Chrysler Pacifica. Manual — part 529
The belt tension sensor cannot be repaired and, if
faulty or damaged, the entire passenger side front
seat belt and retractor unit must be replaced (Refer
to
8
-
ELECTRICAL/RESTRAINTS/SEAT
BELT
OUTBOARD FRONT - REMOVAL).
OPERATION
The belt tension sensor is designed to sense the
relative cinch load applied to the passenger side front
seat belt, which provides a logic input to the micro-
processor of the Occupant Classification Module
(OCM). When a load is applied to the seat belt, the
changes in the load are measured by the belt tension
sensor through the seat belt lower anchor. As the
load changes, the circuitry of the belt tension sensor
changes the output voltage of the sensor.
The belt tension sensor receives a nominal five
volts and a ground from the OCM. The OCM then
monitors the belt tension sensor output voltage.
WARNING: Do not connect the battery before per-
forming the OCS Verification Test using the scan
tool and the appropriate diagnostic information.
Personal injury or death may occur.
For further diagnosis and testing of the belt ten-
sion sensor, the OCM, and related occupant classifi-
cation system components, use a scan tool and the
appropriate diagnostic information.
CHILD RESTRAINT ANCHOR
DESCRIPTION
This vehicle is equipped with a Lower Anchors and
Tether for CHildren, or LATCH child restraint
anchorage system. The LATCH system provides for
the installation of suitable child restraints in certain
seating positions without using the standard equip-
ment seat belt provided for that seating position. The
second seat in these models are equipped with a
fixed-position child restraint upper tether anchor and
child restraint lower anchors. The third seat is
equipped with only a fixed-position child restraint
upper tether anchor.
There are two lower anchors for each rear second
row seating position (Fig. 6). These anchors are
welded to the seat cushion frame. They are each
accessed from the front of their respective seats, at
each side where the seat back meets the seat cush-
ion. These lower anchors cannot be adjusted or
repaired and, if faulty or damaged, the seat must be
replaced as a unit. Each second row seating position
has a child restraint upper tether anchor as well. It
is located in the middle of the seat cushion in the
rear of the seat (Fig. 7). The left third row seating
position has an integral upper tether anchor in the
middle rear seat back (Fig. 8). If any of these are
damaged during an impact event, the affected seat
component (seat back or seat cushion) must be
replaced. They are not serviceable.
Fig. 5 BELT TENSION SENSOR COMP VIEW
1 - SEAT BELT WEBBIING
2 - BELT TENSION SENSOR
3 - SEAT BELT LOWER ANCHOR
4 - ELECTRICAL HARNESS
Fig. 6 CHILD RESTRAINT LOWER ANCHORS
SECOND ROW - LOCATION - TYPICAL
CS
RESTRAINTS
8O - 9
BELT TENSION SENSOR (Continued)
WARNING: DURING, AND FOLLOWING, ANY CHILD
RESTRAINT ANCHOR SERVICE, DUE TO IMPACT
EVENT OR VEHICLE REPAIR, CAREFULLY INSPECT
ALL MOUNTING HARDWARE, TETHER STRAPS
AND
ANCHORS
FOR
PROPER
INSTALLATION,
OPERATION, OR DAMAGE. IF A CHILD RESTRAINT
ANCHOR IS FOUND DAMAGED IN ANY WAY, THE
ANCHOR MUST BE REPLACED WITH THE SEAT
ASSEMBLY. FAILURE TO DO SO COULD RESULT IN
OCCUPANT PERSONAL INJURY OR DEATH.
OPERATION
LOWER ANCHORS AND TETHER FOR CHILDREN
(LATCH)
Each vehicle, is equipped with two child restraint
anchorage systems called LATCH, which stands for
Lower Anchors and Tether for CHildren. The LATCH
child restraint anchorage systems are installed on all
second-row seats.
The lower anchor bars of the LATCH System are
located where the seat back meets the seat cushion.
The tether anchors are located on the rear surface
of the seat back.
Child restraint systems designed to be compatible
with the vehicles LATCH System are now available.
LATCH child restraints make installation into the
vehicle simple and convenient.
When using the LATCH System, always follow the
child restraint manufactures installation instruc-
tions.
