Part 2

Air Bag Systems

Occupant Detection System









The occupant detection system can only determine if the front passenger seat is occupied or unoccupied. The occupant detection system consists of a pressure switch installed between the foam padding and the cover of the front passenger seat cushion.
The pressure switch incorporates a number of load cells connected in series and embedded in a plastic film. Weight on the pressure sensor increases the resistance of the circuit.
The instrument cluster supplies a reference voltage to the pressure switch and measures the current draw to determine the occupancy status. From the occupancy status, and the status of the front passenger safety belt (received from the RCM (restraints control module) on the high speed CAN (controller area network) bus), the instrument cluster determines the belt minder status.

Occupant Classification System

WARNING: All Land Rover vehicles, with the exception of Defender, are equipped with passenger air bags. Passenger air bags offer well documented benefits in crash protection for adult front passenger seat occupants but their deployment can be harmful to children and infants sat in the front passenger seat of the vehicle. Land Rover recommends that children and infants are placed in the rear seats of the vehicle.

NOTE:
All new Land Rover vehicles sold in North America comply with the FMVSS208 legislation due to the fitment of the occupant classifications system.









Occupant classification system comprises an ECU, attached to the underside of the seat, a silicon filled bladder with a pressure sensor fitted between the cushion foam and the seat pan and a seat belt tension sensor. When an occupant sits on the seat a pressure is created in the bladder and the occupant weight is determined from the pressure generated. The weight is compared against 4 classification thresholds. These are:
- Empty
- Occupied inhibit status (6 year old child, 3 year old child, rear facing/forward facing 12 month infant seats and booster seats)
- Occupied allow status (weight greater than 5th percentile female) and the airbag enabled/disabled as appropriate
- Indeterminate state.





OCS module contains accelerometers and algorithms to compensate for the effects of longitudinal, lateral and vertical forces acting on the vehicle whilst being driven. The belt tension sensor is used to offset loads forced into the seat by 'cinched' child seats (where a child seat load on the seat is increased by a highly tensioned seat belt) and also dynamic belt loading (Off-road/aggressive driving styles).
The belt minder system on cars equipped with the occupant classification system uses the RCM (restraints control module) to detect seat occupancy status based on calculations within the RCM (restraints control module), with the instrument cluster then determining whether a seat belt reminder should be activated based on the status of the seat belt buckle switches and vehicle speed.

SEAT POSITION SENSOR









The seat position sensor allows the RCM (restraints control module) to detect when the driver seat is forward of a given point on the seat track. The seat position sensor consists of a Hall effect sensor attached to the driver seat frame and a target plate on the seat base. While the ignition is on, the RCM (restraints control module) supplies the sensor with a power supply of 12V nominal, and monitors the return voltage. When the seat frame moves forwards, the sensor moves over the target plate, which changes the reluctance of the sensor. The change of voltage is detected by the RCM (restraints control module) and used as a switching point. The switching point is when the center of the sensor is 3 ± 4 mm from the leading edge of the target plate.
When the driver seat is forward of the switching point, the RCM (restraints control module) increases the time delay between firing the two stages of the inflator in the driver air bag. When the driver seat is rearward of the switching point, the RCM (restraints control module) uses the normal time delay between firing the two stages.

SRS WARNING INDICATOR





The SRS (supplemental restraint system) warning indicator consists of a red LED (light emitting diode) behind a SRS (supplemental restraint system) graphic in the tachometer of the instrument cluster.
Operation of the SRS (supplemental restraint system) warning indicator is controlled by a high speed CAN (controller area network) bus message from the RCM (restraints control module) to the instrument cluster. The RCM (restraints control module) illuminates the SRS (supplemental restraint system) warning indicator if a fault is detected, and for approximately 6 seconds during the bulb check at the beginning of each ignition cycle.

CLOCKSPRING









The clockspring is installed on the steering column to provide the electrical interface between the fixed wiring harness of the steering column and the components that rotate with the steering wheel, i.e. the driver air bag, the horn and the steering wheel switch packs.
The clockspring consists of a plastic cassette which incorporates an outer cover fixed to the steering column and an inner rotor which turns with the steering wheel. Four securing lugs attach the cover to the multifunction switch on the steering column. The rotor is keyed to the steering wheel by a drive peg. A lug on the underside of the rotor operates the self-canceling feature of the turn signal indicator switch. A ribbon lead, threaded on rollers in the rotor, links two connectors on the cover to two connectors on the rotor. Link leads for the driver air bag are installed in one of the connectors on the rotor.
To prevent damage to the ribbon lead, both the steering and the clockspring must be centralized when removing and installing the clockspring or the steering wheel. The clockspring is centralized when the drive peg is at six o'clock and 50 - 100% of a yellow wheel is visible in the viewing window.
Replacement clocksprings are fitted with a stopper, which locks the cover to the rotor, in the central position. The stopper must be broken off when the replacement clockspring is installed.

RCM (restraints control module)





The RCM (restraints control module) is installed on the top of the transmission tunnel, in line with the B pillars, and controls operation of the SRS. The main functions of the RCM (restraints control module) include:
- Crash detection and recording.
- Air bag and pretensioner firing.
- Self test and system monitoring, with status indication via the SRS (supplemental restraint system) warning lamp and non volatile storage of fault information.
A safing sensor in the RCM (restraints control module) provides confirmation of an impact to verify if air bag and pretensioner activation is necessary. A roll-over sensor monitors the lateral attitude of the vehicle. Various firing strategies are employed by the RCM (restraints control module) to ensure that during an accident only the appropriate air bags and pretensioners are fired. The firing strategy used also depends on the inputs from the safety belt switches and the occupant monitoring system.
An energy reserve in the RCM (restraints control module) ensures there is always a minimum of 150 milliseconds of stored energy available if the power supply from the ignition switch is disrupted during a crash. The stored energy is sufficient to produce firing signals for the driver air bag, the passenger air bag and the safety belt pretensioners.
When the ignition is switched on the RCM (restraints control module) performs a self test and then performs cyclical monitoring of the system. If a fault is detected the RCM (restraints control module) stores a related fault code and illuminates the SRS (supplemental restraint system) warning indicator. The faults can be retrieved by the Land Rover approved diagnostic system on a dedicated link between the RCM (restraints control module) and the diagnostic socket. If a fault that could cause a false fire signal is detected, the RCM (restraints control module) disables the respective firing circuit, and keeps it
disabled during a crash event.

