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SRS SRS AIR BAG (Supplemental Restraint System) Chonan Technical Service Training Center SRS Chonan Technical Service Training Center SRS What is A/Bag? 1.1 Necessity 1.2 Purpose 1.3 Effect 1.4 History of Air Bag 1.5 Air Bag System Category 1.6 Basic Structure 1.7 Basic Principle Modules 2.1 DAB (Driver Air Bag) 2.2 Clock Spring 2.3 Inflator 2.4 PAB (Passenger Air Bag) 2.5 SAB (Side Air Bag) 2.6 CAB (Curtain Air Bag) Seat belt 3.1 History and Function of Seat Belt 3.2 Types of Seat Belt 3.3 Point Seat Belt Detail 3.4 ELR (Emergency Locking Retractor) 3.5 WLR (Webbing Clamp Locking Retractor) 3.6 Pretensioner 3.7 Load Limiter 3.8 Troubleshooting of Seat Belt Chonan Technical Service Training Center SRS Sensor 4.1 PPD (Passenger Presence Detection) 4.2 OCS (Occupant Classification System) 4.3 PODS (Passive Occupant Detection System) 4.4 FIS (Front Impact Sensor) 4.5 SIS (Side Impact Sensor) 4.6 Buckle Switch 4.7 Seat Track (Position) Sensor ACU 5.1 General 5.2 Connector 5.3 Block Diagram 5.4 Inside Sensors and Etc 5.5 Diagnostic Troubleshooting Flow Chart Others 6.1 SST 6.2 Crash Test (Barrier Test) 6.3 Seating Position 6.4 Index Chonan Technical Service Training Center SRS What is A/Bag? 1.1 Necessity The seat belt is a concrete device for protecting the body of a passenger in a collision But when the body is subjected to a large impact in the case of a high-speed collision, the seat belt alone cannot protect the body And especially in the case of a serious front-end collision, the upper body tilts forward even when it is secured with the seat belt, and the head or chest may collide with the steering wheel or the windshield, resulting in injuries The SRS Air bag System is a device that reduces head and chest injuries to the driver and passengers by inflating an air bag installed in the steering wheel or the instrument panel when such a collision occurs, supplementing the function of the seat belt Thus, the SRS Air bag System is the supplements the restraining and protective functions of the seat belt For that reason the name of the system was chosen as the acronym of Supplemental Restraint System 1.2 Purpose Functions of Air Bag • Absorbs kinematics energy of occupants • Protects occupants from interior trims • Protects occupants from broken glass • Reduces occupants neck load by kinematically restraining spin of neck 1.3 Effect Effect of Safety System • Decrease in Fatality when Safety System is used (Data published by NHTSA, 1999) • When only using Seat Belt: 45% Decrease • When only using Frontal Air Bag : 14% Decrease • When using Seat Belt + Frontal Air Bag : 50% Decrease Chonan Technical Service Training Center SRS 1.4 History Of Air Bag 1998: Transportation Equity Act for the 21st Century enacted by Congress [TEA 21] - for advanced air bags 1993: First of 23 deaths over three years caused by passenger air bags: Diana Zhang, 6, of Canton, Ohio Car companies required to begin phasing in passenger air bags in cars and light trucks 1991: President Bush signs a law requiring an air-bag phase-in starting the '94 model year Deadlines for passenger air bags: all 1998 model year cars; all 1999 model year trucks [ISTEA :: Intermodal Surface Transportation Efficiency Act] 1990: First report of a driver being killed by an air bag: 64-year-old women suffers fatal chest injuries from air bag 1989: Ford announces driver air bags will be standard equipment in nine car lines 1988: In a dramatic turnaround from CEO Iacocca's previous anti-bag position, Chrysler becomes the first U.S automaker to install driver air bags as standard equipment in all its domestic-made cars 1987: NHTSA lets automakers use driver air bags to meet passive-restraint requirements until '94 model year 1986: NHTSA allows automakers to meet passive-restraint requirements through the 1990 model year with only driver air bags The agency cites concerns about the dangers of passenger air bags 1984: Now Chrysler CEO, Iacocca lambastes air bags as example of "solution being worse than the problem." 1983: The Supreme Court rules against the Reagan administration and directs NHTSA to review the case for air bags 1981: Under the anti-regulatory Reagan administration, NHTSA announces one-year delay of passive-restraint rule, proposes that it be rescinded altogether [Transportation Secy: Elizabeth Dole] NHTSA cancels passive-restraint standard, citing uncertainty about public acceptance and use of automatic safety belts 1979: General Accounting Office warns that out-of-position occupants are in danger from air bags General Motors notifies NHTSA it will not offer optional passenger air bags on 1981 models as planned because of "potential for risk of injury to unrestrained small children who would otherwise survive an impact without significant harm." NHTSA chief Joan Claybrook insists "the trade-off in terms of saving thousands of lives clearly outweighs these extraordinary and infrequent risks." 