Restraints - Service Information: Overview Dodge Avenger II facelift

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.

OPERATION

The multistage Driver AirBag (DAB) is deployed by electrical signals generated by the Occupant Restraint Controller (ORC) through the DAB 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 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 signals to each 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 Supplemental Restraint System (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.

Proper diagnosis of the DAB inflator and squib circuits requires the use of a diagnostic scan tool and may also 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.

The multistage Passenger AirBag (PAB) is deployed by electrical signals generated by the Occupant Restraint Controller (ORC) through the PAB squib 1 and squib 2 circuits to the two initiators in the airbag inflator. By using two initiators, 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. The longer the delay between these signals, the less forcefully the PAB will deploy.

When the ORC sends the proper electrical signals to each 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 will split at predetermined tear seam lines concealed on the inside surface of the door, then the door will pivot up over the top of the instrument panel and 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.

Typically, both initiators are used during an airbag deployment event. However, it is possible for only one initiator to be used during a deployment due to an airbag system 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 materials. Refer to STANDARD PROCEDURE .

Proper diagnosis of the PAB inflator and the PAB squib circuits requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

Each seat airbag is deployed individually by an electrical signal generated by the Occupant Restraint Controller (ORC) to which it is connected through left or right seat airbag 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 so that all of the released gas is directed into the folded seat airbag cushion, causing the cushion to inflate. As the airbag cushion inflates it will split the inner cover and the outboard side of the seat back trim cover and expand into the area between the outboard side of the front seat and the front door to form a cushion to protect the front seat occupant during a side impact collision or a vehicle rollover incident.

Following the airbag deployment, the airbag cushion slowly deflates by venting the inert gas through the loose weave of the cushion fabric, and through a vent in the air bag. After venting is achieved, the deflated cushion hangs down loosely from the outboard side of the front seat back.

Proper diagnosis of the seat airbag inflator and squib circuits requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

The Occupant Restraint Controller (ORC) controls the curtain airbags. For side impacts, the ORC senses the impact severity through two side impact sensors on each side of the vehicle). If the ORC determines the impact is severe enough, it will send an electrical signal to inflate the appropriate curtain airbag. The airbag will inflate, dropping down from the ceiling between the headliner and windows/pillars, to provide supplemental restraint to driver or outboard passengers in the event of a side impact collision. Once a curtain airbag has been deployed, the complete curtain airbag, headliner, upper A, B, and C-pillar trim panel, and all damaged parts must be replaced on the deployed side.

Scheme 1

Scheme 2

1. Disconnect and isolate the battery negative remote cable. WARNING: Wait two minutes for the system reserve capacitor to discharge before servicing any airbag components. Failure to do this may result in serious or fatal injury.
2. Lower or remove the Headliner to gain enough access to the curtain airbag. Refer to «HEADLINER, REMOVAL»(ref-485483-S07060438712012071300000) .
3. Disconnect the squib connector (2) from the rear of the inflator (1).
4. Unclip the front and rear tether on the A-pillar and C-pillar.
5. Remove the seven nuts (1 and 4) retaining the curtain airbag to the roof line (3).
6. Lift the airbag off the studs (2) and remove the curtain airbag (5) from the vehicle.

Note. Sedan rear seat shown, convertible similar.

Scheme 3

Vehicles manufactured for sale in the North American market are equipped with a L ower A nchors and T ether for CH ildren, or LATCH child restraint anchorage system. 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 are equipped with a fixed-position child restraint upper tether anchor and child restraint lower anchors for the two outboard seating positions only for convertible vehicles. The sedan vehicles are equipped with a fixed-position child restraint upper tether anchor for both the center and the two outboard seating positions.

Scheme 4

There are three upper tether anchors located on the rear shelf panel, just behind the rear seat back for the sedan. The convertible has two tether anchors located behind the rear seat back on the rear shelf panel. These child tether anchors are concealed under a cover on the rear shelf panel and are easily identifiable by the ISO symbol molded onto the cover. The tether strap anchors are stamped into the rear shelf panel and are not serviceable.

Scheme 5

The anchors are mounted on the seat hinge frame. They are each accessed from the front of their respective seats, at each side where the seat back meets the seat cushion. There is an ISO symbol just above each anchor identifying each anchor location. These lower anchors cannot be adjusted or repaired and, if faulty or damaged, they must be replaced as a unit with the seat frame.

Scheme 6

The rear seat lower anchorages are round bars, located at the rear of the seat cushion where it meets the seat back, and are just visible when you lean into the rear seat to install the child restraint.

In addition, there are tether strap anchorages behind each rear seating position located in the panel between the rear seat back and the rear window. These tether strap anchorages are under a plastic cover.

