More Interesting stuff I found
More Interesting stuff I found
More Geeky stuff. This time about the onboard passenger restraint systems...
ACTIVE RESTRAINTS
The Active restraints include:
Front Driver and Passenger Seat Belts - Both seating positions are equipped with a three-point restraint. Seat Belt Tensioners (SBT) that actuate to remove slack in the seat belts and to snug the occupant into the seat at the onset of an impact event. This controls the occupant’s forward movement to reduce the likelihood of injury as a result of contacting any interior components. Especially during the primary impact event phase, the tensioning power of the SBTs guarantees optimum transmission of the passenger compartment deceleration to the passenger.
The vehicle’s SBTs employ load-limiting retractors that “give” with higher seat belt loads. If a given seat belt force is exceeded, the seat belt force limiter permits a controlled forward inclination of the occupant’s upper body. This protective function reduces the risk of chest and shoulder injuries and permits the passenger to plunge deeper into the airbag for a smooth dissipation of the occupant’s kinetic energy. The drivers SBT is mounted in the B pillar below the belt line which locks only as a result of a sudden vehicle stop or a rapid extension of the webbing. This is called “Emergency Locking”, it will allow free movement under normal driving conditions. To allow the retention of a child seat, a dual-mode passenger SBT is mounted in the B pillar below the belt line and can be switched between “Emergency Locking” and “Automatic Locking”. Seat-mounted, inboard buckles allow seat adjustment while maintaining a consistent relationship between the buckle and the seat belt. For easy and consistent access and adjustment, a free-running latch plate on each belt slides along the webbing and stops against a button near the occupant’s shoulder when unfastened. A seat belt warning lamp in the Instrument Cluster (IC) comes on and a warning chime sounds for a short time if the driver’s seat belt is not fastened when the ignition switch is turned to the “RUN” position. After starting the engine, the seat belt warning indicator flashes briefly as an added precaution.
Child Restraint Anchors - The front passenger seat includes a LATCH (Lower Anchors and Tether for Children) child seat anchorage system. LATCH-compatible child seats are those engineered for retention by direct attachment to the vehicle’s seat structure rather than with the vehicle’s seat belts. The child seat’s lower anchors attach to the seat structure via heavy-gauge wire loops at the intersection of the seat cushion and seat back. The child seat’s upper tether strap attaches to a child seat tether anchor. Child seats can also be securely fastened in the passenger seat using the seat belts. For this purpose, the passenger seat belt includes a dual-mode SBT. After the child seat is positioned and the belt routed according to instructions for the child seat, the seat belt is pulled all the way out of the SBT to the end of its travel. This switches the SBT to the “Automatic Locking” mode. As the seat belt retracts, the SBT locks to prevent the belt from being pulled out again. Pulling the belt snugly over the child seat secures the seat in place. When the belt retracts fully after child seat removal, normal “Emergency Locking” action is restored to the SBT.
The Supplemental Restraint System (SRS) also includes the following major components.
Occupant Restraint Controller (ORC) - The Occupant Restraint Controller (ORC) is located on a mount on the floor panel transmission tunnel (2) in front of the shifter, under the front center console.
ORC System Logic - The Supplemental Restraint System (SRS) uses an impact severity level (threshold) to determine the appropriate response from the ORC. Impacts that exceed the initial threshold in frontal, front-angled and rear impacts trigger only the SBTs, only if the seat belts are fastened, but trigger the airbags if the seat belts are not fastened. Impacts that exceed the higher threshold always trigger the airbags. The driver and passenger SRS systems operate independently of one another based on seat belt use. SBT actuation occurs only if the seat belts are buckled. After an impact that activates an SBT, the SBT assembly must be replaced. The ORC monitors operational readiness of SRS and illuminates the airbag warning indicator lamp in the Instrument Cluster (IC) if a malfunction should occur. The following system components are monitored or undergo a self-check at startup.
The side-impact sensor, airbag ignition circuits (squibs), seat belt buckle switches and the SBT. The airbag warning indicator lamp also illuminates briefly each time the engine is started, allowing the driver to verify its operation.
Side Impact Sensor - Two side impact sensors (2) are installed, one left side and one right side. One sensor is located under the carpet directly below each of the front seats.
Side Impact Airbag - The side impact airbags are concealed behind the door trim panels above the armrest. The side impact airbag is riveted (1) to the door’s interior structure and activated by a squib (2). SRS logos on the trim panels denote the presence of the airbags. If the airbag is triggered during a lateral collision, the airbag tears open a seam on the inner door trim and inflates within 0.007 seconds to form a protective cushion between the passenger and the door. Thus the impact on the passenger’s thorax and the ejecting motion of the head, which might otherwise cause serious injuries, are reduced.
