HANDOUT 1 SAFETY SYSTEMS

There are many safety features available now as standard equipment or as options. Some of these include side
impact barriers, crumple zone in the body, seat belts, antilock brakes, traction control, stability control, and air bags.
One of the older safety items for many years have been laminated and tempered glass.

An active restraint system is one that a vehicle’s occupant must make a manual effort to use. For example, in most
vehicles the passenger must fasten the seat belts for crash protection. A passive restraint system operates
automatically. No action is required of the occupant to make it functional.

Passive safety equipment includes the safety belt system, the air bags, the rigid occupant cell, and the crumple zones
at the front of the vehicle. The rear and sides of the body are among the most important safety features of today’s
cars and are designed to dissipate most of the impact energy for the protection of vehicle occupants.

The level of protection will vary from vehicle to vehicle, but in general the system can consist of the following
components:

➢ Three-point seat belts

➢ Seat belt pre-tensioners
➢ Seat belt force limiters
➢ Drivers Air bag
➢ Passengers Airbag
➢ Side Airbag
➢ Curtain Airbag
➢ Knee airbag
➢ Supplementary restraint microprocessor
➢ Roll over protection bars

As its name suggests, this is the general term given to any device to support the primary role of the seat belts
(primary restraint system). The air bag and microprocessor safety items of today’s motor vehicle are not mandatory
in all countries where the vehicles are sold, as a result we have primary and secondary safety systems.

The supplementary restraint system (SRS) is controlled by the microprocessor crash sensor, it identifies the extent of
the protection required in milliseconds and triggers the relevant protection components to best protect the
occupants. This is achieved by input signals from the various sensors located within the vehicle.
However, it is imperative that for the system to reduce injury as much as possible, that the occupants are seated
correctly, allowing the airbags to inflate and cushion the impact energy.

WARNING.
AIR BAG DEPLOYMENT WILL CAUSE INJURY IF THE OCCUPANTS ARE NOT SEATED CORRECTLY!

Key points to note are:

1. Seat back rest in the upright position
2. Head rests adjusted correctly. Curve behind the head should be at the centre of head rest
3. Seat back as far as possible and still maintain full pedal control.
4. Seat belt correctly fitted, lap strap low across the hips, diagonal across the centre of shoulder
5. Set steering wheel with arms extended, elbows at 90 degrees and wrists draped over the top of the steering
wheel

An air bag is much like a nylon balloon that quickly inflates to stop the forward movement of the occupant’s upper
body during a collision. Air bags are designed to be used with seat belts, not replace them. If there is a collision, an
air bag takes less than 1 second to protect the driver and/or passengers.

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Electrical Air Bag System Components

SRS Module

The electrical circuit of an air bag system includes impact sensors and
an electronic control module. The electrical system conducts a
system self-check to let the driver know that it is functioning
correctly, it also records DTCs for a technician to use, detects an
impact, and sends a signal to deploy the air bags. A vehicle can
contain many different air bag modules. The driver-side,
passenger-side, side, and curtain air bag modules each has an
inflator (igniter), air bag, and an ignition unit (cracker, igniter
charger, gas). When the sensors send a signal to the module,
current flows into the inflator and activates the ignition material to deploy the air bag. To prevent accidental
deployment, most systems require that at least two sensor switches be closed before an air bag is deployed. The
number of sensors used in a system depends on the design of the system. Normally, sensors are located in the
engine and passenger compartments.

SRS Control Unit Location

The SRS control unit or microprocessor is usually located in the centre of

the vehicle to enable the sensors within to accurately measure the
various forces acting on those sensors, i.e. acceleration, de-acceleration,
direction of vehicle, pitch and roll etc. The other key reason is the centre
of the vehicle is the safest! It would be no good if the sensor was
damaged on initial impact.

Caution!
The SRS control unit contains capacitors to hold electrical charge required to deploy the airbags. Should the main
power source be lost during an impact i.e. battery damage, cables cut. This power is stored for at least 150ms. So,
when working on SRS microprocessors, always follow the manufacturer’s instruction to avoid accidental deployment.
The systems and parts used to deploy an air bag may vary with the year and manufacturer of the vehicle, as well as
the location of the air bag. An air bag is inflated or deployed by rapid expansion (explosion) of a gas. The gas is fired
by an igniter commonly called a squib. Air bag systems are also referred to by different names by manufacturers,
such as supplemental inflatable restraint (SIR) and supplemental restraint system (SRS). All late-model vehicles have
a drivers and passenger-side air bag each.

