2002 JEEP LIBERTY signal

in parallel with the IC where the two pigtail wire
leads connect to the IC pins.
The seat belt switch cannot be adjusted or repaired
and, if faulty or damaged, the entire seat belt buckle-
half unit must be replaced.
OPERATION
The seat belt switches are designed to provide a
status signal to the seat belt switch sense inputs of
the Airbag Control Module (ACM) indicating whether
the front seat belts are fastened. The ACM uses the
seat belt switch inputs as a factor in determining
what level of force with which it should deploy the
multistage driver and passenger airbags. In addition,
the ACM sends electronic messages to the ElectroMe-
chanical Instrument Cluster (EMIC) to control the
seat belt indicator based upon the status of the
driver side front seat belt switch. A spring-loaded
plastic slide with a small, enclosed permanent mag-
net is integral to the buckle latch mechanism. When
a seat belt tip-half is inserted and latched into the
seat belt buckle, the slide is pushed downward and
into close proximity of the Hall Effect Integrated Cir-
cuit (IC) chip within the buckle, which induces a cur-
rent within the chip. The chip provides this induced
current as an output to the ACM, which monitors the
current to determine the status of the front seat
belts. When the seat belt is unbuckled, the spring-
loaded slide and permanent magnet move upward
and away from the IC, causing the output current
from the seat belt switch to be reduced.
The seat belt switch receives a supply current from
the ACM, and the ACM senses the status of the front
seat belts through its pigtail wire connection to the
seat wire harness. The ACM also monitors the condi-
tion of the seat belt switch circuits through circuit
resistance created by the diagnostic resistor. The
ACM will illuminate the airbag indicator in the
EMIC and store a Diagnostic Trouble Code (DTC) for
any fault that is detected in either seat belt switch
circuit. For proper diagnosis of the seat belt switches,
a DRBIIItscan tool is required. Refer to the appro-
priate diagnostic information.
SEAT BELT TENSIONER
DESCRIPTION
A driver side seat belt tensioner supplements the
driver airbag system for all versions of this model
(Fig. 34). The seat belt tensioner is integral to the
driver side front seat belt and retractor unit, which is
secured to the B-pillar on the left side of the vehicle.
The retractor is concealed beneath the molded plastic
B-pillar trim. The seat belt tensioner consists prima-
rily of a molded plastic tensioner housing, a tubularmetal piston housing, a piston, a short rack gear, a
set of pinion gears, a pyrotechnically activated gas
generator, and a short pigtail wire. All of these com-
ponents are located on one side of the retractor spool
on the outside of the retractor housing. The seat belt
tensioner is controlled by the Airbag Control Module
(ACM) and is connected to the vehicle electrical sys-
tem through a dedicated take out of the body wire
harness by a keyed and latching molded plastic con-
nector insulator to ensure a secure connection.
The seat belt tensioner cannot be repaired and, if
faulty or damaged, the entire driver side front seat
belt and retractor unit must be replaced. The seat
belt tensioner is not intended for reuse and must be
replaced following a deployment. A locked retractor
that will not allow the seat belt webbing to be
retracted or extracted is a sure indication that the
seat belt tensioner has been deployed and requires
replacement. (Refer to 8 - ELECTRICAL/RE-
STRAINTS/FRONT SEAT BELT & RETRACTOR -
REMOVAL).
OPERATION
The seat belt tensioner is deployed by a signal gen-
erated by the Airbag Control Module (ACM) through
the driver seat belt tensioner line 1 and line 2 (or
squib) circuits. When the ACM sends the proper elec-
trical signal to the tensioner, the electrical energy
generates enough heat to initiate a small pyrotechnic
gas generator. The gas generator is installed in one
end of the tubular metal piston housing, which con-
tains a piston and a small rack gear. As the gas
expands, it pushes the piston and the rack gear
Fig. 34 Seat Belt Tensioner
1 - RETRACTOR
2 - TENSIONER HOUSING
3 - PISTON HOUSING
4 - PIGTAIL WIRE
5 - GAS GENERATOR
8O - 36 RESTRAINTSKJ
SEAT BELT SWITCH (Continued)

screws. A two-wire pigtail harness is routed forward
from the airbag inflator through a trough along the
top of the plastic airbag channel on the roof rail and
down the B-pillar, where it is retained by three rout-
ing clips. The pigtail harness is connected to a take
out and connector of the body wire harness on the
B-pillar, which connects to the respective right or left
Side Impact Airbag Control Module (SIACM) on the
sill panel at the base of the B-pillar.
