determine that all squibs were used during the deployment event. The driver and passenger airbags in this vehicle are deployed by electrical signals generated by the Occupant Restraint Controller (ORC) through the driver or passenger squib 1 and squib 2 circuits to the two initiators in the airbag inflators. 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; therefore, it is always necessary to confirm that both initiators have been used in order to avoid the improper handling or disposal of potentially live pyrotechnic or hazardous materials. The following procedure should be performed using a diagnostic scan tool to verify the status of both airbag squibs before either deployed airbag is removed from the vehicle for disposal.

1. Be certain that the diagnostic scan tool contains the latest version of the proper diagnostic software. Connect the scan tool to the 16-way Data Link Connector (DLC). The DLC is located on the driver side lower edge of the instrument panel, outboard of the steering column.

 
2. Turn the ignition switch to the ON position.

 
3. Using the scan tool, read and record the active (current) Diagnostic Trouble Code (DTC) data.

 

Using the active DTC information, refer to the Airbag Squib Status table to determine the status of both driver and passenger airbag squibs.

CLEANUP PROCEDURE

Following a Supplemental Restraint System (SRS) component deployment, the vehicle interior will contain a powdery residue. This residue consists primarily of harmless particulate by-products of the small pyrotechnic charge that initiates the propellant used to deploy a SRS component. However, this residue may also contain traces of sodium hydroxide powder, a chemical by-product of the propellant material that is used to generate the inert gas that inflates the airbag. Since sodium hydroxide powder can irritate the skin, eyes, nose, or throat, be certain to wear safety glasses, rubber gloves, and a long-sleeved shirt during cleanup.

1. Begin the cleanup by using a vacuum cleaner to remove any residual powder from the vehicle interior. Clean from outside the vehicle and work your way inside, so that you avoid kneeling or sitting on a non-cleaned area.

 
2. Be certain to vacuum the heater and air conditioning outlets as well. Run the heater and air conditioner blower on the lowest speed setting and vacuum any powder expelled from the outlets.

   CAUTION:

   Deployed front airbags having two initiators (squibs) in the airbag inflator may or may not have live pyrotechnic material within the inflator. Do not dispose of these airbags unless you are certain of complete deployment. Refer to the AIRBAG SQUIB STATUS heading within this information. All damaged, ineffective, or non-deployed Supplemental Restraint System (SRS) components which are replaced on vehicles are to be handled and disposed of properly. If an airbag or seat belt tensioner unit is ineffective or damaged and non-deployed, refer to the Hazardous Substance Control System for information regarding the potentially hazardous properties of the subject component and the proper safe handling procedures. Then dispose of all non-deployed and deployed airbags and seat belt tensioners in a manner consistent with state, provincial, local and federal regulations.


 
3. Next, remove the deployed SRS components from the vehicle. Refer to the appropriate service removal procedures.

 
4. You may need to vacuum the interior of the vehicle a second time to recover all of the powder.
   

 

SUPPLEMENTAL RESTRAINT SYSTEM WIRING REPAIRS

SUPPLEMENTAL RESTRAINT SYSTEM WIRING REPAIRS

Special Tools: Click to display a list of tools used in this procedure

Click here to launch the form to order any tools you need.

10042 - Crimper, Wire/Terminal Originally Shipped In Kit Number(s) 10042.

It is important when repairing any Supplemental Restraint System (SRS) electrical circuits to use the recommended splicing kit and procedure. For applicable and available MOPAR wiring repair kits, please visit the MOPAR Connector Web Site at the following address on the internet: (http://dto.vftis.com/mopar/disclaimer.asp).

This recommended procedure involves crimping the wires together with a splice band, soldering the crimped connection and, finally, sealing and protecting the repair. The crimp and solder ensure a strong mechanical bond that will always pass a pull test while also maintaining the conductivity and current carrying capacity of the circuit. The adhesive sealant and heat shrink tubing ensures the splice repair will perform as well or better than the original wire and be safe from potential corrosion or short circuits.

There is no limit to the number of splice repairs that can be made in one harness using this procedure. However, as has been past practice, multiple adjacent splices should be offset from each other. This wiring splice repair procedure is approved for harness side repairs only. Repairs and splices to pigtail wires on SRS components such as airbag units, seat belt tensioner units or clocksprings are not approved or recommended.

REPAIR PROCEDURE

1. Remove 13 millimeters (0.50 inch) of insulation from each wire that needs to be spliced.
   

 
2. Place a piece of adhesive sealant-lined heat shrink tubing (Part Number 04778570 or equivalent) over the wire on one side of the splice. Be certain the length of tubing will be sufficient to cover and seal the entire repair area.

 
3. Place the strands of the wires being spliced so that they are overlapping each other within the splice band (1).
   
   

 
4. Using a crimping tool (1) (MOPAR Part Number 05019912AA, Miller Special Tool Number 10042 or equivalent) crimp the splice band and wires together securely.
   
   

   CAUTION:

   Never use acid core solder for electrical wiring repairs.


 
5. Using rosin core type solder (1) only and a suitable soldering iron (3), solder the wire and splice band connection (2) together.
   
   

 
6. Center the heat shrink tubing (2) over the splice joint repair and heat using a suitable heat gun. Heat the joint until the tubing is tightly sealed and sealant (1) begins to ooze out of both ends of the tubing.
   

 

SUPPLEMENTAL RESTRAINTS VERIFICATION TEST

SUPPLEMENTAL RESTRAINTS VERIFICATION TEST

1. During the following test, the negative cable remains disconnected and isolated from the battery, as it was during the Supplemental Restraint System (SRS) component removal and installation procedures.

 
2. Be certain that the diagnostic scan tool contains the latest version of the proper diagnostic software. Connect the scan tool to the 16-way Data Link Connector (DLC) (2). The DLC is located on the driver side lower edge of the instrument panel (1), near the cowl side inner panel (3).

 
3. Transition the status of the ignition switch to ON and exit the vehicle with the scan tool.

 
4. Check to be certain that nobody is in the vehicle, then reconnect the negative cable to the battery.

 
5. Using the scan tool, read and record the active (current) Diagnostic Trouble Code (DTC) data.

 
6. Next, use the scan tool to read and record any stored (historical) DTC data.

 
7. If any DTC is found in Step 5 or Step 6, refer to the appropriate diagnostic information.

 
8. Use the scan tool to erase the stored DTC data. If any problems remain, the stored DTC data will not erase. Refer to the appropriate diagnostic information to diagnose any stored DTC that will not erase. If the stored DTC information is successfully erased, go to Step 9.

 
9. Transition the status of the ignition switch to OFF for about 15 seconds, and then back to ON. Observe the airbag indicator in the instrument cluster. It should light for six to eight seconds, and then go out. This indicates that the SRS is functioning normally and that the repairs are complete. If the airbag indicator fails to light, or lights and stays ON, there is still an active SRS fault or malfunction. Refer to the appropriate diagnostic information to diagnose the problem.
   

 

SPECIFICATIONS

SPECIFICATIONS

SPECIAL TOOLS

SPECIAL TOOLS

10042 - Crimper, Wire/Terminal Originally Shipped In Kit Number(s) 10042.