First, loosen the adjusters on the lower straps and on the tether strap so that they will more easily attach the hooks or connectors to the vehicle anchorages. Next, attach the lower hooks or connectors over the top of the seat cover material. Then rotate the tether anchorage cover directly behind the seat where you are placing the child restraint and attach the tether strap to the anchorage, being careful to route the tether strap to provide the most direct path between the anchor and the child restraint. Finally, tighten all three straps as you push the child restraint rearward and downward into the seat, removing slack in the straps according to the child restraint manufacturer's instructions.

Note. Ensure that the tether strap does not slip into the opening between the seat backs as you remove slack in the strap. When using the LATCH attaching system to install a child restraint, please ensure that all seat belts not being used for occupant restraints are stowed and out of reach of children. It is recommended that before installing the child restraint, buckle the seat belt so the seat belt is tucked behind the child restraint and out of reach. If the buckled seat belt interferes with the child restraint installation, instead of tucking the seat belt behind the child restraint, route the seat belt through the child restraint belt path and then buckle it. This should stow the seat belt out of the reach of an inquisitive child. Remind all children in the vehicle that the seat belts are not toys and should not be played with, and never leave your child unattended in the vehicle.

Scheme 7

1. Remove the front seat. Refer to «SEAT, REMOVAL»(ref-485483-S36144973592012071300000) or «SEAT, FRONT, REMOVAL»(ref-485483-S34357351562012071300000) .
2. Remove the inboard cushion side shield. Refer to «SIDE SHIELDS, SEAT CUSHION, FRONT, REMOVAL»(ref-485483-S08890130512012071300000) or «SIDE SHIELDS, SEAT CUSHION, FRONT, REMOVAL»(ref-485483-S18867287482012071300000) .
3. Remove the one seat belt buckle retaining bolt (3).

Scheme 8

1. Remove the rear seat cushion. Refer to «COVER, SEAT CUSHION, REMOVAL»(ref-485483-S18318337412012071300000) or «COVER, SEAT CUSHION, FRONT, REMOVAL»(ref-485483-S03128602962012071300000) or «COVER, SEAT CUSHION, REMOVAL»(ref-485483-S36101141862012071300000) .
2. Remove the nut (2) to the seat belt buckle (1 or 4).
3. Lift buckle (1 or 4) off stud and remove from vehicle.

The clockspring is a mechanical electrical circuit component that is used to provide continuous electrical continuity between the fixed instrument panel wire harness and certain electrical components mounted on or in the rotating steering wheel. On this vehicle the rotating electrical components include the driver airbag, the horn switch, the speed control switch, and the remote radio switches, if the vehicle is so equipped. The clockspring is positioned and secured near the top of the steering column. The fixed connector receptacles on the back of the fixed clockspring case connect the clockspring to the vehicle electrical system through three take outs with connectors from the instrument panel wire harness.

The turn signal cancel cam is integral to the rim of the clockspring rotor hub within the clockspring case so it also moves with the rotation of the steering wheel. Two short, black-sleeved pigtail wires on the upper surface of the clockspring rotor connect the clockspring to the driver airbag, while a steering wheel wire harness connected to the connector receptacle on the upper surface of the clockspring rotor complete circuits to the horn switch, the speed control switch and, if the vehicle is so equipped, to the optional remote radio switches on the steering wheel. The third connector receptacle is dedicated to the inputs and outputs of the Steering Angle Sensor (SAS) internal to the clockspring case.

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 steering wheel is removed from the steering column, 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 other steering components. The clockspring must be re-centered following completion of this service or the tape may be damaged.

Service replacement clocksprings are shipped pre-centered and with a plastic locking pin installed. This locking pin should not be removed until the steering wheel has been installed on the steering column. If the locking pin is removed before the steering wheel is installed on a steering column, the clockspring centering procedure must be performed. Refer to CLOCKSPRING, STANDARD PROCEDURE . Proper clockspring installation may be confirmed by viewing the SAS data using a diagnostic scan tool.

Note. The Electronic Stability Control (ESC) may also be referred to as Electronic Stability Program (ESP) depending on the vehicle model year and configuration. Certain components may also reference ESP, ESC, or use the traction control symbol

To diagnose the SAS or the electronic controls and communication related to ESC or SRS operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

The microprocessor in the Occupant Restraint Controller (ORC) contains the Supplemental Restraint System (SRS) logic circuits and controls all of the SRS components. The ORC uses On-Board Diagnostics (OBD) and can communicate with other electronic modules in the vehicle as well as with the diagnostic scan tool using the Controller Area Network (CAN) data bus. This method of communication is used for control of the airbag indicator in the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN), and for SRS diagnosis and testing through the 16-way data link connector located on the driver side lower edge of the instrument panel.