The side curtain airbag unit cannot be adjusted or
repaired and must be replaced if deployed, faulty, or
in any way damaged. Once a side curtain airbag has
been deployed, the complete airbag unit, the head-
liner, the upper A, B, and C-pillar trim, and all other
visibly damaged components must be replaced.
OPERATION
Each side curtain airbag is deployed individually by
an electrical signal generated by the left or right Side
Impact Airbag Control Module (SIACM) to which it is
connected through left or right curtain airbag line 1 and
line 2 (or squib) circuits. The hybrid-type inflatorassembly for each airbag contains a small canister of
highly compressed helium gas. When the SIACM sends
the proper electrical signal to the airbag inflator, the
electrical energy creates enough heat to ignite chemical
pellets within the inflator. Once ignited, these chemicals
burn rapidly and produce the pressure necessary to rup-
ture a containment disk in the helium gas canister. The
inflator and helium gas canister are sealed and con-
nected to a tubular manifold so that all of the released
gas is directed into the folded curtain airbag cushion,
causing the cushion to inflate.
As the airbag cushion inflates it will drop down
from the roof rail between the edge of the headliner
and the side glass/body pillars to form a curtain-like
cushion to protect the vehicle occupants during a side
impact collision. The front tether keeps the front por-
tion of the bag taut, thus ensuring that the bag will
deploy in the proper position. Following the airbag
deployment, the airbag cushion quickly deflates by
venting the helium gas through the loose weave of
the cushion fabric, and the deflated cushion hangs
down loosely from the roof rail.
Fig. 37 Side Curtain Airbag
1 - INFLATOR
2 - MANIFOLD
3 - CHANNEL
4 - TETHER5 - PIGTAIL WIRE RETAINER (3)
6 - PUSH-IN FASTENER (4)
7 - BRACKET (3)
KJRESTRAINTS 8O - 39
SIDE CURTAIN AIRBAG (Continued)

ber beneath the respective right or left front seat.
These connections allow the SIACM to be operational
whenever the ignition switch is in the Start or On
positions. An electronic impact sensor is contained
within the SIACM. The electronic impact sensor is
an accelerometer that senses the rate of vehicle
deceleration, which provides verification of the direc-
tion and severity of an impact. A pre-programmed
decision algorithm in the SIACM microprocessor
determines when the deceleration rate as signaled by
the impact sensor indicates a side impact that is
severe enough to require side curtain airbag protec-
tion. When the programmed conditions are met, the
SIACM sends the proper electrical signals to deploy
the side curtain airbag.
The hard wired inputs and outputs for the SIACM
may be diagnosed and tested using conventional
diagnostic tools and procedures. However, conven-
tional diagnostic methods will not prove conclusive in
the diagnosis of the SIACM, the PCI data bus net-
work, or the electronic message inputs to and outputs
from the SIACM. The most reliable, efficient, and
accurate means to diagnose the SIACM, the PCI data
bus network, and the electronic message inputs to
and outputs from the SIACM requires the use of a
DRBIIItscan tool. Refer to the appropriate diagnos-
tic information.
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
SURE WAY TO DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
WARNING: THE SIDE IMPACT AIRBAG CONTROL
MODULE CONTAINS THE IMPACT SENSOR, WHICH
ENABLES THE SYSTEM TO DEPLOY THE SIDE
CURTAIN AIRBAGS. NEVER STRIKE OR DROP THE
SIDE IMPACT AIRBAG CONTROL MODULE, AS IT
CAN DAMAGE THE IMPACT SENSOR OR AFFECT
ITS CALIBRATION. IF A SIDE IMPACT AIRBAG CON-
TROL MODULE IS ACCIDENTALLY DROPPED DUR-ING SERVICE, THE MODULE MUST BE SCRAPPED
AND REPLACED WITH A NEW UNIT. FAILURE TO
OBSERVE THIS WARNING COULD RESULT IN ACCI-
DENTAL, INCOMPLETE, OR IMPROPER SIDE CUR-
TAIN AIRBAG DEPLOYMENT AND POSSIBLE
OCCUPANT INJURIES.
