Restraints - Service Information: Overview Chrysler Crossfire I

DESCRIPTION

Occupant restraints for this vehicle include both Active and Passive types. Active restraints are those which require the occupants to take some action to employ, such as fastening the seat belt; while Passive restraints require no action by the occupants to be employed.

The Occupant Restraint Controller (ORC) is located on the floor beneath the center console. It is secured by four screws to a stamped steel mounting bracket.

The arrow which is printed on the label located on the top of the ORC housing (1) provides a visual verification of the proper orientation and should always face the front of the vehicle.

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

OPERATION

The microprocessor in the Occupant Restraint Controller (ORC) contains the Supplemental Restraint System (SRS) logic circuits and controls all of the SRS components. The Occupant Restraint Controller (ORC) uses On-Board Diagnostics (OBD) and Controller Area Network (CAN) to communicate with other electronic modules in the vehicle as well as with the DRBIII(R) scan tool.

The Occupant Restraint Controller (ORC) microprocessor continuously monitors all of the Supplemental Restraint System (SRS) electrical circuits to determine the system status. If the Occupant Restraint Controller (ORC) detects a monitored system fault, it sets an active and a stored Diagnostic Trouble Code (DTC). A message is sent to the Instrument Cluster (IC) over the Controller Area Network (CAN) data bus to illuminate the airbag warning indicator lamp.

The Occupant Restraint Controller (ORC) also monitors the seat belt switch which is located internal to each of the front seat belt buckles to determine whether the seat belts are fastened properly. If the seat belt is not fastened a signal is sent to the Instrument Cluster (IC) over the Controller Area Network (CAN) data bus to illuminate the seatbelt indicator lamp.

The Occupant Restraint Controller (ORC) receives battery current through two circuits; a fused ignition switch output (RUN) circuit through a fuse in the underhood accessory fuse block, and a fused ignition switch output (START-RUN) circuit through a second fuse in the underhood accessory fuse block. The Occupant Restraint Controller (ORC) is grounded through a ground circuit of the instrument panel floor wire harness. This has a single eyelet terminal connector secured by the bolt to the Occupant Restraint Controller (ORC) mount on the floor panel of the transmission tunnel. These connections allow the Occupant Restraint Controller (ORC) to be operational whenever the ignition switch is in the Start or On positions.

The Occupant Restraint Controller (ORC) also contains a capacitor. When the ignition switch is in the Start or On positions, this capacitor is continually being charged with enough voltage to deploy the airbags for up to one second following a battery disconnect or failure. The purpose of the capacitor is to provide backup SRS protection in case there is a loss of battery current supply to the Occupant Restraint Controller (ORC) during an impact.

Two sensors are contained within the Occupant Restraint Controller (ORC), an electronic impact sensor and a safing sensor. The Occupant Restraint Controller (ORC) also monitors inputs from two remote side impact sensors located under the carpet directly below the front seats, to control the deployment of the side impact airbag units.

The safing sensor is an electronic accelerometer sensor within the Occupant Restraint Controller (ORC) that provides an additional logic input to the Occupant Restraint Controller (ORC) microprocessor. The safing sensor is used to verify the need for a Supplemental Restraint System (SRS) deployment by detecting the impact energy of a collision. The impact energy must exceed the safing threshold in order for the airbags to deploy.

Pre-programmed decision algorithms in the Occupant Restraint Controller (ORC) microprocessor determine when the deceleration rate indicates an impact that is severe enough to require supplemental restraint system protection. Based upon the status of the seat belt switch inputs and the severity of the monitored impact, determines the level of front airbag deployment force required for each front seating position. When the programmed conditions are met, the Occupant Restraint Controller (ORC) sends the proper electrical signals to deploy the front airbags and the Seat Belt Tensioner's (SBT) at the programmed force levels.

The Occupant Restraint Controller (ORC) determines the level of front air bag deployment force for each seating position based on the seat belt switch input status and the severity of the impact. When the predetermined impact conditions are met the Occupant Restraint Controller (ORC) deploys the front airbags and activates the Seat Belt Tensioner's (SBT).

The clockspring is used to provide continuous electrical continuity between the instrument panel and the electrical components mounted on or in the steering wheel. The clockspring case is secured to the top of the steering column. The connector receptacle on the tail of the fixed clockspring case connect the clockspring to the vehicle electrical system through a single four pin connector (yellow) to the instrument panel wire harness.

