Clockspring

Fig.8 Clockspring:

Fig. 13 Turn Signal Cancel Cam:

CLOCK SPRING
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 receptacle on the hub of the clockspring rotor that face the steering wheel.

Service replacement clocksprings are shipped precentered and with a molded plastic 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 - CLOCK- SPRING CENTERING).

The clockspring cannot be repaired. If the clockspring 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, the speed control switches, and the remote radio switches, if the vehicle is so equipped. The clockspring 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 clockspring 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 contact noise between the dowel and the steering wheel. The two lobes on the turn signal cancel cam on the lower surface of the clockspring 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, the horn switch feed pigtail wire connector is connected to one connector receptacle on the upper surface of the clockspring rotor and, if the vehicle is so equipped, a steering wheel wire harness connects the other connector receptacle to the optional speed control and remote radio 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).