Air Bags

An air bag is much like a nylon balloon that quickly inflates to stop the forward movement of the occupant’s upper
body during a collision. Air bags are designed to be used with seat belts, not replace them. If there is a collision, an
air bag takes less than 1 second to protect the driver and/or passengers.

The systems and parts used to deploy an air bag vary with the year and manufacturer of the vehicle, as well as the
location of the air bags. An air bag is inflated or deployed by rapid expansion (explosion) of a gas. The gas is fired by
an igniter commonly called a squib.

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Different manufacturers also call their air bag systems by different names, such as supplemental inflatable restraint
(SIR) and supplemental restraint system (SRS). All late-model vehicles have a driver side and a passenger-side air bag
and may also have side impact, knee and curtain air bags as well.

Passenger-side air bag modules are located in the vehicle’s dash. These air bags are very similar in
design and operation to those on the driver’s side. However, many manufacturers use a different
set of sensors. The actual capacity of gas required to inflate the passenger-side air bag is much
greater because the bag must span the extra distance between the occupant and the dashboard.
The steering wheel and column make up this difference on the driver’s side.

A driver-side and passenger-side air bag system may include a knee diverter, also called a knee
bolster. This unit is designed to help restrain the lower parts of the bodies of the driver and front passenger and
prevent the driver from sliding under the air bag during a collision. It is located underneath the steering column and
behind the steering column trim.

A new passenger knee airbag design was introduced in 2015, which had an inflatable, moulded plastic bladder that is
wedged between the inner and outer glove compartment door panels. Should a collision take place the bladder
inflates to fill the space between the dash and the passengers lower legs. This reduces the movement of the
passenger’s pelvic area and back, and by doing so reducing the load on the pelvis area.

Some vehicles have front and rear seat cushion air bags that inflate the front of the seat cushion
to restrain the occupant’s lower hip. This helps dampen the impact energy that acts on the
occupant’s upper body, including the head and chest. Due to the concern for infants/babies and
small children, pickups and other two-seat vehicles either do not have a passenger-side air bag
or have a switch that prevents it from deploying. The switch is typically operated with a key to
activate or deactivate the air bag. An indicator light in the instrument panel shows the current
status of the passenger-side air bag.

Side Air Bags

On some vehicles the occupants may be further protected by side air bags and/or
side curtain air bags. The rear passengers may be protected by air bags in the rear of
the front seat backs, side air bags, and/or the side curtain air bags.

Side air bags can take on many different shapes and are deployed from various
locations. Side curtains blanket the entire side of the car. Side air bags are available
for the front and rear doors on some cars. These air bags are deployed from the
interior trim on the door or from the outside of the seat. Curtain air bags are located inside the headliner and extend
from the driver’s and front passenger’s front pillars to the rear pillars behind the rear seat. Each air bag is a one-piece
unit. Side head protection systems inflate a long, narrow air bag that extends from the windshield area to the back of
the front seat.

When a side impact air bag is deployed: the front side, rear side, and curtain shield air bags are
deployed at the same time. Door-mounted side air bags must begin deploying in 5 to 6
milliseconds. This requirement is based on the fact that only a few inches separate the occupant
from the other vehicle during a side impact. Seat-back-mounted side air bags do not need to
operate at these great speeds. The head air bag is designed to stay inflated for about 5 seconds to
offer protection against a second or third impact. Current air bag systems work in conjunction
with the seat belt pretensioners and retractors. When the air bag circuit is turned on, so is the
pretensioner circuit. These actions limit the movement of the occupants.
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Inflatable Seat Belts

An inflatable seat belt can control the movement of a passenger’s head and neck during a crash. This
inflatable belt spreads the crash forces over more of the body than a standard belt. The shoulder
strap contains a folded, cylinder air bag, that is deployed during a collision. These belts are found in
the rear seats on a few SUV’s and some high-end cars. They are designed to protect the fragile bones
of passengers, especially older adults and children, who are very vulnerable to chest, head and neck
injuries.

Front Centre Air Bags

Some later model vehicles were also equipped with a front centre air bag. The tubular airbag deploys from the left
side of the driver’s seat and fills the void between the front seats near the centre of the vehicle. This air bag is
designed to offer some restraint during passenger side crashes when the driver is alone, it also acts as an energy
absorbing cushion between driver and front passenger in both driver and passenger side crashes.