TETHER ANCHORS
There are tether strap anchorages behind all sec-
ond row seating positions and the driver’s side third
row seating position. The tether anchors are located
in the rear surface of the seat back. When using the
tether anchorages in the second row seating position,
ensure that the strap is routed over the top of the
seat back and under the head restraint between the
head restraint posts.
When the tether anchorage is used in the third row
seating position, the strap should be positioned
straight over the top of the seat back.
The passenger seat belts are equipped with cinch-
ing latch plates, which are designed to keep the lap
portion tight around the child restraint so that it is
not necessary to use a locking clip. Pulling up on the
shoulder portion of the lap/shoulder belt will tighten
the belt. The cinching latch plate will keep the belt
tight, however, any seat belt system will loosen with
time, so check the belt occasionally and pull it tight
if necessary.
CLOCKSPRING
DESCRIPTION
The clockspring assembly is secured with two
screws to the multi-function switch mounting hous-
ing near the top of the steering column behind the
steering wheel (Fig. 9). The clockspring consists of a
flat, round molded plastic case with a stubby tail
that hangs below the steering column (Fig. 10). The
tail contains two connector receptacles that face
toward the instrument panel. Within the plastic case
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 index hole,
two short pigtail wires with connectors, and two con-
nector receptacles that face toward the steering
wheel.
The lower surface of the rotor hub has three pins,
two round and one oblong. These pins index the
clockspring to the turn signal cancel cam unit in the
multi-function switch mounting housing. Within the
plastic case and wound around the rotor spool is a
long ribbon-like tape that consists of several thin cop-
per wire leads sandwiched between two thin plastic
membranes. The outer end of the tape terminates at
Fig. 7 CHILD RESTRAINT UPPER TETHER/ANCHOR
- 2ND ROW - TYPICAL
Fig. 8 CHILD RESTRAINT UPPER TETHER/ANCHOR
- 3RD ROW
8O - 10
RESTRAINTS
CS
CHILD RESTRAINT ANCHOR (Continued)
the connector receptacles that face the instrument
panel, while the inner end of the tape terminates at
the pigtail wires and connector receptacles on the
hub of the clockspring rotor that face the steering
wheel.
Service replacement clocksprings are shipped pre-
centered and with a molded plastic locking pin
installed. The locking pin secures the centered clock-
spring rotor to the clockspring case during shipment
and handling, but must be removed from the clock-
spring after it and the multi-function switch mount-
ing housing are installed on the steering column.
(Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCK-
SPRING - STANDARD PROCEDURE - CLOCK-
SPRING CENTERING).
The clockspring cannot be repaired. If the clock-
spring is faulty, damaged, or if the driver airbag has
been deployed, the clockspring must be replaced.
Refer to the proper Body Diagnostic Procedures man-
ual for diagnosis and testing.
OPERATION
The clockspring is a mechanical electrical circuit
component that is used to provide continuous electri-
cal 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 hous-
ing near the top of the steering column. The connec-
tor 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 to
the hub of the steering wheel by two large flats that
are molded into the rotor hub. The three pins (two
round and one oblong) on the lower surface of the
clockspring rotor hub engage and index the clock-
spring rotor to the turn signal cancel cam. The turn
signal cancel cam is integral to the multi-function
switch mounting housing and is keyed to the upper
steering column shaft. Two short, yellow-sleeved pig-
tail wires on the upper surface of the clockspring
rotor connect the clockspring to the driver airbag,
while a steering wheel wire harness connects the two
connector receptacles on the upper surface of the
clockspring rotor to the horn switch, the two speed
control switches and, if the vehicle is so equipped, to
the optional 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 compo-
nents 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
Fig. 9 CLOCKSPRING UPPER VIEW
1 - MOUNTING EAR (2)
2 - LOCKING PIN
3 - UPPER CONNECTOR RECEPTACLE (2)
4 - LABEL
5 - OBLONG PIN
6 - ALIGNMENT ARROWS
7 - CASE
8 - PIGTAIL WIRE (2)
Fig. 10 CLOCKSPRING LOWER VIEW
1 - LOCKING PIN
2 - CASE
3 - OBLONG PIN
4 - ROUND PIN (2)
5 - LOWER CONNECTOR RECEPTACLE (2)
6 - ROTOR
CS
RESTRAINTS
8O - 11
CLOCKSPRING (Continued)
clockspring spool can change position relative to the
movable steering components and must be re-cen-
tered following completion of the service or the tape
may be damaged.