(1) Adjust the front seat to its most forward posi-
tion for easiest access to the lower B-pillar trim.
(2) Disconnect and isolate the battery negative
cable. Wait two minutes for the system capacitor to
discharge before further service.
(3) Remove the lower trim from the inside of the
B-pillar. (Refer to 23 - BODY/INTERIOR/B-PILLAR
LOWER TRIM - REMOVAL).
(4) Disconnect the body wire harness connector for
the Side Impact Airbag Control Module (SIACM)
from the module connector receptacle (Fig. 44).
(5) Disengage the body wire harness retainer from
the tab on the SIACM mounting bracket.
(6) Remove the four screws that secure the SIACM
mounting bracket to the sill panel at the base of the
B-pillar.
(7) Remove the SIACM and its mounting bracket
from the sill panel as a unit.
Fig. 44 Side Impact Airbag Control Module
Remove/Install
1 - B-PILLAR
2 - WIRE HARNESS CONNECTOR
3 - SIACM
4 - SCREW (4)
8O - 44 RESTRAINTSKJ
SIDE IMPACT AIRBAG CONTROL MODULE (Continued)

SPEED CONTROL
TABLE OF CONTENTS
page page
SPEED CONTROL
DESCRIPTION..........................1
OPERATION............................1
DIAGNOSIS AND TESTING - ROAD TEST.....2
SPECIFICATIONS
TORQUE - SPEED CONTROL.............2
CABLE
DESCRIPTION..........................3
OPERATION............................3
REMOVAL - 3.7L.........................3
INSTALLATION - 3.7L.....................4
SERVO
DESCRIPTION..........................4
OPERATION............................4REMOVAL.............................4
INSTALLATION..........................5
SWITCH
DESCRIPTION..........................5
OPERATION............................5
REMOVAL.............................6
INSTALLATION..........................6
VACUUM RESERVOIR
DESCRIPTION..........................7
OPERATION............................7
DIAGNOSIS AND TESTING - VACUUM
RESERVOIR..........................7
REMOVAL.............................7
INSTALLATION..........................8
SPEED CONTROL
DESCRIPTION
The speed control system is electronically con-
trolled and vacuum operated. Electronic control of
the speed control system is integrated into the Pow-
ertrain Control Module (PCM). The controls consist
of two steering wheel mounted switches. The
switches are labeled: ON/OFF, RES/ACCEL, SET,
COAST, and CANCEL.
The system is designed to operate at speeds above
30 mph (50 km/h).
WARNING: THE USE OF SPEED CONTROL IS NOT
RECOMMENDED WHEN DRIVING CONDITIONS DO
NOT PERMIT MAINTAINING A CONSTANT SPEED,
SUCH AS IN HEAVY TRAFFIC OR ON ROADS THAT
ARE WINDING, ICY, SNOW COVERED, OR SLIP-
PERY.
OPERATION
When speed control is selected by depressing the
ON switch, the PCM allows a set speed to be stored
in PCM RAM for speed control. To store a set speed,
depress the SET switch while the vehicle is moving
at a speed between 35 and 85 mph. In order for the
speed control to engage, the brakes cannot be
applied, nor can the gear selector be indicating the
transmission is in Park or Neutral.
The speed control can be disengaged manually by:
²Stepping on the brake pedal
²Depressing the OFF switch²Depressing the CANCEL switch.
²Depressing the clutch pedal (if equipped).
NOTE: Depressing the OFF switch or turning off the
ignition switch will erase the set speed stored in
the PCM.
For added safety, the speed control system is pro-
grammed to disengage for any of the following condi-
tions:
²An indication of Park or Neutral
²A rapid increase rpm (indicates that the clutch
has been disengaged)
²Excessive engine rpm (indicates that the trans-
mission may be in a low gear)
²The speed signal increases at a rate of 10 mph
per second (indicates that the coefficient of friction
between the road surface and tires is extremely low)
²The speed signal decreases at a rate of 10 mph
per second (indicates that the vehicle may have
decelerated at an extremely high rate)
Once the speed control has been disengaged,
depressing the RES/ACCEL switch (when speed is
greater than 30 mph) restores the vehicle to the tar-
get speed that was stored in the PCM.