The ORC and the Instrument Cluster (IC) each contain a central processing unit and programming that allow them to communicate with each other using the Controller Area Network (CAN). This method of communication is used by the ORC for control of the airbag indicator lamp.
Hard wired circuitry connects the SRS components to each other through the electrical system of the vehicle. These hard wired circuits are integral to several wire harnesses, which are routed throughout the vehicle and retained by many different methods. These circuits may be connected to each other, to the vehicle electrical system, and to the SRS components through the use of a combination of soldered splices, splice block connectors, and many different types of wire harness terminal connectors and insulators. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, further details on wire harness routing and retention, as well as pinout and location views for the various wire harness connectors, splices and grounds.
Deployment of the driver and passenger airbags depends upon the angle and severity of an impact. Deployment is not based upon vehicle speed; rather, deployment is based upon the rate of deceleration as measured by the forces of gravity (G force). When an impact is severe enough, the microprocessor in the ORC signals the inflator of the appropriate airbag units to deploy their airbag cushions. The SBT is provided with a deployment signal by the ORC in conjunction with the driver and passenger airbags. During a frontal vehicle impact, the seat belts are used to restrain both the driver and the passenger in the proper position for an airbag deployment. The SBT removes the slack from the seat belts to provide further assurance that the driver and passenger are properly positioned and restrained for an airbag deployment.
Typically, the vehicle occupants recall more about the events preceding and following a collision than they do of an airbag deployment itself. This is because the airbag deployment and deflation occur so rapidly. In a typical 30 mile per-hour (48 kilometer-per-hour) barrier impact, from the moment of impact until the airbags are fully inflated takes about 40 milliseconds. Within one to two seconds from the moment of impact, the airbags are almost entirely deflated. The times cited for these events are approximations, which apply only to a barrier impact at the given speed. Actual times will vary somewhat, depending upon the vehicle speed, impact angle, severity of the impact, and the type of collision.
When the ORC monitors a concern in any of the SRS circuits or components, including the SBT, it stores a fault code or Diagnostic Trouble Code (DTC) in its memory circuit and sends an electronic message to the IC via the CAN to illuminate the airbag warning indicator. Proper testing of the SRS components, CAN data bus, ORC signals, and DTC information requires the use of a DRB-III scan tool. Refer to the appropriate diagnostic information. See the Owners Manual in the vehicle glove box for more information regarding features, use, and operation of all of the factory-installed active restraints.
ACTIVE RESTRAINTS
The Active restraints include:
Front Driver and Passenger Seat Belts - Both seating positions are equipped with a three-point restraint. Seat Belt Tensioners (SBT) that actuate to remove slack in the seat belts and to snug the occupant into the seat at the onset of an impact event. This controls the occupant’s forward movement to reduce the likelihood of injury as a result of contacting any interior components. Especially during the primary impact event phase, the tensioning power of the SBTs guarantees optimum transmission of the passenger compartment deceleration to the passenger.
The vehicle’s SBTs employ load-limiting retractors that “give” with higher seat belt loads. If a given seat belt force is exceeded, the seat belt force limiter permits a controlled forward inclination of the occupant’s upper body. This protective function reduces the risk of chest and shoulder injuries and permits the passenger to plunge deeper into the airbag for a smooth dissipation of the occupant’s kinetic energy. The drivers SBT is mounted in the B pillar below the belt line which locks only as a result of a sudden vehicle stop or a rapid extension of the webbing. This is called “Emergency Locking”, it will allow free movement under normal driving conditions. To allow the retention of a child seat, a dual-mode passenger SBT is mounted in the B pillar below the belt line and can be switched between “Emergency Locking” and “Automatic Locking”. Seat-mounted, inboard buckles allow seat adjustment while maintaining a consistent relationship between the buckle and the seat belt. For easy and consistent access and adjustment, a free-running latch plate on each belt slides along the webbing and stops against a button near the occupant’s shoulder when unfastened. A seat belt warning lamp in the Instrument Cluster (IC) comes on and a warning chime sounds for a short time if the driver’s seat belt is not fastened when the ignition switch is turned to the “RUN” position. After starting the engine, the seat belt warning indicator flashes briefly as an added precaution.
Child Restraint Anchors - The front passenger seat includes a LATCH (Lower Anchors and Tether for Children) child seat anchorage system. LATCH-compatible child seats are those engineered for retention by direct attachment to the vehicle’s seat structure rather than with the vehicle’s seat belts. The child seat’s lower anchors attach to the seat structure via heavy-gauge wire loops at the intersection of the seat cushion and seat back. The child seat’s upper tether strap attaches to a child seat tether anchor. Child seats can also be securely fastened in the passenger seat using the seat belts. For this purpose, the passenger seat belt includes a dual-mode SBT. After the child seat is positioned and the belt routed according to instructions for the child seat, the seat belt is pulled all the way out of the SBT to the end of its travel. This switches the SBT to the “Automatic Locking” mode. As the seat belt retracts, the SBT locks to prevent the belt from being pulled out again. Pulling the belt snugly over the child seat secures the seat in place. When the belt retracts fully after child seat removal, normal “Emergency Locking” action is restored to the SBT.
