FUNCTION OF THE CONTRLLER

The airbag ECU is the central unit of the entire restraint system and safety.

responsibilities:

     * Crash Detection
     * Zündzeitpunktermittlung for airbags, seatbelt tensioners and safety battery terminal
     * Firing of the airbags, seatbelt tensioners, Safety battery terminal
     * Self-Test
     * Error display and diagnosable fault memory
     *

       Seat occupancy detection and weight of the passenger seat

The diagnostic unit checked once the system is ready, using a constant test current, the coil spring, the squib and the front sensors on contact resistance or interruption. If the system is flawed, the indicator light turns off shortly after turning the ignition. If this is not the indicator light or lights while driving, so there is an error and the system is disabled.

Reports of a front impact sensor and control devices are located in the sensor confirms this, the squib is activated in the gas generator. To ensure reliable ignition even if the battery cable damage in the ECU, the ignition capacitor is charged by the voltage converter with an ignition voltage of about 35-40 volts. In an accident (broken power supply) is the starting capacitor's stored energy over the closed crash sensor and safety sensor simultaneously closed off to the squib in the inflator, whereby the airbag is triggered.

developing gas.

 GAS GENERATOR (SOLID FUEL)

construction

•   housing
•   metal filter
•   Solid fuel in tablet form about 500 g
•   Exploding bridge with squib

The illustration shows a pot generator as the main driver is used.

PASSENGER AIRBAG

   

On the passenger side is usually piped natural gas generators.

Not so often find modules with two generators use pot.

The amount of fuel is due to the larger air sac around 1000g-1200g.
       .

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HYBRID GAS GENERATOR 

Now hybrid gas producers so called application find ever more frequent. The designation hybrid explains itself from a certain hermaphrodite position. Although the generator is still pyrotechnically ignited, the main load of the Airbagfüllung takes over a compressed gas. In place of solid propellant the necessary mass of gas is stored in a Druckgasbehälter. 

The compressed gas consists of 98% argon and 2% helium and is at a pressure of approx. 240 bar. When releasing the Airbags a diaphragm, which locks the receiver, is opened by the propellant and the gas unfolds the Luftsack. There the gas with the withdrawal from the Druckgasbehälter strongly cools down is a small quantity solid propellant necessarily around it to be warmed up and a freezing of the container opening to be prevented. Hybrid gas producers are environmentalmore compatible by the small propellant quantity than conventional solid propellant generators.

 

Safing Sensor

The Safingsensor offers protection before inadvertent Airbagauslösung with defect of a front sensor in an accident or with extreme electromagnetic stray effect The safety sensor is an electromechanical switch, it consists of a reed switch and a spring-tensioned ring magnet. The trigger level is so adjusted the fact that under normal driving conditions closing the contacts is impossible it sits in the controller and is to the front sensors switched into row. 

The Safing sensor examines the response threshold for igniting. Acceleration and/or delay must lie in addition over 2 g (1 g = 9.81 m/s ²) (with Vollbremsung 1 to 1.2 g are reached). Function: A magnetic weight mass is on a resin-filled pipe and by Kraft of the feather/spring in resting position is held. In it is the Reedröhre with the two contacts. In the case of an impact the magnet slides against the feather/spring on the pipe and causes thereby a closing of the contacts. This signal is strengthened and sent to the fuze of the Airbags.

AIRBAG CONTROL UNIT

As SRS controller is to supervise the functional readiness of the Airbagsystems and to indicate errors over a control light the driver. In connection with the Crash sensors it ignites reliably and time correct with certain accident situations that or the gas producers. The controller is divided into the following ranges  Diagnostic unit and error memory (monitoring electronics)’.

Evaluation electronics with potential transformer (ignition energy producer) and energy storage (Zündkondensator)  Acceleration adaptor with safety sensor  Crashsensor (depending upon execution) The controller is central in the vehicle arranged. Naturally the location from vehicle varies to vehicle. Often it is however in the range of the Kardantunnels in the proximity of the center console appropriate.

AIRBAG CONNECTOR

In order to avoid that with service work on the Airbagsystem electronic disturbances ignite the Airbag, it is connected the two clamps by a short circuiting bridge when taking off. Thus no potential can develop itself e.g. by static loading on the cables, which ignites the Airbags when putting in inadvertently.

Acceleration And Crash Sensor

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.

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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