EP1104367A1 - Dispositif d'amor age pyrotechnique a dispositif electronique integre, permettant de declencher un systeme de retenue - Google Patents

Dispositif d'amor age pyrotechnique a dispositif electronique integre, permettant de declencher un systeme de retenue

Info

Publication number
EP1104367A1
EP1104367A1 EP99938368A EP99938368A EP1104367A1 EP 1104367 A1 EP1104367 A1 EP 1104367A1 EP 99938368 A EP99938368 A EP 99938368A EP 99938368 A EP99938368 A EP 99938368A EP 1104367 A1 EP1104367 A1 EP 1104367A1
Authority
EP
European Patent Office
Prior art keywords
ignition
housing
active part
electronic part
element according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
EP99938368A
Other languages
German (de)
English (en)
Inventor
Uwe Albrecht
Anton Bretfeld
Gerhard Kordel
Joachim Maurer
Horst Laucht
Erwin Caflisch
Richard Baur
Michael Bischoff
Günter Fendt
Stefan Schwehr
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Unax AG
Dynamit Nobel GmbH Explosivstoff und Systemtechnik
ZF Airbag Germany GmbH
Aumovio Microelectronic GmbH
Original Assignee
Unax AG
Dynamit Nobel AG
TRW Airbag Systems GmbH
Dynamit Nobel GmbH Explosivstoff und Systemtechnik
Temic Telefunken Microelectronic GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Unax AG, Dynamit Nobel AG, TRW Airbag Systems GmbH, Dynamit Nobel GmbH Explosivstoff und Systemtechnik, Temic Telefunken Microelectronic GmbH filed Critical Unax AG
Publication of EP1104367A1 publication Critical patent/EP1104367A1/fr
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F42—AMMUNITION; BLASTING
    • F42B—EXPLOSIVE CHARGES, e.g. FOR BLASTING, FIREWORKS, AMMUNITION
    • F42B3/00—Blasting cartridges, i.e. case and explosive
    • F42B3/10—Initiators therefor
    • F42B3/103—Mounting initiator heads in initiators; Sealing-plugs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F42—AMMUNITION; BLASTING
    • F42C—AMMUNITION FUZES; ARMING OR SAFETY MEANS THEREFOR
    • F42C19/00—Details of fuzes
    • F42C19/06—Electric contact parts specially adapted for use with electric fuzes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R2021/01006—Mounting of electrical components in vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/26—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags characterised by the inflation fluid source or means to control inflation fluid flow
    • B60R2021/26029—Ignitors