Second Generation Air Bags

Some vehicles are equipped with second-generation air bags that inflate with less force than earlier air bags. The air
bags are depowered by reducing the peak inflation pressure and/or the force and speed at which an air bag inflates.
These systems reduce the number of injuries caused by the air bag itself. Depending on the specific model vehicle,
air bag size, and seat belt system, a second-generation air bag inflates with an average of 20% to 35% less energy.

Adaptive SRS Systems

All vehicles produced from 2006 onward must have a system that allows for air bag
suppression when infants, children, or small adults are in the front passenger seat. This
system uses a load sensor, seat belt tension sensor, and an electronic control unit. The load
sensor measures the weight on the seat and classifies the occupant as an adult or child and
provides the classification to the air bag controller, which enables or suppresses passenger
air bag deployment. A belt tension sensor identifies cinched child seats.

Some vehicles have “smart” or adaptive air bags. Many of these systems have two possible stages of air bag
deployment. The force of the expanding air bag is controlled to match the severity of the impact and/or by the size
and weight of the seat’s occupant. Other things considered are seat-track position and seat belt use. All of these
factors require different deployment rates.

Full strength air bag deployment Reduced air bag deployment

due to the weight of the occupant due to the weight of the occupant

Two-stage air bags have twin chambers, comprised of two air bags, two containers of gas, and two squibs. When
low-pressure deployment is desired, only one squib is fired. The air bag sensor assembly calculates the extent of
impact, seat position, and status of the seat belts and controls the inflation times for the two chambers.

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During a severe collision, the occupants need maximum protection and both
squibs fire. The speed of deployment can also be controlled by the firing of the
squibs. For rapid deployment, both squibs fire at the same time. To phase in
full deployment, one squib is fired, then a few milliseconds later the other is.
When the twin-chamber air bag is deployed, it forms the shape of two bags
with a depression in the middle. The shape supports the occupant.

Full deployment of a twin chamber air

bag that takes on the shape that
surrounds the occupant
Sensors
Ignition of an air bag only occurs when an outside (impact or crash) sensor and an inside (safing or arming) sensor are
closed. Once the two sensors are closed, the electrical circuit to the igniter is complete.

Impact — Safing Sensors 1st Generation

There are four basic types of safing sensors:

Roller-Type — These have a roller located on a ramp. One terminal of the

sensor is connected to the ramp. The other terminal is connected to a spring
contact extending through an opening in the ramp but not touching the ramp.
Small springs hold the roller against a stop. During a heavy impact, the roller
moves up the ramp and strikes the spring contact. This completes the circuit
between the ramp and the spring, and the air bag deploys.
Roller type air bag sensor

Mass-Type — This sensor has a normally open set of gold-plated switch

contacts and ball. The ball is the sensing mass and is held in place by a
magnet. When there is sufficient force, the ball breaks loose and makes
contact with the electrical contacts to complete the circuit.

Ball and Magnet air bag Sensor

Accelerometer — This is a piezoelectric element that is distorted during a collision.

It generates an analog voltage that reflects the strength of the deceleration forces.

Accelerometer air bag sensor

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Impact — Safing Sensors 2nd Generation

The sensing elements are manufactured using a robust surface

micromachining technology. This process features a 10 um thick poly-silicon
layer used for the movable sensor structure. The proof mass and the
electrodes are sealed on a wafer level with a bulk micro-machined capping
wafer, then embedded in a standard microchip plastic housing.

This sensor is a type of strain gauge and maintains its characteristics for a long period under
stress conditions. An impact due to a collision alters the resistance of the strain gauge. This
alteration is converted into an electrical signal by an IC (Integrated Circuit).

This sensor removes any confusion by the SRS control module that might be caused by
unwanted electromagnetic exposure to the crash sensor. So the safing sensor acts as a
confirmation signal of the actual accident.

Due to the safing sensors directional operation, all crash sensors are uniquely designed
to fit only in the correct direction or are marked to indicate forward facing direction
fitment.

1. Decelaration force
2. Movable mass
3. Strain gauge
4. Integrated micro circuit
5. Direction of vehicle

Occupant Classification Sensor/Seat mat

To determine the force of the front and side passenger air bags, the weight of the
occupant is measured. If there is no occupant, the air bags will not deploy during
a collision. Most passenger occupant classification sensors use a bladder placed
beneath the seat cushion. The bladder is connected to a pressure sensor that
sends a signal to the control unit for the air bags. The bladder is a silicone-filled
gel mat. When there is weight on the seat cushion, pressure is applied to the
silicone in the mat. The pressure sensor measures that pressure and converts it
to voltage signals.