Service replacement clocksprings are shipped pre-
centered and with a locking pin installed. This lock-
ing pin should not be removed until the clockspring
has been installed on the steering column. If the
locking pin is removed before the clockspring is
installed on a steering column, the clockspring cen-
tering procedure must be performed. (Refer to 8 -
ELECTRICAL/RESTRAINTS/CLOCK
PRING
-
STANDARD PROCEDURE - CLOCKSPRING CEN-
TERING).
STANDARD PROCEDURE - CLOCKSPRING
CENTERING
The clockspring is designed to wind and unwind
when the steering wheel is rotated, but is only
designed to rotate the same number of turns (about
five complete rotations) as the steering wheel can be
turned from stop to stop. Centering the clockspring
indexes the clockspring tape to other steering compo-
nents so that it can operate within its designed
travel limits. The rotor of a centered clockspring can
be rotated two and one-half turns in either direction
from the centered position, without damaging the
clockspring tape.
However, if the clockspring is removed for service
or if the steering column is disconnected from the
steering gear, the clockspring tape can change posi-
tion relative to the other steering components. The
clockspring must then be re-centered following com-
pletion of such service or the clockspring tape may be
damaged.
Service
replacement
clocksprings
are
shipped pre-centered and with a molded plastic lock-
ing pin installed. This locking pin should not be
removed until the clockspring has been installed on
the steering column. If the locking pin is removed
before the clockspring is installed on a steering col-
umn, the clockspring centering procedure must be
performed.
NOTE: Before starting this procedure, be certain to
turn the steering wheel until the front wheels are in
the straight-ahead position.
(1) Place the front wheels in the straight-ahead
position.
(2) Remove the clockspring from the steering col-
umn. (Refer to 8 - ELECTRICAL/RESTRAINTS/
CLOCKSPRING - REMOVAL).
(3) Hold the clockspring case in one hand so that it
is oriented as it would be when it is installed on the
steering column (Fig. 9).
(4) Use your other hand to rotate the clockspring
rotor clockwise to the end of its travel. Do not apply
excessive torque.
(5) From the end of the clockwise travel, rotate the
rotor about two and one-half turns counterclockwise,
until the arrows on the clockspring rotor label and
the clockspring case are aligned. The uppermost pin
on the lower surface of the clockspring rotor should
now be the oblong pin.
(6) The clockspring is now centered. Secure the
clockspring rotor to the clock spring case to maintain
clockspring centering until it is reinstalled on the
steering column.
(7) The front wheels should still be in the straight-
ahead position. Reinstall the clockspring onto the
steering column. (Refer to 8 - ELECTRICAL/RE-
STRAINTS/CLOCKSPRING - INSTALLATION).
REMOVAL
NOTE: Before starting this procedure, be certain to
turn the steering wheel until the front wheels are in
the straight-ahead position.
(1) Place the front wheels in the straight ahead
position.
(2) Remove the driver airbag from the steering
wheel (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - REMOVAL).
(3) Remove the steering wheel from the steering
column. (Refer to 19 - STEERING/COLUMN/STEER-
ING WHEEL - REMOVAL).
(4) Remove the upper and lower steering column
shrouds (Refer to 19 - STEERING/COLUMN/UPPER
SHROUD - REMOVAL) and (Refer to 19 - STEER-
ING/COLUMN/LOWER SHROUD - REMOVAL) and
(Fig. 11)
(5) Disconnect the two instrument panel wire har-
ness connectors for the clockspring from the two con-
nector receptacles below the steering column on the
back of the clockspring case.
(6) Remove the two screws that secure the clock-
spring case to the multi-function switch mounting
housing (Fig. 12).
(7) Remove the clockspring from the multi-function
switch mounting housing. The clockspring cannot be
repaired. It must be replaced if faulty or damaged, or
if the driver airbag has been deployed.
(8) If the removed clockspring is to be reused, be
certain to secure the clockspring rotor to the clock-
spring case to maintain clockspring centering until it
is reinstalled on the steering column. If clockspring
centering is not maintained, the clockspring must be
centered again before it is reinstalled. (Refer to 8 -
ELECTRICAL/RESTRAINTS/CLOCKSPRING
-
STANDARD PROCEDURE - CLOCKSPRING CEN-
TERING).
8O - 12
RESTRAINTS
CS
CLOCKSPRING (Continued)
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