Scheme 1

The clockspring rotor is movable and is keyed to the hub of the steering wheel by two large flats that are molded into the rotor hub. The three pins (two round and one oblong) on the lower surface of the clockspring rotor hub engage and index the clockspring rotor to the turn signal cancel cam. The turn signal cancel cam is integral to the multifunction switch mounting housing and is keyed to the upper steering column shaft. The short, black-sleeved yellow pigtail wire on the upper surface of the clockspring rotor connect the clockspring to the driver airbag, while a steering wheel wire harness connects the two connector receptacles on the upper surface of the clockspring rotor to the horn switch.

Scheme 2

Like the clockspring in a timepiece, the clockspring 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 clockspring is centered when it is installed on the steering column. Centering the clockspring indexes the clockspring tape to the movable steering components so that the tape can operate within its designed travel limits. However, if the clockspring is removed from the steering column or if the steering shaft is disconnected from the steering gear, the clockspring spool can change position relative to the movable steering components and must be re-centered following completion of the service or the tape may be damaged.

Service replacement clocksprings are shipped pre-centered and with a locking pin installed. This locking pin should not be removed until the clockspring has been installed on the steering column. If the locking pin is removed before the clockspring is installed on a steering column, the clockspring centering procedure must be performed.

The driver airbag (1) is located in the center of the steering wheel, where it is secured with two screws to the steering wheel. Concealed beneath the driver airbag trim cover are the horn switch, the folded airbag cushion, the airbag cushion retainer, the airbag housing, the airbag inflator, and the retainers that secure the inflator to the airbag housing.

The driver airbag trim cover and the horn switch are available for individual service replacement.

The airbag used in this model is a multistage, Next Generation-type that complies with revised federal airbag standards to deploy with less force than those used in some prior models. A radial deploying fabric airbag cushion with internal tethers is used. The airbag inflator is a dual-initiator, non-azide, pyrotechnic-type unit with four mounting studs and is secured to the stamped metal airbag housing using four hex nuts with washers. The driver airbag cannot be repaired, and must be replaced if deployed or in any way damaged.

The multistage driver airbag is deployed by electrical signals generated by the Occupant Restraint Controller (ORC) through the driver airbag squib 1 and squib 2 circuits to the two initiators 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 four 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.

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1. When the actuation impact threshold for the driver side airbag is exceeded, an electric pulse is transmitted to the squib in the gas generator by the Seat Belt Tensioner (SBT) and Occupant Restraint Controller (ORC).
2. The squib ignites the solid fuel in the gas generator. The solid fuel combusts, developing a gas which explodes under high pressure into the airbag through a filter.
3. The airbag inflates and tears open the steering wheel cushion cover at a predetermined breaking point.
4. While continuously inflating, the airbag begins to exit the steering wheel cushion.
5. After approximately 45 ms. the airbag reaches its maximum volume.
6. When the maximum volume is reached, the pressure in the airbag starts decreasing immediately. The gas escapes from the airbag through a filter and the airbag deflates.

The surface of the instrument panel top pad above the glove box is the most visible part of the passenger airbag. The passenger airbag door is concealed behind the instrument panel top pad and above the glove box opening on the instrument panel in front of the front seat passenger seating position.

Scheme 7

The passenger airbag unit used in this model is a multistage, Next Generation-type that complies with revised federal airbag standards to deploy with less force than those used in some prior models. The passenger airbag unit consists of an extruded aluminum housing, two stamped steel end brackets, a molded plastic inner airbag cushion cover, the rectangular fabric airbag cushion, and the airbag inflator. The airbag housing contains the airbag inflator, while the inner cover contains the folded airbag cushion. The inner cover completely encloses the airbag cushion and is permanently retained to the housing. The airbag cushion is constructed of a coated nylon fabric. The airbag inflator is a dual-initiator, hybrid-type unit that is secured to and sealed within the airbag housing.

Note. The passenger airbag cannot be repaired, and must be replaced if deployed, faulty, or in any way damaged. The passenger airbag door is serviced only as a unit with the instrument panel top pad. If the passenger airbag is deployed, the instrument panel top pad must also be replaced. If inspection reveals that the passenger airbag mounting points on the instrument panel structural duct have been cracked or damaged by the deployment event, the instrument panel structural duct assembly must also be replaced.

The multistage passenger airbag is deployed by electrical signals generated by the Occupant Restraint Controller (ORC) through the passenger airbag squib 1 and squib 2 circuits to the two initiators 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 four 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.

The passenger seat occupant simulator is located on the front side of the passenger floor access panel. The module is attached to the access panel with a plastic wire tie. The multiplexed DC voltage signal received from the passenger airbag switch is converted into a digital signal and sent to the occupant restraint controller.