Other occupant classification sensors are made up of two sheets of electrodes separated by a spacer. Weight on the
seat causes the electrodes to contact each other through a hole in the spacer. The weight on the seat determines the
contact area of the sheets. The amount of conductance between the sheets is used to determine weight.

The occupant classification sensor, seat belt tension sensor, and seat belt buckle switch send signals to the control
unit. The control unit then determines if the seat is occupied, and if the seat is occupied by an adult, a child, or a
child in a booster seat. The latter is detected by the seat belt tension sensor. When a child seat is sitting on the seat
cushion, seat belt tension pulls the child seat down, adding pressure to the seat cushion. This pressure, plus the
weight of the child and the child seat, are sensed by the weight detection sensor.

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Warning

The back-up power supply must be depleted before any air bag service is performed. To deplete this back-up power, disconnect
the positive battery cable and wait at least 30 minutes. Refer to the information in the service manual to determine exactly how
long you should wait.

Clock Spring

The clock spring allows electrical contact to the air bag module at all times. Since the air
bag module sits in the centre of the steering wheel, the clock spring is designed to
provide voltage to the module regardless of steering wheel position. The clock spring is
located between the steering wheel and the steering column.
The clock spring’s electrical connector contains a long conductive ribbon. The wires from
the air bag’s electrical system are connected from the underside of the clock spring to the
conductive ribbon. The other end of the ribbon is connected to the air bag module. When
the steering wheel is turned, the ribbon coils and uncoils without breaking the electrical
connection.

Drivers Air Bag

The folded airbag is in front of the gas generator to allow for inflation and is held in position by the padded cover.
The padded cover is designed with predetermined fracture points that allow the air bag inflation through the cover,
but this also protects the air bag from damage throughout its life expectancy. The air bag is constructed of low
friction nylon material specially woven for strength.

Air bag deployment speed is approx 320kph.

Nitrogen gas is the medium used to inflate the airbag, the gas generator uses crystal formed ammonia nitrate and
nitro-guanidine.

Air Bag Module

The air bag module is the air bag and inflator assembly packaged into a single unit or module. The module is in the
steering wheel for the driver and in the dash panel for the front-seat passenger. The various types of side protection
air bags have the module located at the point where the bag is deployed.

The inflation of the air bag is typically accomplished through an explosive release of nitrogen gas. The igniter is an
integral part of the inflator assembly. It starts a chemical reaction to inflate the air bag. At the centre of the igniter
assembly is the squib, which contains zeronic potassium perchlorate (ZPP). When voltage is supplied through the
squib, an electrical arc is formed between two pins. The spark ignites a canister of gas and causes a rapid expansion
of the gas, which deploys, or inflates, the air bag.

The inflation assembly is composed of a gas generator (called a generant) containing sodium azide and copper oxide
or potassium nitrate propellant. The ZPP ignites the propellant charge. During ignition, large quantities of hot,

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expanding nitrogen gas are produced very quickly and quickly inflate the air bag. As the nitrogen moves into the air
bag, it is filtered to remove sodium hydroxide dust formed during the chemical reaction.

Not all air bags use nitrogen gas to inflate the bag; some use a solid propellant and compressed argon gas. Argon has
a stable structure, cools more quickly, and is inert as well as nontoxic. Argon is commonly used for passenger-side
and side protection air bags.

A mounting plate and retainer ring attach the air bag assembly to the inflator. They also keep the entire air bag
module connected to the steering wheel.

The bag itself is made of a thin, nylon fabric that is folded into the steering wheel, dash, seat, or door. The powdery
substance released from the air bag when it is deployed is regular corn starch or talcum powder. These powders are
used by the air bag manufacturers to keep air bags lubricated and pliable while they are in storage. The entire
module must be replaced as one unit when repair of the air bag system is required.

Air Bag Triggering Process

The SRS microprocessor is a highly sophisticated component in today’s vehicles. It is basically measuring the
deceleration of the vehicle, i.e. the force in which the vehicle is stopped in an accident! The first generation of
sensors employed were piezoelectric ceramic sensing elements. The second-generation sensors utilises
micromachining technology. Input signals advise the microprocessor of the actual seat, in which the seat belts are
being used. In some cases, even the seat position and weight of the occupant is analysed! It also determines the
deployment force depending on the amount of retardation of the vehicle and angle of impact, so called 3 stage SRS
deployment.

