Part 2
CHILD TETHER ANCHORFig. 9 Child Tether Anchor - Std Cab:
All standard cab models are equipped with two, fixed-position, child seat tether anchors. These two anchors are integral to the upper cab back panel reinforcement and are concealed behind individual trim cover and bezel units that are integral to the cab back trim panel. The child seat tether anchors cannot be adjusted or repaired and, if faulty or damaged, they must be replaced as a unit with the upper cab back panel reinforcement. The child tether anchor trim covers and bezels are serviced as a unit with the cab back trim panel.
Fig. 10 Child Tether Strap - Quad Cab:
All quad cab models are equipped with three, fixed-position, child tether anchor straps that are secured to the upper cab back panel reinforcement with screws. These anchor straps are concealed behind the upright rear seat back. The child tether anchor straps are available for individual service replacement.
See the owner's manual in the vehicle glove box for more information on the proper use of the factory-installed child seat tether anchors (standard cab) and anchor straps (quad cab).
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).
Fig. 16 Driver Airbag Trim Cover:
DRIVER AIRBAG
The color-keyed, injection molded, thermoplastic driver airbag protective trim cover is the most visible part of the driver airbag. The driver airbag is located in the center of the steering wheel, where it is secured with two screws to the armature of the four-spoke steering wheel. All models have a Dodge Ram logo embossed in the center of the trim cover. 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 airbag cushion, housing, and inflator unit is secured within an integral receptacle on the back of the trim cover by metal tabs engaged in slotted locking blocks at the top and bottom, by a metal hook through a window at each side, and by three aluminum blind rivets.
The resistive membrane-type horn switch is secured with heat stakes to the inside surface of the driver airbag trim cover, between the trim cover and the folded airbag cushion. The horn switch ground pigtail wire has an eyelet terminal connector that is captured beneath a nut and washer on the upper left inflator mounting stud on the back of the housing. The horn switch feed pigtail wire has a black, molded plastic insulator and is connected to the vehicle electrical system through a connector receptacle on the clockspring. Both horn switch wires are routed through integral routing slots in the upper locking block of the trim cover receptacle.
The airbag used in this model is a Next Generation-type that complies with revised federal airbag standards to deploy with less force than those used in some prior models. A 71.1 centimeter (28 inch) diameter, radial deploying fabric cushion with internal tethers is used. The airbag inflator is a non-azide, pyrotechnic-type unit and is secured by four hex nuts to four studs on the airbag cushion retainer ring to the back of the stamped metal airbag housing. A connector receptacle on the driver airbag inflator connects the inflator initiator to the vehicle electrical system through a yellow-jacketed, two-wire pigtail harness of the clockspring. The driver airbag and horn switch unit cannot be repaired, and must be replaced if deployed or in any way damaged.
The driver airbag is deployed by electrical signals generated by the Airbag Control Module (ACM) through the driver airbag squib circuit to the initiator in the airbag inflator. When the ACM sends the proper electrical signal to the 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 along with the horn switch unit. 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, all potentially hazardous chemicals are burned during an airbag deployment event. 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.
Fig. 33 Passenger Airbag Door:
PASSENGER AIRBAG
The rearward facing surface of the injection molded, thermoplastic passenger airbag door is the most visible part of the passenger airbag.
The passenger airbag door is located above the glove box opening in front of the front seat passenger seating position on the instrument panel. The upper and outboard edges of the airbag door are secured with seven integral snap features to the instrument panel base trim, while two screws secure the integral inboard mounting flange to the base trim, and four screws secure the lower mounting flange to the upper glove box opening reinforcement integral to the instrument panel structural support. The passenger airbag door includes two air conditioning panel outlets and their housings. Each of the panel outlet housings feature four snap features that secure them to the back of the airbag door and two mounting tabs that are also secured with one screw each to the upper glove box opening reinforcement.
Fig. 34 Passenger Airbag Unit:
Located behind the passenger airbag door within the instrument panel is the passenger airbag unit. The passenger airbag housing fits into a molded receptacle on the back of the airbag door, where six stamped hook formations on the upper and lower edges of the airbag housing are engaged in six small window openings on the upper and lower flanges of the receptacle to secure the airbag door to the airbag housing. The inboard airbag door fasteners and mounting flange are concealed beneath the instrument panel center bezel, while the lower fasteners and mounting flange are concealed beneath the instrument panel lower surround. The passenger airbag unit is secured by four screws through four brackets (two front and two rear) that are integral to the base of the airbag housing to the instrument panel structural support.
The passenger airbag unit used in this model is a 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 a stamped and welded metal housing, the airbag cushion, the airbag inflator, and a stamped metal airbag and inflator retainer plate that is secured to the airbag housing with six studs and nuts. The airbag housing contains the airbag inflator and the folded airbag cushion. An approximately 80 centimeter (31.5 inch) wide by 90 centimeter (35.5 inch) high rectangular fabric cushion is used. The airbag inflator is a non-azide, pyrotechnic- type unit that is secured to and sealed within the airbag housing. The inflator initiator is connected to the vehicle electrical system through a dedicated take out and connector of the instrument panel wire harness.
The passenger airbag includes the airbag door and the two panel outlet housings. This unit cannot be repaired, and must be replaced if deployed, faulty or in any way damaged.
The passenger airbag is deployed by an electrical signal generated by the Airbag Control Module (ACM) through the passenger airbag squib circuits to the initiator in the airbag inflator. The hybrid-type inflator assembly includes a small canister of highly compressed inert gas.
When the ACM sends the proper electrical signal to the airbag inflator, the initiator converts the electrical energy into chemical energy. This chemical energy opens up a burst disk to allow the inert gas to flow into the airbag cushion. The inflator is sealed to the airbag cushion so that all of the released inert gas is directed 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 a passenger airbag deployment, the airbag cushion quickly deflates by venting the inert gas through vent holes within the fabric used to construct the back (instrument panel side) of the airbag cushion.