Restraints - Service Information: Overview Dodge Journey I

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 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 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 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 driver airbag trim 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 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 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 or hazardous materials. See Restraints - Standard Procedure .

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.

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

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 multiple 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 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 passenger airbag 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.

The airbag cushion in this vehicle also has an active vent located on each side of the cushion. The active vents close during an unobstructed deployment to provide a fully inflated bag. However, if the deployment is obstructed by an out-of-position or non-belted passenger, the active vents open to reduce the likelihood of an airbag-induced injury.

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. See Restraints - Standard Procedure .

Proper diagnosis of the passenger airbag inflator and the passenger airbag 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 retainer wrap, the sewn pouch 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 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.

Each side curtain airbag is deployed individually by an electrical signal generated by the Occupant Restraint Controller (ORC) to which it is connected through left or right curtain 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 to a tubular manifold so that all of the released gas is directed into the folded curtain airbag cushion, causing the cushion to inflate. As the airbag 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 or a vehicle rollover incident.

The front and rear tethers keep the side airbag cushion taut to the side of the vehicle, while ramps integral to the airbag unit and the adjacent interior trim components direct the inflating cushion downward, ensuring that the airbag will deploy in the proper position. Following the airbag deployment, the airbag 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.

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

This vehicle is equipped with a Lower Anchors and Tether for Children, 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 second row seats in this vehicle are equipped with three fixed-position child restraint upper tether anchors and five child restraint lower anchors. These anchorages allow for the installation of suitable child restraints to be installed in either both second row outboard seating positions or in just the second row center seating position.

Scheme 1

The second row upper tether anchors (1) are integral to the seat cushion frames (2). These anchors are each constructed from a heavy-gauge steel wire loop that is securely welded to the seat cushion frame. The second row 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 second row seat cushion frame unit.

Scheme 2

The lower anchors (4) for this vehicle are also integral to their respective second row seat cushion frame. Sewn tags (2) with an embroidered child seat icon on the second row seat back trim cover (1) help identify the anchor locations because they may be otherwise difficult to see with the seat back in the upright position. These anchors are also constructed from a heavy-gauge steel wire loop that is securely welded to the seat cushion frame. They are each accessed from the front of the second row seat, where the seat back meets the seat cushion (3). These lower anchors cannot be adjusted or repaired and, if ineffective or damaged, they must be replaced as a unit with the second row seat cushion frame unit.

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 second row seats in this vehicle has two pairs of anchor provisions for installing a LATCH-compatible child seat in each outboard seating position. Also, a single center anchor provision may be used in combination with the inboard anchor for either outboard seating position allowing a single seat to be mounted in the second row center seating position.

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

Upper tether anchors are integral to the second row seat cushion 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.

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.

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, the remote radio switches and the Electronic Vehicle Information Center (EVIC) control 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 and EVIC control 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 clockspring 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. See Restraints/CLOCKSPRING - Standard Procedure . Proper clockspring installation may be confirmed by viewing the SAS data using a diagnostic scan tool.

The hard wired clockspring circuits as well as the hard wired inputs and outputs of the SAS may be diagnosed using conventional diagnostic tools and procedures. Refer to SYSTEM WIRING DIAGRAMS . However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SAS or the electronic controls or communication between other modules and devices that provide features of the Electronic Stability Program (ESP) or Supplemental Restraint System (SRS). The most reliable, efficient, and accurate means to diagnose the SAS or the electronic controls and communication related to ESP 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 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 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 impact 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 airbags. Two remote front impact sensors are located on the back of the front end module carrier to the right and left of the cooling module 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.

The ORC also monitors inputs from an internal rollover sensor and up to six additional remote side impact sensors located on the left and right front door module carriers, on the right and left lower C-pillars and, on vehicles equipped with optional third row seating, on the right and left quarter inner panels 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 also 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 airbags 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 seat airbags and either side curtain airbag unit.