The passenger seat occupant simulator receives a multiplexed DC voltage signal from the passenger airbag on/off switch. The signal is then converted into a digital signal and sent to the occupant restraint controller.

With the passenger airbag On/Off switch in the OFF position, the occupant restraint controller provides a ground for the Passenger Air Bag Off indicator, and disables the passenger airbag.

With the passenger airbag On/Off switch in the ON position, the occupant restraint controller allows full operation of the passenger airbag.

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1. Disconnect the negative battery cable (2). Wait two minutes for the system capacitor to discharge before further service.
2. Unsnap and remove the carpeted floor mat.
3. Untuck the carpeting in the passenger footwell, and fold the carpet down to expose the foam insulation.
4. Remove the foam insulating panel. NOTE: It is not necessary to remove the electrical connectors to rotate the base plate in the passenger footwell.
5. Remove the plastic retaining nuts (1) from the floor panel and rotate the base plate exposing the passenger seat occupant simulator.
6. Remove the plastic tie, and disconnect the passenger seat occupant simulator harness connector. Remove the passenger seat occupant simulator (1).

Two side impact sensors (2) are used, one each for the left and right sides of the vehicle. These sensors are mounted remotely from the bi-directional safing sensor that is internal to the Occupant Restraint Controller (ORC). The side impact sensors are secured with two bolts (1) to the floor below the carpet under the seats.

The impact sensor housing has an integral connector receptacle and two integral mounting ears, each with a metal sleeve to provide crush protection. A cavity in the center of the molded black plastic impact sensor housing contains the electronic circuitry of the sensor which includes an electronic communication chip and an electronic impact sensor. Potting material fills the cavity to seal and protect the internal electronic circuitry and components. The side impact sensors are each connected to the vehicle electrical system through a dedicated connector of the airbag wire harness.

The side impact sensors cannot be repaired or adjusted, and if damaged or faulty, they must be replaced.

The side impact sensors are electronic accelerometers that sense the rate of vehicle deceleration or acceleration, 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 microprocessor in the Occupant Restraint Controller (ORC). The ORC microprocessor 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 Diagnostic Trouble Code (DTC) and controls the airbag indicator lamp operation accordingly.

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 voltage in the sensor plus circuit. The hard wired circuits between the side impact sensors and the ORC may be diagnosed and tested using conventional diagnostic tools and procedures. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the ORC or the impact sensors. The most reliable, efficient, and accurate means to diagnose the impact sensors, the ORC, and the electronic message communication between the sensors and the ORC requires the use of a DRBIII(R) scan tool. Refer to the appropriate diagnostic information.

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1. Before attempting any service procedures refer to the warnings in the beginning of this service information. «(Refer to ELECTRICAL/RESTRAINTS - WARNING)»(ref-250618-S04426623642007031500000) .
2. Remove the door sill plate (1). NOTE: Pull straight up on the sill plate to release it from the retaining clips.
3. Move the seat to the full rearward position.
4. Remove the seat track front bolts (1).
5. Move the seat to the full forward position. NOTE: The seat track rear bolts are easily accessed when the seat back is tilted fully forward.
6. Remove the seat track rear bolts (1).
7. Remove the seat belt bolt (2) holding the seat belt to the seat.
8. Disconnect the negative battery cable (2). Wait two minutes for the system capacitor to discharge before further service.
9. Tilt the seat back, to gain access to the bottom of the seat.
10. Disconnect the power seat harness connectors.
11. Carefully remove the seat from the vehicle.
12. Remove the carpet retainer button (3) at the passenger compartment rear wall (1). NOTE: Do not pry on the carpet retainer button, the button will unscrew from the fastener.
13. Fold back the carpet near the center of the door sill to gain access to the side impact sensor. NOTE: The carpet is firmly molded, and will need to be propped up while servicing the impact sensor.
14. Disconnect the side impact sensor harness connector. CAUTION: Use caution when disconnecting the squib connector. Do not pry on the connector insulator to disengage the connector from the side impact sensor. Improper removal of the connector can result in damage to the airbag circuits or connector insulator.
15. Remove the two bolts attaching the side impact sensor (1) to the body cross brace.
16. Remove the side impact sensor from the vehicle.