The ORC microprocessor continuously monitors all of the SRS electrical circuits to determine the system readiness. If the ORC detects a monitored system fault, it sets an active and stored Diagnostic Trouble Code (DTC) and sends electronic messages to the EMIC over the CAN data bus to turn ON the airbag indicator. An active fault only remains for the duration of the fault, or in some cases for the duration of the current ignition cycle, while a stored fault causes a DTC to be stored in memory by the ORC. For some DTCs, if a fault does not recur for a number of ignition cycles, the ORC will automatically erase the stored DTC. For other internal faults, the stored DTC is latched forever.

The ORC receives battery current through two circuits; a fused ignition switch output (run) circuit through a fuse in the Totally Integrated Power Module (TIPM), and a fused ignition switch output (run-start) circuit through a second fuse in the TIPM. The ORC receives ground through a ground circuit and take out of the instrument panel wire harness that is secured by a ground screw to the body sheet metal. These connections allow the ORC to be operational whenever the ignition switch is in the START or ON positions.

The ORC also contains an energy-storage capacitor. When the ignition switch is in the START or ON positions, this capacitor is continually being charged with enough electrical energy to deploy the SRS components 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 ORC during an impact.

Various sensors within the ORC are continuously monitored by the ORC logic. These internal sensors, along with several external impact sensor inputs allow the ORC to determine both the severity of an impact and to verify the necessity for deployment of any SRS components. Two remote front impact sensors are located on the back of the right and left ends of the front end module carrier inboard of the headlamps near the front of the vehicle. The electronic impact sensors are accelerometers that sense the rate of vehicle deceleration, which provides verification of the direction and severity of an impact.

On vehicles equipped with side curtain airbags or seat (thorax) airbags, the ORC also monitors inputs from four additional remote impact sensors located on the left and right inner B-pillars and C-pillars to control deployment of the side curtain airbag units and seat (thorax) airbags.

The impact sensors within the ORC are electronic accelerometer sensors that provide an additional logic input to the ORC microprocessor. These sensors are used to verify the need for a SRS component deployment by detecting impact energy of a lesser magnitude than that of the primary electronic impact sensors, and must exceed a safing threshold in order for the SRS components to deploy. On vehicles equipped with side curtain airbags or seat airbags, a separate impact sensor within the ORC provides confirmation to the ORC microprocessor of side impact forces. This separate sensor is a bi-directional unit that detects impact forces from either side of the vehicle.

Pre-programmed decision algorithms in the ORC microprocessor determine when the deceleration rate as signaled by the impact sensors indicate an impact that is severe enough to require SRS protection and, based upon 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 ORC sends the proper electrical signals to deploy the dual multistage front airbags at the programmed force levels, the front seat belt tensioners, the Active Head Restraint (AHR) units, and either side curtain or seat airbag unit.

The hard wired inputs and outputs for 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 ORC 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 ORC or the electronic controls and communication related to SRS operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

Scheme 9

1. Open hood.
2. Disconnect and isolate the battery negative cable. WARNING: Wait two minutes for the system reserve capacitor to discharge before servicing any airbag components. Failure to do this may result in serious or fatal injury.
3. Remove the center console. Refer to «HOUSING, SHIFTER, REMOVAL»(ref-485483-S40852165832012071300000) .
4. Remove the ORC mounting nuts (2).
5. Disconnect the two ORC connectors (4 and 5).
6. Remove ORC (3) from vehicle.

Scheme 10

1. Open hood.
2. Disconnect and isolate the battery negative cable. WARNING: Wait two minutes for the system reserve capacitor to discharge before servicing any airbag components. Failure to do this may result in serious or fatal injury.
3. Remove the center console. Refer to «HOUSING, SHIFTER, REMOVAL»(ref-485483-S40852165832012071300000) .
4. Disconnect the ORC jumper harness (2) electrical connector at the ORC (4) and then the body harness (3).

The Active Head Restraint (AHR) units are deployed by a signal generated by the Occupant Restraint Controller (ORC) through the first row right and left solenoid and ground signal circuits. The ORC logic monitors inputs from the front impact sensors as well as electronic message inputs received over the Controller Area Network (CAN) data bus to determine when the appropriate conditions exist to send a deployment signal to both AHR units. When the ORC detects an impact pulse of sufficient magnitude originating from the rear of the vehicle, while any transmission gear is selected except Reverse ( R ), the ORC sends the deployment signals.