The hard wired inputs and outputs for the ORC may be diagnosed using conventional diagnostic tools and procedures. Refer to SYSTEM WIRING DIAGRAMS . 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 ORC operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

The seat belt retractors used in all seating positions include an inertia-type, emergency locking mechanism as standard equipment. However, the retractor locking mechanism for all seating positions except the driver side front and the second row center are mechanically switchable from an emergency locking retractor to an automatic locking retractor. The primary function of this feature is to securely accommodate a child seat in these seating positions of the vehicle without the need for a self-cinching seat belt tip half latch plate unit or another supplemental device that would be required to prevent the seat belt webbing from unwinding freely from the retractor spool of an inertia-type emergency locking retractor mechanism.

The automatic locking mechanism is integral to the seat belt retractor unit and is concealed beneath a molded plastic cover located on the side of the retractor spool. The automatic locking mechanism cannot be adjusted or repaired and, if ineffective or damaged, the entire seat belt and retractor unit must be replaced.

The locked mode of the retractor is engaged and the automatic locking retractor is switched from operating as a standard inertia-type emergency locking retractor by first buckling the combination lap and shoulder belt buckle. Then grasp the shoulder belt and pull all of the webbing out of the retractor. Once all of the belt webbing is extracted from the spool, the retractor will automatically become engaged in the pre-locked automatic locking mode and will make an audible clicking or ratcheting sound as the shoulder belt is allowed to retract to confirm that the automatic locking mode is now engaged. Once the automatic locking mode is engaged, the retractor will remain locked and the belt will remain tight around whatever it is restraining.

The retractor is returned to standard emergency locking (inertia) mode by unbuckling the combination lap and shoulder belt buckle and allowing the belt webbing to be almost fully retracted onto the retractor spool. The emergency locking mode is confirmed by the absence of the audible clicking or ratcheting sound as the belt webbing retracts. This mode will allow the belt to unwind from and wind onto the retractor spool freely unless and until a predetermined inertia load is sensed, or until the retractor is again switched to the automatic locking mode.

The seat track position sensor is designed to provide a seat position data input to the Occupant Restraint Controller (ORC) indicating whether the driver side 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 driver airbag.

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 SYSTEM WIRING DIAGRAMS . 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.

The driver side front seat belt switch is designed to control a path to ground for the seat belt switch sense input of the Totally Integrated Power Module (TIPM). The TIPM provides electronic driver side seat belt switch status messages to the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) over the Controller Area Network (CAN) data bus. The EMIC controls the seat belt indicator based upon the electronic driver side seat belt switch status message inputs.

The seat belt switch plunger is actuated by the seat belt webbing wound onto the seat belt retractor spool. When the seat belt tip-half webbing is pulled out of the retractor far enough to engage the seat belt buckle-half, the switch plunger is extended and closes the seat belt switch sense circuit to ground. Conversely, when the seat belt tip-half webbing is wound onto the retractor spool the switch plunger is depressed, opening the ground path.

The seat belt switch is connected in series between ground and the seat belt switch sense input of the TIPM. The seat belt switch receives ground through its connection to the body wire harness from another take out of the body wire harness. An eyelet terminal connector on that ground take out is secured under a ground screw. The TIPM monitors the condition of the driver seat belt switch circuits and will send an electronic message to illuminate the airbag indicator in the EMIC then store a Diagnostic Trouble Code (DTC) for any fault that is detected.

The hard wired circuits between the driver side seat belt switch and the TIPM may be diagnosed using conventional diagnostic tools and procedures. Refer to SYSTEM WIRING DIAGRAMS . However, conventional diagnostic methods will not prove conclusive in the diagnosis of the switch or the electronic controls or communication between other modules and devices that provide features of the supplemental restraint system. The most reliable, efficient, and accurate means to diagnose the driver side seat belt switch 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.

Scheme 3

The seat belt tensioners are integral to the front seat belt retractor units (4), which are secured to the inner B-pillar on the right and left sides of the vehicle.

The seat belt tensioner consists primarily of a sprocket/pinion, a steel tube (3), a cast metal housing, numerous steel balls, a stamped metal ball trap (2), a torsion bar and a small pyrotechnically activated gas generator with a connector receptacle (1). 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. See Restraints/RETRACTOR, Seat Belt - 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. They may also be deployed in certain vehicle rollover events in conjunction with the side curtain airbags and the seat (thorax) airbags. 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.