The Supplemental Restraint System (SRS) also includes the following major components.
Occupant Restraint Controller (ORC) - The Occupant Restraint Controller (ORC) is located on a mount on the floor panel transmission tunnel (2) in front of the shifter, under the front center console.
ORC System Logic - The Supplemental Restraint System (SRS) uses an impact severity level (threshold) to determine the appropriate response from the ORC. Impacts that exceed the initial threshold in frontal, front-angled and rear impacts trigger only the SBTs, only if the seat belts are fastened, but trigger the airbags if the seat belts are not fastened. Impacts that exceed the higher threshold always trigger the airbags. The driver and passenger SRS systems operate independently of one another based on seat belt use. SBT actuation occurs only if the seat belts are buckled. After an impact that activates an SBT, the SBT assembly must be replaced. The ORC monitors operational readiness of SRS and illuminates the airbag warning indicator lamp in the Instrument Cluster (IC) if a malfunction should occur. The following system components are monitored or undergo a self-check at startup.
The side-impact sensor, airbag ignition circuits (squibs), seat belt buckle switches and the SBT. The airbag warning indicator lamp also illuminates briefly each time the engine is started, allowing the driver to verify its operation.
Side Impact Sensor - Two side impact sensors (2) are installed, one left side and one right side. One sensor is located under the carpet directly below each of the front seats.
Side Impact Airbag - The side impact airbags are concealed behind the door trim panels above the armrest. The side impact airbag is riveted (1) to the door’s interior structure and activated by a squib (2). SRS logos on the trim panels denote the presence of the airbags. If the airbag is triggered during a lateral collision, the airbag tears open a seam on the inner door trim and inflates within 0.007 seconds to form a protective cushion between the passenger and the door. Thus the impact on the passenger’s thorax and the ejecting motion of the head, which might otherwise cause serious injuries, are reduced.
The ORC and the Instrument Cluster (IC) each contain a central processing unit and programming that allow them to communicate with each other using the Controller Area Network (CAN). This method of communication is used by the ORC for control of the airbag indicator lamp.
Hard wired circuitry connects the SRS components to each other through the electrical system of the vehicle. These hard wired circuits are integral to several wire harnesses, which are routed throughout the vehicle and retained by many different methods. These circuits may be connected to each other, to the vehicle electrical system, and to the SRS components through the use of a combination of soldered splices, splice block connectors, and many different types of wire harness terminal connectors and insulators. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, further details on wire harness routing and retention, as well as pinout and location views for the various wire harness connectors, splices and grounds.
Deployment of the driver and passenger airbags depends upon the angle and severity of an impact. Deployment is not based upon vehicle speed; rather, deployment is based upon the rate of deceleration as measured by the forces of gravity (G force). When an impact is severe enough, the microprocessor in the ORC signals the inflator of the appropriate airbag units to deploy their airbag cushions. The SBT is provided with a deployment signal by the ORC in conjunction with the driver and passenger airbags. During a frontal vehicle impact, the seat belts are used to restrain both the driver and the passenger in the proper position for an airbag deployment. The SBT removes the slack from the seat belts to provide further assurance that the driver and passenger are properly positioned and restrained for an airbag deployment.
Typically, the vehicle occupants recall more about the events preceding and following a collision than they do of an airbag deployment itself. This is because the airbag deployment and deflation occur so rapidly. In a typical 30 mile per-hour (48 kilometer-per-hour) barrier impact, from the moment of impact until the airbags are fully inflated takes about 40 milliseconds. Within one to two seconds from the moment of impact, the airbags are almost entirely deflated. The times cited for these events are approximations, which apply only to a barrier impact at the given speed. Actual times will vary somewhat, depending upon the vehicle speed, impact angle, severity of the impact, and the type of collision.
When the ORC monitors a concern in any of the SRS circuits or components, including the SBT, it stores a fault code or Diagnostic Trouble Code (DTC) in its memory circuit and sends an electronic message to the IC via the CAN to illuminate the airbag warning indicator. Proper testing of the SRS components, CAN data bus, ORC signals, and DTC information requires the use of a DRB-III scan tool. Refer to the appropriate diagnostic information. See the Owners Manual in the vehicle glove box for more information regarding features, use, and operation of all of the factory-installed active restraints.
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