Operation

OPERATION

The microprocessor in the Airbag Control Module (ACM) (also known as the Occupant Restraint Controller/ORC) contains the supplemental restraint system logic circuits and controls all of the supplemental restraint system components. The ACM 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 Programmable Communications Interface (PCI) data bus. This method of communication is used for control of the airbag indicator in the ElectroMechanical Instrument Cluster (EMIC) and for supplemental restraint system diagnosis and testing through the 16-way data link connector located on the driver side lower edge of the instrument panel.

The ACM microprocessor continuously monitors all of the supplemental restraint system electrical circuits to determine the system readiness. If the ACM detects a monitored system fault, it sets an active and stored Diagnostic Trouble Code (DTC) and sends electronic messages to the EMIC over the PCI 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 switch cycle, while a stored fault causes a DTC to be stored in memory by the ACM. For some DTCs, if a fault does not recur for a number of ignition cycles, the ACM will automatically erase the stored DTC. For other internal faults, the stored DTC is latched forever.

The ACM also monitors a Hall effect-type seat belt switch located in the buckle of the driver side front seat belt to determine whether that seat belt is buckled, and provides an electronic message input to the EMIC over the PCI data bus to control the seatbelt indicator operation based upon the status of the driver side front seat belt switch.

On vehicles equipped with the Occupant Classification System (OCS), the ACM communicates with the Occupant Classification Module (OCM) over the PCI data bus. The ACM stores OCS calibration data for retrieval when the OCM must be replaced with a new unit. The ACM will internally disable the passenger airbag and seat belt tensioner deployment circuits if the OCM detects that the passenger side front seat is unoccupied or that it is occupied by a load that is inappropriate for an airbag deployment. The ACM also provides a control output to the passenger airbag on/off indicator through the passenger airbag on/off indicator driver circuit. The OCM notifies the ACM when it has detected a monitored system fault and stored a DTC in its memory for any ineffective OCS component or circuit, then the ACM sets a DTC and controls the airbag indicator operation accordingly.

The ACM receives battery current through two circuits; a fused ignition switch output (run) circuit through a fuse in the Junction Block (JB), and a fused ignition switch output (run-start) circuit through a second fuse in the JB. The ACM receives ground through a ground circuit and take out of the body wire harness. This take out has a single eyelet terminal connector that is secured by a ground screw to the top of the right front seat riser on the floor panel beneath the right front seat. These connections allow the ACM to be 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 supplemental restraint components for up to one second following a battery disconnect or failure. The purpose of the capacitor is to provide backup supplemental restraint system protection in case there is a loss of battery current supply to the ACM during an impact.

Two sensors are contained within the ACM, an electronic impact sensor and a safing sensor. The ACM also monitors inputs from two remote front impact sensors located on the back of the right and left vertical members of the radiator support 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 optional side curtain airbags the ACM also monitors inputs from two additional remote impact sensors located on the left and right inner B-pillars to control deployment of the side curtain airbag units.

The safing sensor is an electronic accelerometer sensor within the ACM that provides an additional logic input to the ACM microprocessor. The safing sensor is used to verify the need for a supplemental restraint 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 airbags to deploy. Vehicles equipped with optional side curtain airbags, feature a second safing sensor within the ACM to provide confirmation to the ACM microprocessor of side impact forces. This second safing sensor is a bi-directional unit that detects impact forces from either side of the vehicle.

Pre-programmed decision algorithms in the ACM microprocessor determine when the deceleration rate as signaled by the impact sensors and the safing sensors indicate an impact that is severe enough to require supplemental restraint system 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 ACM sends the proper electrical signals to deploy the dual multistage front airbags at the programmed force levels, the front seat belt tensioners and, if the vehicle is so equipped, either side curtain airbag unit. For vehicles equipped with the OCS, the passenger front airbag and seat belt tensioner will be deployed by the ACM only if enabled by the OCM (passenger airbag on/off indicator OFF) at the time of the impact.

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