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1. Before attempting any service procedures refer to the warnings in the beginning of this service information. «(Refer to ELECTRICAL/RESTRAINTS - WARNING)»(ref-250618-S04426623642007031500000) .
2. Remove the door sill plate. NOTE: Pull straight up on the sill plate to release it from the retaining clips.
3. Move the seat to the full rearward position.
4. Remove the seat track front bolts (1).
5. Move the seat to the full forward position. NOTE: The seat track rear bolts are easily accessed when the seat back is tilted fully forward.
6. Remove the seat track rear bolts (1).
7. Remove the seat belt bolt (2) holding the seat belt to the seat.
8. Disconnect the negative battery cable. Wait two minutes for the system capacitor to discharge before further service.
9. Tilt the seat back, to gain access to the bottom of the seat.
10. Disconnect the power seat harness connectors.
11. Carefully remove the seat from the vehicle.
12. Remove the carpet retainer button (1) at the passenger compartment rear wall. NOTE: Do not pry on the carpet retainer button, the button will unscrew from the fastener.
13. Fold back the carpet near the center of the door sill to gain access to the side impact sensor. NOTE: The carpet is firmly molded, and will need to be propped up while servicing the impact sensor.
14. Disconnect the side impact sensor harness connector (2). CAUTION: Use caution when disconnecting the squib connector. Do not pry on the connector insulator to disengage the connector from the side impact sensor. Improper removal of the connector can result in damage to the airbag circuits or connector insulator.
15. Remove the two bolts (1) attaching the side impact sensor to the body cross brace.
16. Remove the side impact sensor from the vehicle.

Both side impact airbags are deployed individually by an electrical signal generated by the left or right side impact sensor to which it is connected through left or right side squib line 1 and line 2 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 airbag cushion inflates it will rip open a predetermined area in the driver or passenger door to form a cushion to protect the vehicle occupants during a side impact collision. Following the airbag deployment, the airbag cushion quickly deflates by venting the inert gas through the loose weave of the cushion fabric, and the deflated cushion hangs down loosely from the door trim panel.

The front seat belt system incorporates both driver and passenger Seat Belt Tensioner (SBT) retractors. At the onset of an impact event each tensioner uses a pyrotechnic device, which is triggered simultaneously with the front airbags to rapidly retract the seat belts. With the slack removed, the occupant's forward motion in an impact will be reduced as well the likelihood of contacting interior components. After an impact that deploys the airbag, the seat belt tensioner assembly must be replaced. The Occupant Restraint Controller (ORC) module monitors the seat belt tensioners circuit resistance and reports active and stored DTCs if any problem is found. Follow all of the safety procedures when servicing tensioner.

Scheme 18

The Seat Belt Tensioners (SBT) are equipped with a force limitation device which reduces the force of the belt on the passenger's body, without affecting the protective function of the seat belt during an impact.

Scheme 19

In the event of a collision, the Occupant Restraint Controller (ORC) puts out an electrical signal for triggering the Seat Belt Tensioner (SBT) after a certain delay.

The Squib in the gas generator is triggered and the resulting combustion gas moves the piston (2) in the gas generator cylinder (3) up at high speed. The pull cable (4) connected to the piston is tensioned causing the cable pulley (5) to turn. Inertia and centrifugal force cause the pawls (7) in the cable pulley (5) to engage in the teeth in the toothed ring (6).

A positive connection is then present between the gas generator piston and the seat belt retractor shaft via the pull cable (4), the cable pulley (5) and toothed plate pulling and thereby tensioning the seat belt (1).

Scheme 20

After tensioning the seat belt, the gas pressure in the gas generator cylinder (1) decreases. The pull cable (2) is relieved and the force on the cable pulley (4) reduced.

The force exerted by the passenger on the seat belt then changes the direction of pull and the seat belt (8) attempts to unwind. This is prevented by the outer locking pawls (3) in the toothed ring (5). The change in the direction of pull simultaneously causes a change in the direction of rotation of the retractor shaft. Inertia and centrifugal force cause the outer locking pawls (3) on the toothed ring (5) to engage in the inner teeth on the locking ring (7).

As soon as a locking pawl (3) is in contact with the teeth on the locking ring (7) the latter turns until it locks up. The arrested locking ring (7) causes the torsion rod (6) to arrest on one side. The torsion rod (6) forms the heart of the retractor shaft and therefore takes up the tension forces acting on the seat belt.

As soon as the force on the seat belt exceeds 4 kN, the torsion rod (6) deforms, counteracting a further increase in the load and limiting the force.

As soon as the force on the seat belt decreases, the locking pawls in the toothed ring and the pawls on the cable pulley return to their initial position as the seat belt is retracted. The locking and retracting functions of the inertia reel are effective again.

Scheme 21

Triggering of the emergency tensioning retractors is indicated by the open viewing window (1) on the tensioning system housing

In the event of another collision, the normal protective function of the seat belt is still available. The retractor shaft is locked up by the locking system without tensioning and force limitation so that the entire force is taken up.