There are only two major passive restraint systems: air bags and automatic belts, when used

properly, both
passive restraint systems are quite effective in reducing the risk of death and serious injury.
Examples are: Automatic Seatbelt, airbag &ABS
The function of Seat belts The function of seat belts is to restrain the occupants of a vehicle in their seats when the
vehicle impacts against an obstacle. In this way, the occupants are already involved at an early stage in the
deceleration of the vehicle during an impact

The function airbag is to slow the passenger’s speed to zero with little or no damage. The constraints that it has to
work within are huge. The airbag has the space between the passenger and the steering wheel or dashboard and a
fraction of a second to work with.

the basic operation of passive seat belt systems

A passive seat belt system uses electric motors to automatically move shoulder belts across the driver and front
seat passenger. The upper end of the belt is attached to a carrier that moves in a track at the top of the
doorframe. The other end is secured to an inertia lock retractor mounted to the center console. When the door is
opened, the outer end of the shoulder belt moves forward to allow for easy entry or exit. When the doors are
closed and the ignition is turned on, the belts move rearward and secure the occupants.

The active belt is manually fastened and should be worn with the passive belt. Most vehicles have two active
belts. One is a lap belt that goes across the occupant’s lap; the other is a shoulder belt that goes across the
shoulder and chest. The two belts join together at a single point where they are inserted into a buckle anchored to
the vehicle’s floor.
The purpose and operation of seat belt pretensioners
When unbuckled, seat belts are stowed away by the seat belt retractors. The retractors may also work as
pretensioners to take up the belt’s slack during an accident to limit the forward movement of the occupant’s body.
Inertia lock retractors prevent the belt from coming out of the retractor when there is a sudden pull on the belt.
Some vehicles have electric or pyrotechnic-type pretensioners. Both of these are designed to quickly tighten the
belt at the start of a crash.

Operating pretensioners.

Shoulder-belt pretensioner When activated, the shoulder-belt pretensioner

eliminates the belt slack and the “film-reel effect” by rolling up and tightening
the belt webbing. Here, the system electrically fires a pyrotechnic propellant
charge (in the following Figure). The gas charge released in this process acts on
a plunger, which turns the belt reel via a steel cable in such a way that it is held
tightly against the occupant’s body. The belt webbing is therefore tightened
already before the occupant starts their forward movement. With these belt
pretensioners the belt webbing can be pulled back within a period of 10 MS by
up to 12 cm. Electromechanically actuated belt pretensioners are reversible and
can therefore already be activated early in a hazardous situation without there
being a collision.

Types of pretensioners Shoulder-belt pretensioner

Mechanical Tensioner: The mechanical tensioner is the least common of the
three technologies. It is connected to the belt by a very powerful spring, which is compressed and latched in place.
In the case of an immediate acceleration/deceleration, the latch is unlocked and the spring is released, tightening
the seat belt. The disadvantage to this particular technology is that very common actions can activate the
pretensioner, such as putting on the seat belt quickly. It is also usually very difficult if not impossible to reset,
meaning you would most likely need to replace it after it is activated.

Electrical Tensioner: Before the introduction of the pyrotechnic version, the electrical tensioner was the preferred
option. Connected to the ECU, the pretensioner receives a signal from the accelerometer, sometimes the same
sensor used for the airbag deployment system. When this sensor detects a sudden deceleration, it sends a signal
which triggers a motor to quickly retract and tighten the belt. Because this technology is linked to a sensor
somewhere else in the car, it does not have the problem of accidental triggering that the mechanical version does.
Also, this type is the popular choice to use when the pretensioner is activated during an evasive maneuver due to
its ability to be reused multiple times.