While the speed control is engaged, the driver can
increase the vehicle speed by depressing the RES/AC-
CEL switch. The new target speed is stored in the
PCM when the RES/ACCEL is released. The PCM
also has a9tap-up9feature in which vehicle speed
increases at a rate of approximately 2 mph for each
momentary switch activation of the RES/ACCEL
switch.
KJSPEED CONTROL 8P - 1

mounting bracket displayed in (Fig. 6) is a typical
bracket and may/may not be applicable to this model
vehicle.
(9) Remove servo from mounting bracket. While
removing, note orientation of servo to bracket.INSTALLATION
(1) Position servo to mounting bracket.
(2) Align hole in cable connector with hole in servo
pin. Install cable-to-servo retaining clip.
(3) Insert servo mounting studs through holes in
servo mounting bracket.
(4) Install servo-to-mounting bracket nuts and
tighten. Refer to torque specifications.
(5) Install servo mounting bracket-to-body nuts
and tighten. Refer to torque specifications.
(6) Connect vacuum line at servo.
(7) Connect electrical connector at servo.
(8) Connect servo cable to throttle body. Refer to
servo Cable Removal/Installation.
(9) Install coolant bottle.
(10) Connect negative battery cable to battery.
(11) Before starting engine, operate accelerator
pedal to check for any binding.
SWITCH
DESCRIPTION
There are two separate switch pods that operate
the speed control system. The steering-wheel-
mounted switches use multiplexed circuits to provide
inputs to the PCM for ON, OFF, RESUME, ACCEL-
ERATE, SET, DECEL and CANCEL modes. Refer to
the owner's manual for more information on speed
control switch functions and setting procedures.
The individual switches cannot be repaired. If one
switch fails, the entire switch module must be
replaced.
OPERATION
When speed control is selected by depressing the
ON, OFF switch, the PCM allows a set speed to be
stored in its RAM for speed control. To store a set
speed, depress the SET switch while the vehicle is
moving at a speed between approximately 35 and 85
mph. In order for the speed control to engage, the
brakes cannot be applied, nor can the gear selector
be indicating the transmission is in Park or Neutral.
The speed control can be disengaged manually by:
²Stepping on the brake pedal
²Depressing the OFF switch
²Depressing the CANCEL switch.
The speed control can be disengaged also by any of
the following conditions:
²An indication of Park or Neutral
²The VSS signal increases at a rate of 10 mph
per second (indicates that the co-efficient of friction
between the road surface and tires is extremely low)
²Depressing the clutch pedal.
²Excessive engine rpm (indicates that the trans-
mission may be in a low gear)
Fig. 5 SPEED CONTROL SERVO
1-9T9FITTING
2 - VACUUM LINE
3 - SERVO BRACKET MOUNTING NUTS
4 - SERVO MOUNTING BRACKET
5 - SERVO
6 - SERVO ELECTRICAL CONNECTOR
Fig. 6 SERVO CABLE CLIP REMOVE/INSTALL
TYPICAL
1 - SERVO MOUNTING NUTS (2)
2 - SERVO
3 - CABLE RETAINING CLIP
4 - SERVO CABLE AND SLEEVE
KJSPEED CONTROL 8P - 5
SERVO (Continued)

²The VSS signal decreases at a rate of 10 mph
per second (indicates that the vehicle may have
decelerated at an extremely high rate)
²If the actual speed is not within 20 mph of the
set speed
The previous disengagement conditions are pro-
grammed for added safety.
Once the speed control has been disengaged,
depressing the ACCEL switch restores the vehicle to
the target speed that was stored in the PCM's RAM.
NOTE: Depressing the OFF switch will erase the set
speed stored in the PCM's RAM.
If, while the speed control is engaged, the driver
wishes to increase vehicle speed, the PCM is pro-
grammed for an acceleration feature. With the
ACCEL switch held closed, the vehicle accelerates
slowly to the desired speed. The new target speed is
stored in the PCM's RAM when the ACCEL switch is
released. The PCM also has a9tap-up9feature in
which vehicle speed increases at a rate of approxi-
mately 2 mph for each momentary switch activation
of the ACCEL switch.