1977: Carter administration Transportation Secretary Brock Adams announces that all new cars sold in the USA must have front air bags or passive safety belts that fasten without any effort by the driver or passenger by the 1984 model year 1976: Transportation Secretary William Coleman says air bags in all cars would save about 12,000 lives each year Scraps passive-restraint requirement when automakers pledge to install some air bags voluntarily 1975: Volvo report says eight of 24 pigs used to simulate effect of air bags on unrestrained children were killed by the force of the air bags All but three pigs were seriously injured 1974: GM starts making some dual air-bag-equipped Cadillacs, Oldsmobiles and Buicks, hoping to sell 100,000 a year Drops effort three years later after selling only 10,000 Chonan Technical Service Training Center SRS 1973: General Motors manufactures 1,000 Chevrolets equipped with experimental air bags and provides them to fleet customers for testing Infant, unrestrained on passenger seat of one of the experimental Chevrolets, is killed when a passenger bag deploys in a wreck GM considers that the first air-bag fatality An Oldsmobile Toronado, first car with a passenger air bag intended for sale, rolls off assembly line 1971: Ford builds experimental air bag fleet NHTSA delays passive-restraint mandate until 1976 after Henry Ford II, Ford President Lee Iacocca lobby President Nixon 1970: National Highway Traffic Safety Administration (NHTSA) orders passive restraints by 1974 model year 1969: Nixon administration proposes passive restraints in cars to protect unbelted occupants General Motors warns federal safety officials that children too close to an inflating air bag could be "severely injured or killed." 1966: President Johnson signs the National Traffic and Motor Vehicle Safety Act, which requires the government to come up with safety standards for new vehicles Previously, auto safety had been largely unregulated 1.5 Air bag System Category Chonan Technical Service Training Center SRS It is not necessary to classify Air Bag in terms of system, because Air Bag has been developed gradually In the past, the sensor was mechanical, whereas now it is electronic Of course, there is a difference of ACU depending on the manufacturers such as Siemens, Hyundai Air Bag (HAE), TRW, and Delphi Mando Presently, there are two types: a sensor may be installed inside the ACU, or it may be located outside 1) Single Sensor Type (Intergrated Type with sensor in Air bag control module) Inside the ACU, there is a sensor that measures the impact from the front and left side, right side PAB DAB SAB ACU 2) Multi-Sensor Type (Front sensor Type) Inside the ACU, there is a sensor that measures the impact from the front and left side, right side By comparing the impact between the sensor in the front and the inside, Air bag deployment is decided PAB CAB FIS DAB ACU Chonan Technical Service Training Center SRS 1.6 Basic Structure The Air bag system is composed of the air bag control unit, sensors, air bag modules, belt pretensioners PAB PBP T ACU RSAB BS FIS FSAB SIS CAB DAB DBPT As for the location of each part in the Hyundai Air bag system, in case of modules, DAB is installed inside the steering wheel, whereas PAB is located inside the panel (crash pad) in front of the seat passenger FRT SAB is installed in the Seat, and Rear SAB beside the Seat BPT is located in the bottom of center filler, whereas CAB is in the both sides of the ceiling Location of Sensors – FIS is located at the rear body of the Front Bumper, and selects both left and right side SIS is located in the bottom of Center filler (usually beside the BPT), and is used for the deployment of SAB and CAB A sensor that can sense the impact from the front and left, right is installed inside the ACU Most of the sensors used at Hyundai motor presently are electronic type, whereas only the Safing sensor located inside the ACU is mechanical type These sensors are not compatible each other Besides, all sensors are direction-oriented, so be careful when installing Especially, when installing, if slope or direction is wrong, the deployment of Air bag may cause big trouble Chonan Technical Service Training Center SRS 1.7 Basic Principle Operating Sequence The operation of the Air bag depending on time is as follows Crash mSec Crash Sensing Make decision deployment or undeployment Ignite the Inflator Produce Nitrogen Gas to Inflate the Bag 20 mSec 35 mSec 40 mSec Bag Deploying Full Deployment of the Bag Protect the Occupants 105 mSec ~ 150 mSec Vent Gas (Bag Deflation) Airbag System Completed 10 Chonan Technical Service Training Center