Part 2

Fig. 5 Airbag Control Module:

AIRBAG CONTROL MODULE
The Airbag Control Module (ACM) is secured with screws to a stamped steel mount that is welded onto the floor panel underneath the driver side front seat in the passenger compartment of the vehicle. A molded plastic protective cover is installed over the ACM and secured with double-faced acrylic foam adhesive tape to the floor panel. This cover is designed to shield the ACM and its wire harness connection from excessive moisture exposure, and must always be replaced with a new cover following service removal. The ACM contains an electronic microprocessor, an electronic impact sensor, an electromechanical safing sensor, and an energy storage capacitor. The ACM is connected to the vehicle electrical system through a dedicated take out and connector of the instrument panel wire harness.

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

The microprocessor in the ACM contains the airbag system logic circuits, and it monitors and controls all of the airbag system components. The ACM also uses On-Board Diagnostics (OBD) and can communicate with other electronic modules in the vehicle as well as with the DRB III scan tool using the Chrysler Collision Detection (CCD) data bus network. This method of communication is used for control of the airbag indicator in the ElectroMechanical Instrument Cluster (EMIC) and for airbag system diagnosis and testing through the 16-way data link connector located on the lower left edge of the instrument panel. (Refer to INSTRUMENT CLUSTER/AIRBAG INDICATOR - OPERATION). The ACM microprocessor continuously monitors all of the airbag system electrical circuits to determine the system readiness. If the ACM detects a monitored system fault, it sets an active Diagnostic Trouble Code (DTC) and sends messages to the EMIC over the CCD data bus to turn ON the airbag indicator. If the airbag system fault is still present when the ignition switch is turned to the OFF position, the DTC is stored in memory by the ACM. However, if a fault does not recur for a number of ignition cycles, the ACM will automatically erase the stored DTC.

For models equipped with the passenger airbag ON/OFF switch (all without factory-installed or approved rear passenger seating), the switch is installed in series in the circuits between the ACM and the passenger airbag. If the passenger airbag ON/OFF switch is set to the OFF position, the switch opens the circuits to the passenger airbag to disable the passenger airbag from being deployed if an impact is detected that is sufficient for an airbag deployment, and closes the circuits from the ACM through an internal resistor to prevent the ACM from setting a DTC for the open passenger airbag circuits. The ACM will also set and/or store a DTC for faults it detects in the passenger airbag ON/OFF switch circuits just as though the switch were the passenger airbag, and will turn ON the airbag indicator in the EMIC if a fault has been detected.

The ACM receives battery current through two circuits, on a fused ignition switch output (run) circuit through a fuse in the fuse block, and on a fused ignition switch output (run-start) circuit through a second fuse in the fuse block. The ACM is grounded through a ground circuit and take out of the instrument panel wire harness. This take out has a single eyelet terminal connector secured by a ground screw to the back of the left end of the main instrument panel cross body support in the passenger compartment. Therefore, the ACM is operational whenever the ignition switch is in the Start or ON positions. The ACM 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 airbags for up to one second following a battery disconnect or failure. The purpose of the capacitor is to provide backup airbag system protection in case there is a loss of battery current supply to the ACM during an impact. The capacitor is only serviced as a unit with the ACM.

Two sensors are contained within the ACM, an electronic impact sensor and a safing sensor. The electronic impact sensor is an accelerometer that senses the rate of vehicle deceleration, which provides verification of the direction and severity of an impact. A pre-programmed decision algorithm in the ACM microprocessor determines when the deceleration rate as signaled by the impact sensor indicates an impact that is severe enough to require airbag system protection. When the programmed conditions are met, the ACM sends an electrical signal to deploy the airbags and the seat belt tensioners. The safing sensor is an electromechanical sensor within the ACM that is connected in series between the ACM microprocessor deployment circuit and the airbags/seat belt tensioners. The safing sensor is a normally open switch that is used to verify or confirm the need for an airbag deployment by detecting impact energy of a lesser magnitude than that of the electronic impact sensor, and must be closed in order for the airbags/seat belt tensioners to deploy. The impact sensor and safing sensor are calibrated for the specific vehicle, and are only serviced as a unit with the ACM.

Fig. 7 Clockspring And Multi-Function Switch:

CLOCKSPRING
The clockspring assembly is secured with two screws onto the multi-function switch mounting housing near the top of the steering column behind the steering wheel. The clockspring consists of a flat, round molded plastic case with a stubby tail that hangs below the steering column and contains two connector receptacles that face toward the instrument panel. Within the plastic housing is a spool-like molded plastic rotor with a large exposed hub. The upper surface of the rotor hub has a large center hole, two large flats, an engagement dowel with a yellow rubber boot, a short pigtail wire with connector, and two connector receptacles that face toward the steering wheel. The lower surface of the rotor hub has a molded plastic turn signal cancel cam with two lobes that is keyed to the rotor and is secured there with four integral snap features. Within the plastic case and wound around the rotor spool is a long ribbon-like tape that consists of several thin copper wire leads sandwiched between two thin plastic membranes. The outer end of the tape terminates at the connector receptacles that face the instrument panel, while the inner end of the tape terminates at the pigtail wire and connector receptacles on the hub of the clockspring rotor that face the steering wheel.

Service replacement clocksprings are shipped precentered and with a locking pin that snaps into a receptacle on the rotor and is engaged between two tabs on the upper surface of the rotor case. The locking pin secures the centered clockspring rotor to the clockspring case during shipment, but the locking pin must be removed from the clockspring after it is installed on the steering column. (Refer to RESTRAINTS/CLOCKSPRING - STANDARD PROCEDURE - CLOCKSPRING CENTERING).

The clockspring cannot be repaired. If the clock-spring is faulty, damaged, or if the driver airbag has been deployed, the clockspring must be replaced.

The clockspring is a mechanical electrical circuit component that is used to provide continuous electrical continuity between the fixed instrument panel wire harness and the electrical components mounted on or in the rotating steering wheel. On this model the rotating electrical components include the driver airbag, the horn switch, and the speed control switches, if the vehicle is so equipped. The clock-spring case is positioned and secured to the multi-function switch mounting housing near the top of the steering column. The connector receptacles on the tail of the fixed clockspring case connect the clock- spring to the vehicle electrical system through two take outs with connectors from the instrument panel wire harness. The clockspring rotor is movable and is keyed by an engagement dowel that is molded onto the rotor hub between two fins that are cast into the lower surface of the steering wheel armature. A yellow rubber boot is installed over the engagement dowel to eliminate noise. The two lobes on the turn signal cancel cam on the lower surface of the clock-spring rotor hub contact a turn signal cancel actuator of the multi-function switch to provide automatic turn signal cancellation. The yellow sleeved pigtail wires 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 clock-spring rotor to the horn switch and, if the vehicle is so equipped, to the optional speed control switches ON the steering wheel.

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 plastic locking pin installed. This locking pin should not be disengaged until the clockspring has been installed on the steering column. If the locking pin is removed or damaged before the clockspring is installed on a steering column, the clockspring centering procedure must be performed. (Refer to RESTRAINTS/CLOCKSPRING - STANDARD PROCEDURE - CLOCKSPRING CENTERING).