The PCM also provides a means to decelerate with-
out disengaging speed control. To decelerate from an
existing recorded target speed, depress and hold the
COAST switch until the desired speed is reached.
Then release the switch. The ON, OFF switch oper-
ates two components: the PCM's ON, OFF input, and
the battery voltage to the brake switch, which powers
the speed control servo.
Multiplexing
The PCM sends out 5 volts through a fixed resistor
and monitors the voltage change between the fixed
resistor and the switches. If none of the switches are
depressed, the PCM will measure 5 volts at the sen-
sor point (open circuit). If a switch with no resistor is
closed, the PCM will measure 0 volts (grounded cir-
cuit). Now, if a resistor is added to a switch, then the
PCM will measure some voltage proportional to the
size of the resistor. By adding a different resistor to
each switch, the PCM will see a different voltage
depending on which switch is pushed.
Another resistor has been added to the 'at rest cir-
cuit' causing the PCM to never see 5 volts. This was
done for diagnostic purposes. If the switch circuit
should open (bad connection), then the PCM will see
the 5 volts and know the circuit is bad. The PCM will
then set an open circuit fault.
REMOVAL
WARNING: BEFORE ATTEMPTING TO DIAGNOSE,
REMOVE OR INSTALL ANY AIRBAG SYSTEM OR
RELATED STEERING WHEEL AND STEERING COL-
UMN COMPONENTS YOU MUST FIRST DISCON-
NECT AND ISOLATE THE NEGATIVE (GROUND)
BATTERY CABLE. WAIT 2 MINUTES FOR SYSTEM
CAPACITOR TO DISCHARGE BEFORE FURTHER
SYSTEM SERVICE. FAILURE TO DO SO COULD
RESULT IN ACCIDENTAL DEPLOYMENT AND POS-
SIBLE PERSONAL INJURY.
(1) Disconnect and isolate negative battery cable
from battery.
(2) Remove airbag module. Refer to Restraint Sys-
tems.
(3) Unplug electrical connector (Fig. 7).
(4) Remove speed control switch mounting screw
(Fig. 7) and remove switch from steering wheel.
INSTALLATION
(1) Position switch to steering wheel.
(2) Install switch mounting screw and tighten.
Refer to torque specifications.
(3) Plug electrical connector into switch.
(4) Install airbag module. Refer to Restraint Sys-
tems.
(5) Connect negative battery cable to battery.
Fig. 7 SPEED CONTROL SWITCH
1 - SWITCH
2 - SCREW
3 - ELECTRICAL CONNECTOR
8P - 6 SPEED CONTROLKJ
SWITCH (Continued)

electronic circuitry of the ITM which includes a
microprocessor, and an ultrasonic receive transducer.
A molded plastic connector receptacle containing six
terminal pins that is soldered to a small circuit board
and extends through a clearance hole in the left front
corner of the ITM housing, and an ultrasonic trans-
mit transducer housing extends from the center of
the right side of the ITM housing. Both the transmit
transducer on the right side of the module and the
receive transducer on the ITM circuit board are
aimed through two small round holes in the sight
shield of the trim cover. The ITM is connected to the
vehicle electrical system by a dedicated take out and
connector of the overhead wire harness that is inte-
gral to the headliner.
The ITM unit cannot be adjusted or repaired and,
if faulty or damaged, it must be replaced. The ITM is
serviced as a unit with the trim cover.
OPERATION
The microprocessor in the Intrusion Transceiver
Module (ITM) contains the motion sensor logic cir-
cuits and controls all of the features of the premium
version of the Vehicle Theft Alarm (VTA). The ITM
uses On-Board Diagnostics (OBD) and can communi-
cate with other electronic modules in the vehicle as
well as with the DRBIIItscan tool using the Pro-
grammable Communications Interface (PCI) data bus
network. This method of communication is used by
the ITM to communicate with the Body Control Mod-
ule (BCM) and for diagnosis and testing through the
16-way data link connector located on the driver side
lower edge of the instrument panel. The ITM also
communicates with the alarm siren over a dedicated
serial bus circuit.