SRS OPERATION

General
In a collision, the sudden deceleration or acceleration is measured by the safing sensor in the RCM (restraints control module) and by the impact sensors. The RCM (restraints control module) evaluates the readings to determine the impact point on the vehicle and whether the deceleration/acceleration readings exceed the limits for firing any of the air bags or pretensioners. During a collision, the RCM (restraints control module) only fires the air bags and pretensioners if the safing sensor confirms that the data from the remote sensor(s) indicates an impact limit has been exceeded. The RCM (restraints control module) also monitors the vehicle for a roll-over accident using the internal
roll-over sensor and high speed CAN bus messages from the ABS (anti-lock brake system) module and the steering angle sensor.
The RCM (restraints control module) incorporates the following impact thresholds to cater for different accident scenarios:
- Front impact, pretensioners.
- Front impact, driver and passenger air bags stage 1, belt unfastened.
- Front impact, driver and passenger air bags stage 2, belt unfastened.
- Front impact, driver and passenger air bags stage 1, belt fastened.
- Front impact, driver and passenger air bags stage 2, belt fastened.
- Rear impact.
- LH side impact.
- RH side impact.
- Roll-over.
The front impact thresholds increase in severity from pretensioners, through to driver and passenger air bag stage 2, belt fastened.

Firing Strategies
The seat belt pretensioners are fired when either the pretensioner impact limit or the roll-over limit is exceeded. The RCM (restraints control module) only fires the pretensioners if the related safety belt is fastened. For the front passenger pretensioner to fire, the seat must also be occupied by a large person, i.e. someone over a given weight (NAS only).
The driver and passenger air bags are only fired in a frontal impact that exceeds the stage 1 threshold. Both stages of the inflator in the driver and passenger air bags are fired. At impacts between the stage 1 and 2 thresholds, the delay between the firing of the two stages varies with the severity of the impact; the more severe the impact the shorter the delay. At stage 2 impact thresholds and above, the two stages of the inflator are fired almost simultaneously. The passenger air bag is disabled unless the front passenger seat is occupied by a large person (NAS only), or the passenger air bag deactivation switch is on (all except NAS). The time delay between firing the two stages of the inflator in the driver air bag is increased if the driver seat is forward of the seat position sensor switching point.
If there is a fault with a safety belt buckle sensor, the RCM (restraints control module) assumes the related safety belt is fastened for the pretensioner firing strategy and unfastened for the driver and passenger air bag firing strategies. If there is a fault with the occupant detection system, or if there is a fault with the passenger air bag deactivation switch, the RCM (restraints control module) increase the time delay between firing the two stages of the inflator in the passenger air bag.
If a side impact limit is exceeded, the RCM (restraints control module) fires the side air bag and the side air curtain(s) on that side of the vehicle. If the side impact limit on the front passenger side of the vehicle is exceeded, the RCM (restraints control module) also evaluates the input from the occupant classification system, and fires the side air bag only if the front passenger seat is occupied by a large person (NAS only).
The side air curtain(s) on both sides of the vehicle are fired if the roll-over limit is exceeded.
If multiple impacts occur during a crash event, after responding to the primary impact the RCM (restraints control module) will output the appropriate fire signals in response to any further impacts if unfired units are available.

Crash Signal
When the RCM (restraints control module) outputs any of the fire signals, it also outputs a hard wired crash signal to the Engine Control Module (ECM) and changes the high speed CAN (controller area network) bus output message from 'no crash' to 'crash condition'. The high speed CAN (controller area network) bus message is used by the CJB (central junction box) and the FFBH (fuel fired booster heater).
On receipt of the crash signals:
- The ECM (engine control module) disables the fuel pump.
- Operation of the FFBH is disabled.
- The CJB (central junction box) enters the crash mode and:
- Activates all of the unlock signals of the vehicle locking system, even if the vehicle is already unlocked. After 3 seconds, the CJB (central junction box) activates the unlock signals again, in case a lock button is pressed during the crash, by flailing limbs for example.
- Ignores all locking and superlocking inputs until the crash mode is cancelled, when it returns the locking system to normal operation.
- Activates all of the courtesy lamps, except for the approach lamps. The activated courtesy lamps remain on until they are manually switched off at the lamp unit, or the CJB (central junction box) crash mode is cancelled, when they return to normal operation.
- Activates the hazard warning lamps. The hazard warning lamps remain on until cancelled by turning the ignition switch from position II to position I or 0, or until the crash mode is cancelled.
The crash mode is cancelled by cycling the ignition switch.

CONTROL DIAGRAM - SHEET 1 OF 2 (ALL EXCEPT NAS)

NOTE:
A = Hardwired connections; D = High speed CAN (controller area network) bus









CONTROL DIAGRAM - SHEET 1 OF 2 (NAS ONLY)

NOTE:
A = Hardwired connections; D = High speed CAN (controller area network) bus









CONTROL DIAGRAM - SHEET 2 OF 2 (ALL MARKETS)

NOTE:
A = Hardwired connections