Acceleration or Crashsensor can be blocked in the controller or at the front car of the vehicle. Front sensors assigned are always two available. Here it concerns a mechanically working feather/spring/mass system (see picture above and/or down). Arrows on the sensors indicate the correct installation position. They are fastened with special screws. The mechanical sensors react with an acceleration effected from approx. 3-5 G. the ignition only, if at least one front sensor and the safety sensor in the controller released. The weight role is inside hollow and serves to accomodate calibration weights.
It is connected with a bronze feather/spring volume moving in opposite directions (tapes). The bronze feather/spring volume is connected with the other end with the housing. Thus the role is led surely, so that it can roll only during a completely determined application of force and direction of attack from the rest position. In the instant of exposure the weight role rolls over the contact spring and the electric circuit to the Airbag controller is closed. In the sensor a high impedance resistance is integrated for diagnostic purposes. The acceleration sensor reacts purely mechanically to the abrupt stop of the vehicle. In the case of the impact the silicon mass of the sensor is expenditure-steered. A change of the electrical capacity develops between the mobile and the rigid bars in the sensor. The feelers can react because of their tiny mass delay-free. Thus they already supply vital information in the first milliseconds of an impact to the Airbag controller.
OPERATION
The gas producer contains a solid propellant charge on basis of Natriumacid (well N3) in tablet form. The sensor in the controller activates the electrical bridge fuze and the Zündpille introduces the burn of the fuel. The heating up of a thin wire in the bridge fuze takes place via the trigger current stored in the Zündkondensator of approximately 800 mA. This warmth hands out around those approx. 8 g black powders, which are in the Zündpille, to ignite.
It does not find an explosion separates a defined burn-up of the solid propellant instead of under use of the expansion of the developing gas. From the chemical conversion a temperature results from approximately 600 to 800 °C in the combustion chamber. Develops the Airbag filling gas nitrogen harmless for the passengers, which is cleaned by the metal filter and cooled down of 300°C. With 120 bar pressure flows through the gas a rough filter screen into the filter unit.
With the entering the Luftsack the gas has still another temperature of approx. 60-80°C, so that an endangerment of the passengers can be excluded. The bang developing when blowing up (approx. 130-160dBA) lasts only 3 ms and leads from there to no impaired hearing
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