ACM / EMIC

EMIC Electro Mechanical Instrument Cluster
ACM Airbag Control Module

The ACM and the EMIC each contain a central processing unit and programming that allow them to communicate with each other using the Chrysler Collision Detection (CCD) data bus network. This method of communication is used for control of the airbag indicator on all models.

Hard wired circuitry connects the airbag system 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 airbag system 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 pin-out and location views for the various wire harness connectors, splices and grounds.

The airbag system is referred to as a supplemental restraint system because it was designed and is intended to enhance the protection for the front seat occupants of the vehicle only when used in conjunction with the seat belts. It is referred to as a passive system because the vehicle occupants are not required to do anything to make it work. The primary passenger restraints in this or any other vehicle are the standard equipment factory-installed seat belts. Seat belts are referred to as an active restraint because the vehicle occupants are required to physically fasten and properly adjust these restraints in order to benefit from them. The vehicle occupants must be wearing their seat belts in order to obtain the maximum safety benefit from the factory-installed airbag system.

The airbag system electrical circuits are continuously monitored and controlled by a microprocessor and software contained within the Airbag Control Module (ACM). An airbag indicator in the ElectroMechanical Instrument Cluster (EMIC) lights for about seven seconds as a bulb test each time the ignition switch is turned to the ON or Start positions. Following the bulb test, the airbag indicator is turned ON or OFF by the ACM to indicate the status of the airbag system. If the airbag indicator comes ON at any time other than during the bulb test, it indicates that there is a problem in the airbag system electrical circuits. Such a problem may cause the airbags not to deploy when required, or to deploy when not required. The clockspring on the top of the steering column allows a continuous electrical circuit to be maintained between the stationary steering column and the driver airbag inflator, which rotates with the steering wheel.

Deployment of the airbags depends upon the angle and severity of the impact. The airbag system is designed to deploy upon a frontal impact within a thirty degree angle from either side of the vehicle center line. 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) upon the airbag system impact sensor, which is integral to the ACM. When a frontal impact is severe enough, the microprocessor in the ACM signals the inflator units of both airbag modules to deploy the airbags. The front seat belt tensioners are provided with a deployment signal by the ACM in conjunction with the airbags. During a frontal vehicle impact, the knee blockers work in concert with properly fastened and adjusted seat belts to restrain both the driver and the front seat passenger in the proper position for an airbag deployment. The knee blockers also absorb and distribute the crash energy from the driver and the front seat passenger to the structure of the instrument panel. The seat belt tensioners remove the slack from the outboard front seat belts to provide further assurance that the driver and front seat passenger are properly positioned and restrained for an airbag deployment.

Typically the driver and front seat passenger recall more about the events preceding and following a collision than they have of the airbag deployment itself. This is because the airbag deployment and deflation occur so rapidly. In a typical 48 kilometer-per-hour (30 mile-per-hour) barrier impact, from the moment of impact until both airbags are fully inflated takes about 40 milliseconds. Within one to two seconds from the moment of impact, both 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 ACM monitors a problem in any of the airbag system circuits or components, including the seat belt tensioners, it stores a fault code or Diagnostic Trouble Code (DTC) in its memory circuit and sends an electronic message to the EMIC to turn ON the airbag indicator. Proper testing of the airbag system components, the Chrysler Collision Detection (CCD) data bus, the data bus message inputs to and outputs from the EMIC or the ACM, as well as the retrieval or erasure of a DTC from the ACM requires the use of a DRB III scan tool. Refer to the appropriate diagnostic information.

See the owner's manual in the vehicle glove box for more information on the features, use and operation of all of the factory-installed passenger restraints, including the airbag system.

WARNING: THE AIRBAG SYSTEM IS A SENSITIVE, COMPLEX ELECTROMECHANICAL UNIT. BEFORE ATTEMPTING TO DIAGNOSE OR SERVICE ANY AIRBAG SYSTEM OR RELATED STEERING WHEEL, STEERING COLUMN, SEAT BELT TENSIONER, OR INSTRUMENT PANEL COMPONENTS YOU MUST FIRST DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE. THEN WAIT TWO MINUTES FOR THE SYSTEM CAPACITOR TO DISCHARGE BEFORE FURTHER SYSTEM SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO DO THIS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.

THE DRIVER AIRBAG INFLATOR UNIT CONTAINS SODIUM AZIDE AND POTASSIUM NITRATE. THESE MATERIALS ARE POISONOUS AND EXTREMELY FLAMMABLE. CONTACT WITH ACID, WATER, OR HEAVY METALS MAY PRODUCE HARMFUL AND IRRITATING GASES (SODIUM HYDROXIDE IS FORMED IN THE PRESENCE OF MOISTURE) OR COMBUSTIBLE COMPOUNDS. THE PASSENGER AIRBAG UNIT CONTAINS ARGON GAS PRESSURIZED TO OVER 2500 PSI. DO NOT ATTEMPT TO DISMANTLE AN AIRBAG UNIT OR TAMPER WITH ITS INFLATOR. DO NOT PUNCTURE, INCINERATE, OR BRING INTO CONTACT WITH ELECTRICITY. DO NOT STORE AT TEMPERATURES EXCEEDING 93 °C (200 °F).

WHEN HANDLING A SEAT BELT TENSIONER RETRACTOR, PROPER CARE SHOULD BE EXERCISED TO KEEP FINGERS OUT FROM UNDER THE RETRACTOR COVER AND AWAY FROM THE SEAT BELT WEBBING WHERE IT EXITS FROM THE RETRACTOR COVER.

REPLACE AIRBAG SYSTEM COMPONENTS ONLY WITH PARTS SPECIFIED IN THE DAIMLERCHRYSLER MOPAR PARTS CATALOG. SUBSTITUTE PARTS MAY APPEAR INTERCHANGEABLE, BUT INTERNAL DIFFERENCES MAY RESULT IN INFERIOR OCCUPANT PROTECTION.

THE FASTENERS, SCREWS, AND BOLTS ORIGINALLY USED FOR THE AIRBAG SYSTEM COMPONENTS HAVE SPECIAL COATINGS AND ARE SPECIFICALLY DESIGNED FOR THE AIRBAG SYSTEM. THEY MUST NEVER BE REPLACED WITH ANY SUBSTITUTES. ANY TIME A NEW FASTENER IS NEEDED, REPLACE IT WITH THE CORRECT FASTENERS PROVIDED IN THE SERVICE PACKAGE OR SPECIFIED IN THE DAIMLERCHRYSLER MOPAR PARTS CATALOG.

WHEN A STEERING COLUMN HAS AN AIRBAG UNIT ATTACHED, NEVER PLACE THE COLUMN ON THE FLOOR OR ANY OTHER SURFACE WITH THE STEERING WHEEL OR AIRBAG UNIT FACE DOWN.