When the ORC sends the proper electrical deployment signal to the solenoid of the AHR unit, the solenoid releases the AHR latch. When the AHR latch is released, the tension of the spring-loaded linkage within the AHR mechanically drives the AHR pad through a short, slightly forward and upward arc to the final deployed position. Deployment of the AHR reduces the space between the back of the head of the seat occupant and the head restraint pad. Closing this space supports the head of the seat occupant during a low speed rear impact collision event and is important in reducing or eliminating potentially debilitating cervical (also known as whiplash) injuries.

The ORC monitors the condition of the AHR unit circuits, and will illuminate the airbag indicator in the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) and store a Diagnostic Trouble Code (DTC) for any fault that is detected.

The hard wired circuits between the AHR units 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 AHR units or the electronic controls or communication between other modules and devices that provide some features of the Supplemental Restraint System (SRS). The most reliable, efficient, and accurate means to diagnose the AHR units or the electronic controls and communication related to AHR unit operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

The seat track position sensor is designed to provide a seat position data input to the Occupant Restraint Controller (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 front airbags.

The seat track position sensor receives a nominal five volt supply from the ORC. The sensor 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 sensor circuits and will store a Diagnostic Trouble Code (DTC) for any fault that is detected. The ORC sends messages over the CAN data bus to control the illumination of the airbag indicator in the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN).

The hard wired circuits between the seat track position sensor 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 seat track position sensor or the electronic controls and communication between other modules and devices that provide features of the Supplemental Restraint System (SRS). The most reliable, efficient, and accurate means to diagnose the seat track position sensor or the electronic controls and communication related to seat track position sensor operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

Seat belt tensioners supplement the dual front airbags for this vehicle. The seat belt tensioners are integral to the front outboard seat belt retractor units, which are secured to the inner B-pillar on the right and left sides of the vehicle for sedan vehicles and to the lower seat back frame behind the seat back cover for convertible vehicles. The retractor is concealed beneath the molded plastic inner B-pillar trim.

The seat belt tensioner consists primarily of a sprocket/pinion, a steel tube, a cast metal housing, numerous steel balls, a stamped metal ball trap, a torsion bar and a small pyrotechnically activated gas generator with a connector receptacle. All of these components are located on one side of the retractor spool on the outside of the retractor housing except for the torsion bar, which serves as the spindle upon which the retractor spool rides. The seat belt tensioners are controlled by the Occupant Restraint Controller (ORC) and are connected to the vehicle electrical system through a dedicated take out of the body wire harness by a keyed and latching yellow molded plastic connector insulator to ensure a secure connection.

The seat belt tensioners cannot be repaired and, if ineffective or damaged, the entire front seat belt and retractor unit must be replaced. If the front airbags have been deployed, the seat belt tensioners have also been deployed. The seat belt tensioners are not intended for reuse and must be replaced following any front airbag deployment. A growling or grinding sound while attempting to operate the seat belt retractor is a sure indication that the seat belt tensioner has been deployed and requires replacement. Refer to RETRACTOR, SEAT BELT, FRONT, REMOVAL or RETRACTOR, SEAT BELT, REAR CENTER, REMOVAL or RETRACTOR, SEAT BELT, SECOND ROW, REMOVAL .

The seat belt tensioners are deployed in conjunction with the dual front airbags by a signal generated by the Occupant Restraint Controller (ORC) through the driver or passenger seat belt tensioner line 1 and line 2 (or squib) circuits. When the ORC sends the proper electrical signal to the tensioners, the electrical energy generates enough heat to initiate a small pyrotechnic gas generator.

The gas generator is installed in one end of a steel tube that contains numerous steel balls. As the gas expands, it pushes the steel balls through the tube into a cast metal housing, where a ball guide directs the balls into engagement with the teeth of a sprocket that is geared to one end of the retractor spool. As the balls drive past the sprocket, the sprocket turns and drives the seat belt retractor spool causing the slack to be removed from the front seat belts. The ball trap captures the balls as they leave the sprocket and are expelled from the housing.

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 occupant might experience in these situations as a result of harmful contact with the steering wheel, steering column, instrument panel or windshield. Also, the seat belt tensioner torsion bar that the retractor spool rides upon is designed to deform in order to control the loading being applied to the occupants by the seat belts during a frontal impact, further reducing the potential for occupant injuries.

The ORC monitors the condition of the seat belt tensioners through circuit resistance, and will illuminate the airbag indicator in the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) and store a Diagnostic Trouble Code (DTC) for any fault that is detected. Proper diagnosis of the seat belt tensioner gas generator and the seat belt tensioner squib circuits requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.