Pyrotechnic Tensioner: Currently, the pyrotechnic pretensioner is the most common version found in modern
cars. This is because they are considered the most reliable of the three. The pyrotechnic tensioner is also
connected to the ECU, and uses an accelerometer found elsewhere in the vehicle. When it receives an electric
pulse, an explosive charge is used to set off a gas generator. The volume of gas applies pressure to a mechanical
linkage with pulls on the seat belt. The benefit of this technology is that it is currently the fastest option. However,
the downside of this one is that it is a one-time use, meaning it needs to be replaced after it is activated.
Webbing Inspection
Collision forces center on these locations (the buckle, D-ring, and retractor) and
can weaken the belt. Signs of damage at these points require belt replacement.
Check for twisted webbing due to improper alignment when connecting the
buckle. Fully extend the webbing from the retractor. Inspect the webbing and
replace it with a new assembly if the following conditions are noted (following
figure): cut or damaged webbing, broken or pulled threads, cut loops at the belt
edge, color fading as a result of exposure to sun or chemical agents, or bowed
webbing. If the webbing cannot be pulled out of the retractor or will not retract
to the stowed position, check for the following conditions and clean or correct
as necessary: webbing soiled with gum, syrup, grease, or other material;
twisted webbing; or the retractor or loop on the B-pillar out of position.
Examples of webbing defects.

Retractor Inspection
Retractors for lap belts should lock automatically once the belt is fully out. Either webbing-sensitive or vehicle-
sensitive seat belt retractors are used with passive seat belt systems. Webbing-sensitive retractors can be tested
by grasping the seat belt and jerking it. The retractor should lock up; if it does not, replace the seat belt retractor.

Vehicle-sensitive belt retractors will not lock up using the same procedure. To test these belts, a braking test is
required. Perform this test in a safe place. A helper is required to check the retractors on the passenger side and in
the back if the vehicle is equipped with rear lap/shoulder belts. Test each belt by driving the car at 5 to 8 mph and
quickly applying the brakes. If a belt does not lock up, replace the seat belt assembly. During this test, it is
important for the driver and helper to brace themselves in the event the retractor does not lock up.

Drive Track Assembly

Passive systems have a drive motor usually located at the base of the track assembly behind the rear seat side
trim panel. The motor pulls the tape that positions the belt. If the motor is faulty, replace it. To service a
motorized seat belt system, follow the instructions given in the service manual

Warning Light and Sound Systems

When the ignition is turned to the on or run position, the Fasten Seat Belt light should come on. There should also
be a buzzer or chime. If these warning light and sound systems do not come on, check for a blown fuse or circuit
breaker. If that checks out fine, and there is sound but no light, check for a damaged or burned-out bulb. If the
bulb lights but there is no sound, check for damaged or loose wiring, switches, or buzzer (voice module)
Airbags

The objective of an airbag is to slow the passenger's speed to zero with little or no damage.
The constraints that it has to work within are huge. The airbag has the space between the
passenger and the steering wheel or dashboard and a fraction of a second to work with.

The inflation system

In order to overcome the problem of space in the car for a gas canister and the doubt
whether the gas would remain contained at high pressure for the life of the car.

The airbag system ignites a solid propellant, which burns extremely rapidly to create a
large volume of gas to inflate the bag. The whole process happens in just 1/25 of a
second. After a second, the gas in the bag begins to dissipate through tiny holes so that
the person can move.

The front airbags are only activated by frontal hits in determined area.

Spiral cable
In order to maintain the connections between the central control unit and the
inflation system is used a rotary contact. This rotary contact is not more than 2
circular elements that rotates between them, housing a cable in a ribbon
shape. This permits that the steering wheel rotates the maximum to the both
sides without breaking the connection

The system consists in three parts:

• The bag – is made of a thin, nylon fabric, which is folded into the steering wheel or
dashboard or, more recently, the seat or door;

• The sensor – the device that gives the order to the inflation;

• The inflation system – A reaction between sodium aside and potassium nitrate produces
nitrogen gas. This gas will inflate the airbag .
Airbags Sensors

1- Passenger detection sensor: The picture at the right side represents a sensor that
detects the presence of a person on the seat. This can be used to decide whether the
passenger airbag actuates or not in case of accident.

Passenger detection sensor

2-Frontal sensors: These sensors are located at the front of the vehicle, one on each side
of the radiator. Each sensor has a accelerometer that detects a quick variation of speed,
and that sends a signal to the ACU for the frontal airbags deployment. If the force of
deceleration is bigger than the one stored in the ACU, the deployment occurs.

Frontal airbag sensor

3- Side sensors: These sensors are normally located at doors of the vehicle. In the case of an
side accident the sensor sends a signal that activates the airbags. This is an deformation type
of system.

