Clockspring - Description

DESCRIPTION





The clockspring (3) for this vehicle is secured near the top of the steering column below the steering wheel. The clockspring also includes an integral, internal turn signal cancel cam and a Steering Angle Sensor (SAS). All of these components are serviced as a unit with the clockspring. The clockspring also supports the multi-function switch (1), the Steering Control Module (SCM) internal to the multi-function switch housing (2) and a blank filler (7) for, or the optional adjustable pedal switch, which are secured to the clockspring mounting bracket with integral keyways and latch feature provisions. The multi-function switch, adjustable pedal switch blank filler or the adjustable pedal switch are available for individual service replacement. When combined, these components are sometimes referred to as the Steering Column Control Module (SCCM).

The clockspring case includes integral tabs at the top and bottom for mounting the unit to the steering column housing with three screws, as well as integral provisions for mounting and supporting the multi-function switch, adjustable pedal switch and SAS. The two upper screws are captive and remain with the clockspring when it is removed. The SAS integral to the clockspring includes an electronic circuit board and a microprocessor, which allows it to communicate with other electronic modules in the vehicle over the Controller Area Network (CAN) data bus. The SAS circuitry is contained within a flat, molded plastic case that is secured to the lower surface of the clockspring case that hangs below the steering column.

Within the plastic clockspring case is a spool-like molded plastic rotor with a large exposed hub and an integral turn signal cancel cam. The upper surface of the rotor hub has a large center hole, an engagement dowel or drive pin, a single sleeve containing two short Driver AirBag (DAB) squib pigtail wires with connectors, and a connector receptacle that faces toward the steering wheel.

Service replacement clocksprings are shipped pre-centered and with a molded plastic locking pin (4) that snaps into a receptacle on the rotor. The locking pin secures the centered clockspring rotor to the clockspring case and the SAS during shipment and handling, but must be removed from the clockspring after it is installed on the steering column. The locking pin is a one time component and cannot be reinstalled once it has been removed. The clockspring must be replaced if proper centering has been compromised or the tape may be damaged and Diagnostic Trouble Codes (DTCs) or faults may be set within the SAS.





The lower surface of the clockspring case (1) facing toward the instrument panel includes two receptacles on the left for mounting the multi-function switch (2) and the optional adjustable pedal switch (3). There are two integral connector receptacles (4) on the left lower corner of the clockspring case. Clocksprings with a SAS (5) also have a dedicated connector (6) near the right lower corner of that unit.

Within the plastic case and wound around the rotor spool is a long ribbon-like tape that consists of several thin copper wire leads sandwiched between two thin plastic membranes. The outer end of the tape terminates at the connector receptacles that face the instrument panel, while the inner end of the tape terminates at the DAB squib pigtail wires and connector receptacle on the hub of the clockspring rotor that face the steering wheel.

The clockspring cannot be repaired. If damaged, ineffective or if the DAB has been deployed, the clockspring must be replaced.