The ITM microprocessor continuously monitors
inputs from its on-board motion sensor circuitry as
well as inputs from the BCM and the alarm siren
module. The on-board ITM motion sensor circuitry
transmits ultrasonic signals into the vehicle cabin
through a transmit transducer, then listens to the
returning signals as the bounce off of objects in the
vehicle interior. If an object is moving in the interior,
a detection circuit in the ITM senses this movement
through the modulation of the returning ultrasonic
signals that occurs due to the Doppler effect. The
motion detect function of the ITM can be disabled by
depressing the ªLockº button on the Remote Keyless
Entry (RKE) transmitter three times within fifteen
seconds, while the security indicator is still flashing
rapidly. The ITM will signal the alarm siren module
to provide a single siren ªchirpº as an audible confir-
mation that the motion sensor function has been dis-
abled.
If movement is detected, the ITM sends an elec-
tronic message to the BCM over the PCI data bus toflash the exterior lighting and sends an electronic
message to the alarm siren module over a dedicated
serial bus line to sound the siren. When the BCM
detects a breach in the perimeter protection through
a door, tailgate, flip-up glass, or hood ajar switch
input, it sends an electronic message to the ITM and
the ITM sends an electronic message to the BCM
over the PCI data bus to flash the exterior lighting
and sends an electronic message to the alarm siren
module over a dedicated serial bus line to sound the
siren. The ITM also monitors inputs from the alarm
siren module for siren battery or siren input/output
circuit tamper alerts, and siren battery condition
alerts, then sets active and stored Diagnostic Trouble
Codes (DTC) for any monitored system faults it
detects. An active fault only remains for the current
ignition switch cycle, while a stored fault causes a
DTC to be stored in memory by the ITM. If a fault
does not recur for fifty ignition cycles, the ITM will
automatically erase the stored DTC.
The ITM is connected to the vehicle electrical sys-
tem through a dedicated take out and connector of
the overhead wire harness. The ITM receives battery
current on a fused B(+) circuit through a fuse in the
Junction Block (JB), and receives ground through a
ground circuit and take out of the body wire harness.
This ground take out has a single eyelet terminal
connector that is secured by a ground screw to the
base of the left D-pillar behind the quarter trim
panel. These connections allow the ITM to remain
operational, regardless of the ignition switch position.
The hard wired inputs and outputs for the ITM may
be diagnosed and tested using conventional diagnos-
tic tools and procedures. However, conventional diag-
nostic methods will not prove conclusive in the
diagnosis of the ITM, the PCI data bus network, or
the electronic message inputs to and outputs from
the ITM. The most reliable, efficient, and accurate
means to diagnose the ITM, the PCI data bus net-
work, and the electronic message inputs to and out-
puts from the ITM requires the use of a DRBIIIt
scan tool. Refer to the appropriate diagnostic infor-
mation.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) While pulling downward lightly on either rear
corner of the Intrusion Transceiver Module (ITM)
trim cover, insert a small thin-bladed screwdriver
through each of the service holes on the rear edge of
the trim cover to depress and release the two inte-
gral rear latch features of the module from the
mounting bracket above the headliner (Fig. 11).
(3) Pull the ITM trim cover rearward far enough
to disengage the two integral front latch features of
KJVEHICLE THEFT SECURITY 8Q - 15
INTRUSION TRANSCEIVER MODULE (Continued)

control stalk to a detent position selects the Off,
Delay, or On rear wiper system operating modes.
Rotating the control ring on the control stalk to
either of two Wash positions actuates the momentary
rear washer system switch. The multi-function
switch provides hard wired outputs to the rear wiper
module and the washer pump/motor unit for all rear
wiper and washer system functions.