Stage 1: Seat belt pre-tensioners only activated.

Stage 2: Seat belt pre-tensioners plus 1st stage airbag deployment force 70%.
Stage 3: Seat belt pre-tensioners plus 1st & 2nd stage deployment force 100%.

A – Driver’s air bag deployment

B – Time in Milliseconds
C – Passenger air bag deployment

1 – Moment of impact
2 – Air bag is triggered
3 – Air bag starts to inflate
4 – Air bag is fully deployed
5 – Air bag deployment is complete, and bag deflates

Drivers Air Bag Deployment

➢ Time zero—Impact begins, and the air bag system is doing nothing.
➢ Twenty milliseconds later—The sensors are sending an impact signal to the air bag module and the air bag
begins to inflate.
➢ Three milliseconds later (total time from impact is now 23 milliseconds)—The air bag is inflated and is up
against the occupant’s chest. The occupant’s body has not yet begun to move as a result of the impact.
➢ Seventeen milliseconds later (total time from impact is now 40 milliseconds)—The air bag is almost fully
deployed, and the occupant’s body begins to move forward because of the impact.
➢ Thirty milliseconds later (total time from impact is just 70 milliseconds)—The air bag begins to absorb the
forward movement of the occupant and the air bag begins to deflate through its vents. Once the air bag
deflates, its job is over.

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In the event of a collision the ignition command is transmitted from the SRS microprocessor to the various SRS
components, on average in 20 milliseconds (ms) of receiving the data from the crash sensor. After an additional 23
(ms) the air bags would have fully inflated and the occupants making contact with the air bag.

A driver-side and passenger-side air bag system may also include a knee diverter, also called a knee bolster. This unit
is designed to help restrain the lower parts of the bodies of the driver and front passenger and prevent the driver
from sliding under the air bag during a collision. It is located underneath the steering column and behind the steering
column trim. Some vehicles have front and rear seat cushion air bags that inflate the front of the seat cushion to
restrain the occupant’s lower hip. This helps dampen the impact energy that acts on the occupant’s upper body,
including the head and chest.

Seat Belt Retractors

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 are designed to quickly tighten the belt at the
start of a crash.

Pyrotechnic pretensioners are the most common. When the pretensioner receives a signal from the control module,
the pretensioner is ignited. There is a small explosion in the pretensioner that reverses its action. This puts a firm
hold on the passenger. Many of these systems also have a mechanism that releases the pressure on the seat belt
after it has been tightened by the pretensioner. When the pressure between the passenger’s chest and the seat belt
exceeds a particular point, the pressure on the seat belt is relaxed to prevent injury.

On some vehicles, the action of the pretensioners varies with the weight of the person in the seat and the amount of
force on the seat belt as that person is moving forward during an impact. Some vehicles are equipped with two-stage
belt force limiters.

Warning Lights

All modern seat belt systems have a warning lamp and a buzzer or chime that is turned on when the vehicle is
started to remind the occupants to buckle up. When the ignition is turned on, a signal is sent to the warning lamp. If
the seat belt is fastened, a signal is sent from the buckle switch to the indicator controller and the lamp turns off. If
the belt is not buckled, the indicator and buzzer will alert the driver in intervals. There is a sensor in the front
passenger seat that detects when someone is in the seat. This information is sent to the control module and the
indicator lamp will blink until the seat belt is fastened.

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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.

Most retractors are not interchangeable. That is, an R marked on the retractor tab indicates that it is for the right
side only, and an L should be used on the left side only.

Caution:
Never measure the resistance of a seat belt pretensioner. The voltage from the meter may accidentally ignite the pretensioner.
This can result in serious personal injury.

Warning Light and Sound

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).

Some guidelines for servicing lap and shoulder belts follow:

➢ Replace the seat belt with a new assembly if there is any abnormality.
➢ Never disassemble any part of the seat belt system.
➢ Never attempt repairs on lap or shoulder belt retractors or retractor covers. Replace them if necessary.
➢ Tighten all anchor bolts to specifications.

Air Bag Simulator

To safely test SRS components, the use of an air bag simulator 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.