In the case of sensors based on acceleration measures, the best location is at the seat cross
member, near to the sill.

Side airbag sensor

F Side accelerometer airbag

sensor best location

4- Seat position sensor: This sensor is located under the seat; it uses the seat rail to calculate
and inform the ACU about the position of the seat (closer or further away from the steering
wheel). In this way, the ACU calculates the best inflation rate of the airbag.

Seat position sensor

Front airbags deployment conditions

The ACU is constituted by an electrical and mechanic acceleration sensor, a supply module, and a
microprocessor.

In the most cases, the deployment exists when a signal from the front airbag sensor is sent to the
ACU and is confirmed by the two sensors (electrical and mechanic) of the own ACU Figure 27 –
Deployment conditions to the front seats

Deployment conditions to the front seat’s airbags

Side airbags deployment conditions

In case of a lateral accident the door airbag sensor sends a signal to the ACU. If the safety sensor is also activated
the ACU gives order to the deployment of the side and curtain airbag.

If, in any case, the front seat side airbag is deployed, the curtain airbag will also be deployed even if the door
sensor don’t send a signal to the ACU.

Deployment conditions to the side airbags

Airbags activation time sequence
Moment (milliseconds) Occurrence
0 The collision occurs
30 The bag begins to fill, causing it to exit from under the
cover of the steering wheel, while the driver begins to
be thrown forward
40 The passenger airbag begins to fill
45 The driver has moved about 12 cm forward; however,
the belt slowed the movement of the body, absorbing
some of their energy
50 The driver’s airbag is completely full.
60 The passenger’s airbag is also completely full
90 The airbag receives the impact of the head and chest
of the driver
100 The airbag receives the impact of the head and chest
of the passenger
140 Both airbags are empty and the driver and passenger
returned to their initial positions (leaning on the seats

Diagnoses for the Air bag

Retrieving Trouble Codes

If the system detects a problem in the SRS system, the malfunction data will be stored in memory and the warning
indicator will be lit. Normally two types of faults are stored. Active DTCs will turn the air bag warning lamp on,
whereas stored codes are intermittent problems and probably will not turn on the warning lamp. SRS problems
are difficult to verify; therefore, DTCs are extremely important for troubleshooting the system. Most systems have
two- and five-digit DTCs. The two-digit codes are flash codes displayed with the SRS warning indicator. The five-
digit codes are displayed on a scan tool. It is important to note that when the negative battery cable is
disconnected, the system’s memory is erased. Therefore, DTCs should be retrieved before disconnecting the
battery.

Flash Codes On vehicles that display codes with the warning light or on the digital instrument panel, make sure
you follow the procedure prescribed by the manufacturer to retrieve the codes. Normally a jumper wire is
connected across two terminals in the DLC with the ignition switch on. Make sure the wire is connected correctly
and does not contact other pins in the connector. Once the jumper is in place, observe the action of the SRS
warning lamp. Count the blinks and refer to the manufacturer’s code table to interpret the code. If there is more
than one stored DTC, the second code will flash shortly after the first code is displayed. In most cases, the codes
will be erased when the ignition is turned off
Scan Tool DTC Retrieval
To retrieve codes, connect the scan tool (in the following Figure) to the DLC and turn
the ignition on. Follow the instructions for the scan tool to retrieve air bag information.
Record all stored and active codes. Diagnose the cause of the codes in order, from the
lowest number to the highest. Stored codes can be erased with the scan tool but active
codes will only be erased when the problem is corrected. Once the codes are retrieved,
refer to the manufacturer’s information to identify the steps for isolating and correcting
the problem.

An OBD-II scan tool that checks the

air bag, antilock brake, and engine
control systems. Courtesy of SPX
Service Solutions

Air Bag Simulator

To safely test SRS components, the use of an air bag simulator (in the following Figure) is
recommended. This simulator is installed in place of the air bag. The simulator can be adjusted
to provide the normal electrical load of the air bag, thereby allowing accurate testing of the
circuits without the fear of accidental air bag deployment.

An air bag simulator is used as a

substitute for the actual air bag
during testing. Courtesy of SPX
Service Solutions