The rear wiper and washer system will only oper-
ate when the ignition switch is in the Accessory or
On positions, and the rear flip-up glass and tailgate
ajar switches are closed. Battery current is directed
from a fuse in the Junction Block (JB) to the multi-
function switch through a fused ignition switch out-
put (run-acc) circuit. The internal circuitry of the
right (wiper) control stalk of the multi-function
switch then provides battery current signals through
a rear wiper on driver circuit and a rear wiper inter-
mittent driver circuit to the rear wiper module and
to the Body Control Module (BCM). The BCM uses
these rear wiper system inputs as a signal to lock the
rear flip-up glass and the tailgate to prevent the rear
flip-up glass or tailgate from being opened for as long
as the rear wiper is operating. The multi-function
switch circuitry also uses this battery current and a
ground circuit input to directly control the operation
and direction of the reversible electric washer pump/
motor unit.
A separate fuse in the JB provides battery current
to the electronic control circuitry of the rear wiper
module through a fused B(+) circuit. The rear wiper
module uses this fused B(+) input to park the rear
wiper blade off of the rear flip-up glass if the ignition
switch is turned to the Off position while the rear
wiper is operating, or if the ignition switch is turned
to the Off position before the rear wiper blade has
parked. However, if the ignition switch is turned to
the Off position while the rear wiper is operating,
then turned back On, the rear wiper switch must be
cycled to the Off position and back to the On or
Delay position before the rear wiper will operate
again. In addition, the rear wiper module receives an
input from the rear flip-up glass ajar switch on a
flip-up glass ajar switch sense circuit, which prevents
the rear wiper from operating when the flip-up glass
is not closed or fully latched.
The hard wired circuits and components of the rear
wiper and washer system may be diagnosed and
tested using conventional diagnostic tools and proce-
dures. Following are paragraphs that briefly describe
the operation of each of the rear wiper and washer
system operating modes.
CONTINUOUS WIPE MODE When the On posi-
tion of the control ring on the right (wiper) control
stalk of the multi-function switch is selected, the
multi-function switch circuitry directs a battery cur-rent signal to the rear wiper module through the
rear wiper on driver circuit, causing the rear wiper to
cycle continuously at a fixed speed.
INTERMITTENT WIPE MODE When the Delay
position of the control ring on the right (wiper) con-
trol stalk of the multi-function switch is selected, the
multi-function switch circuitry directs a battery cur-
rent signal to the rear wiper module through the
rear wiper intermittent driver circuit, causing the
rear wiper to cycle intermittently at a fixed delay
interval.
WASH MODE When the momentary Wash (after
On) position of the control ring on the right (wiper)
control stalk of the multi-function switch is selected,
the multi-function switch circuitry directs both bat-
tery current and ground to the washer pump/motor
unit, and a battery current signal to be provided to
the rear wiper module through the rear wiper on
driver circuit. This will cause the washer pump/mo-
tor unit to be energized and the rear wiper to cycle
continuously at a fixed speed for as long as the rear
Wash switch is held closed.
WIPE-AFTER-WASH MODE When the momentary
Wash (before Off) position of the control ring on the
right (wiper) control stalk of the multi-function
switch is selected, the multi-function switch circuitry
directs both battery current and ground to the
washer pump/motor unit, and a battery current sig-
nal to be provided to the rear wiper module through
the rear wiper on driver circuit. This will cause the
washer pump/motor unit to be energized and the rear
wiper to cycle continuously at a fixed speed for as
long as the rear Wash switch is held closed. When
the control ring is released to the Off position, the
washer pump/motor is de-energized, but the circuitry
within the rear wiper module will provide several
additional wipe cycles to complete the wipe-after-
wash mode cycle.
DIAGNOSIS AND TESTING - REAR WIPER &
WASHER SYSTEM
REAR WIPER SYSTEM
The diagnosis found here addresses an electrically
inoperative rear wiper system. If the rear wiper
motor operates, but the wiper does not move on the
rear flip-up glass, inspect the mechanical connection
between the rear wiper arm and the rear wiper
motor output shaft. If OK, replace the faulty rear
wiper module. If the wiper operates, but chatters,
lifts, or does not clear the glass, clean and inspect
the rear wiper system components as required. (Refer
to 8 - ELECTRICAL/REAR WIPERS/WASHERS -
INSPECTION) and (Refer to 8 - ELECTRICAL/
REAR WIPERS/WASHERS - CLEANING). Refer to
the appropriate wiring information. The wiring infor-
8R - 30 REAR WIPERS/WASHERSKJ
REAR WIPERS/WASHERS (Continued)