Caution:
Testing individual parts of the system must be done with care. Not following the correct procedure or
using the wrong tools can cause an air bag to deploy. This is not only dangerous but it is also very
expensive. Never attempt to check the resistance of an air bag module.

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Rollover Protection

Some convertibles have a built-in roll bar to protect the passengers in

case of a rollover. These units are permanent structures of the vehicle.
Others have automatic systems that provide for this. They deploy a
roll bar from behind the headrests when the vehicle experiences
extreme tilting, when the wheels lose contact with the ground, or
during a serious accident.

Vehicles with rollover protection use sensors to monitor the speed of

the rollover and inflate the air bags accordingly. During a rollover, the
air bags stay inflated for a longer than normal time to keep the occupants safe until the vehicle comes to a rest.
These systems also take the slack out of the seat belts, shut off the fuel pump, and disconnect the battery when a
rollover is sensed.

Diagnosing SRS Components

Before diagnosing the system, perform a system check by observing the air bag warning light and comparing your
findings with those described in the service manual for the vehicle. To check the status of the air bag system, make
sure the ignition has been off for at least 2 seconds. Then turn the ignition on. The SRS warning lamp should turn on
and remain on for about 6 seconds. During this time, the system is performing a preliminary check of the system,
including the pretensioners.

If the system detects a problem, the SRS warning light will remain on. If the lamp flashes or turns off and then turns
on again, low source voltage may be indicated. A system problem is also indicated when the lamp does not come on
when the ignition is initially turned on.

If any of these conditions are present, the system needs to be checked. A thorough visual inspection of sensor
integrity is the best place to start when diagnosing a system that is disarmed because of a fault. Damage from a
collision or mishandling during a nonrelated repair can set up a fault area, which will disarm the air bag system.

The passenger air bag indicator should also be observed. Its display is an indication of the condition of the passenger
weight sensor as well as the air bag’s modules. Always refer to the service information to interpret the indicators.
Normal displays will vary with what is detected in the passenger seat. If a problem is detected, the SRS warning lamp
will be lit, as will the passenger air bag “OFF” indicator.

If the action of the warning lamp indicates a problem, the system should be checked for DTCs. If there is a problem in
the passenger side, check the DTCs in the air bag system first. Then check the occupant classification system.

Retrieving Fault 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.

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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 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.

Working On Air Bag Systems

Whenever working on or around air bag systems, it is important to follow all safety warnings.

Examples of these warnings follow:

1. When performing any work on the inside of a vehicle, make sure you are aware of the location of all air bags and
exercise caution when working in those areas.
2. Wear safety glasses when servicing the air bag system.
3. Wait at least 30 minutes after disconnecting the battery before beginning any service on or around the air bag
system. The reserve energy module stores enough power to deploy the air bag after battery voltage is lost.
4. Always follow service procedures exactly as given by the manufacturer. Failure to do this can cause the SRS to
deploy. Also, if the system is not serviced properly, it may not work when it needs to.
5. Never disassemble or attempt to repair any parts and try to reuse them; always replace them with new ones.
6. Handle all air bag sensors with care. Do not strike or jar a sensor in such a manner that deployment may occur.
7. When carrying a live air bag module, face the trim and bag away from your body.
8. Do not carry the module by its wires or connector.
9. When placing a live module on a bench, face the trim and air bag up.
10. Deployed air bags may have a powdery residue on them. Sodium hydroxide is produced by the deployment
reaction and is converted to sodium carbonate when it comes into contact with atmospheric moisture. It is
unlikely that sodium hydroxide will still be present. However, wear safety glasses and gloves when handling a
deployed air bag. Wash your hands immediately after handling the bag.
11. A live air bag module must be deployed before disposal. Because the deployment of an air bag is through an
explosive process, improper disposal may result in injury and fines. A deployed air bag should be disposed of
according to EPA and manufacturer procedures.
12. Do not use a battery- or AC-powered voltmeter, ohmmeter, or any other type of test equipment not specified in
the service manual to test the air bag module. Never use a test light to probe for voltage.
13. After work on the SRS is completed, perform the SRS warning light check.

Caution:

A two-stage air bag may appear to be fully deployed when only its first stage has deployed. Care must be taken to
make sure that two-stage air bag have been fully deployed before handling them. Always assume that any deployed
two stage air bag has an active stage two. Improper handling or servicing can activate the inflator module and cause
personal injury. Always follow the manufacturer’s recommended handling procedures.
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