Definitions

  • the invention relates to an ignition element, in particular for triggering a restraint system such as e.g. an airbag or belt tensioner in motor vehicles.
  • a restraint system such as e.g. an airbag or belt tensioner in motor vehicles.
  • Ignition elements contain an ignition charge which changes into the gaseous state when the ignition element is triggered by a control unit, which is usually connected to sensors.
  • the ignition bridge usually consists of a wire resistor, through which an ignition current flows after tripping, which heats the wire resistance, the heat generated igniting the ignition charge.
  • the electrical ignition elements have a simple structure, but the disadvantage that undesired currents, such as fault, leakage or induced currents, can trigger the ignition charge.
  • the ignition charge only triggers if certain criteria, such as the receipt of a coded address, are present.
  • Such an electronic ignition element is described in DE 196 10 799.
  • a disadvantage of electronic ignition elements is that the pressure which arises during ignition and which can be up to a few 100 bar also acts on the ignition electronics, which can lead to their destruction.
  • Electronic ignition elements are often operated on a bus system to which several ignition elements are connected and on which the participants in the bus communicate bidirectionally. If the ignition electronics are destroyed when a single ignition element is ignited, the communication on the entire bus can be interrupted, so that the other participants can also no longer be controlled.
  • the invention has for its object to improve electronic ignition elements to the effect that the ignition electronics remain functional even after lighting. This object is achieved with the features of claim 1.
  • the ignition element according to the invention has a modular structure. It consists of an active part and an electronic part.
  • the active part has a housing and a bushing base fastened therein, on which at least one contact element accessible from the outside is arranged.
  • the housing protrudes above the bushing base, so that a cavity for receiving the independently mountable electronic part is created.
  • An advantage of the separation of the ignition electronics, which is located in the electronic part, and the ignition charge, which is arranged in the active part, is that the pressure force generated when the ignition charge is triggered cannot adversely affect the ignition electronics. This is because the fixed connection of the feed-through base of the active part to the housing absorbs the portions of the pressure force directed in the direction of the electronic part. This ensures that the ignition electronics also function after ignition, so that the ignition element can continue to communicate with a control unit and does not interfere with the accessibility of the other participants when connected to a bus system.
  • This modular structure is also advantageous in the manufacture of the igniter elements, because the components of the igniter element can be days individually and together after assembly.
  • the bushing base of the active part and, if appropriate, also a base piece of the electronic part are preferably fastened to the housing by means of a circumferential weld seam.
  • This connection enables the active part and the electronic part to be hermetically sealed both from one another and from the environment. The ignition element is thus protected against external influences and outgassing of the ignition charge is prevented.
  • a weld seam connection has the further advantage that the connection is mechanically very firm, so that the ignition electronics are protected against pressure surges even at very high pressures. At lower pressures, flare or clamp connections can also be used. Plastic materials can then also be used for the bushing base and the base piece.
  • the contact elements of the active and the electronic part which come into electrical contact when the two parts are joined together, can be designed in different ways.
  • the contact elements can be designed as a pin-socket connection or they can consist of elements that are biased against each other by spring force, such as metallic connecting lugs.
  • Pads can also be used, which are connected with electrically conductive adhesive.
  • the lead-through base of the active part and also the base part of the electronic part can contain glass melts, through which the contact or connection elements are led out in an insulating manner. Based on these Pressure-resistant insulation, the pressure generated during lighting cannot shift the contact or connection elements and also cannot reach the sensitive ignition electronics along them in the electronic part.
  • the ignition electronics can be programmed by programming signals on the connection elements.
  • the ignition element can be adapted, for example, to a different coding of the input signals or delay times can be programmed by the programming.
  • the flexibility of the igniter can be increased by programming.
  • the ignition electronics can have a transmitting part for outputting data to the connection elements and thus to a connected control unit. For example, feedback that the ignition charge has been triggered or other status messages, such as the temperature, if a temperature sensor is installed, can be output.
  • the possibility of bidirectional communication provided by the transmitting part increases the security of the system considerably, since each component can also receive feedback from other components.
  • the ignition current can be made available by the ignition electronics in such a way that the ignition element has electrical supply connections for the ignition current, the ignition electronics acting as a switch which connects the supply connections to the contact elements only when a corresponding one coded input signal is present at the connection elements.
  • the housing of the ignition element can also be used as the supply connection.
  • the ignition electronics can also contain an energy store, such as a capacitor, which is charged by certain input signals and discharged to a further input signal and thereby provides the ignition current.
  • Fig. 1 the ignition element in a partial sectional view in the semi-assembled state
  • Fig. 2 shows the completed igniter.
  • ignition element 1 has an active part 18, which has a cup-shaped housing 2, the lower end face of which is open.
  • the housing 2 is made of sheet metal to prevent the ignition charge from outgassing and to protect electronics located in the housing 2 from radiation.
  • a housing insert 3 is fitted in the upper area of the housing 2 and has a central, essentially funnel-shaped loading bore 4.
  • the larger opening of the charging bore 4 lies against the upper end face of the housing 2, the housing 2 having a star-shaped predetermined breaking point 2a in the region of the larger opening of the charging bore 4.
  • the carrier element 5 consists of a solid material, such as the ceramic material A1 2 0 3 .
  • the ignition bridge 6 is located in the smaller opening of the charging bore 4.
  • the charging bore 4 of the housing insert 3, which is sealed off at the bottom by the carrier element 5, is filled with an ignition charge 7.
  • the ignition charge 7 consists of one component; however, it is also possible to use two-stage or multi-stage primers.
  • the ignition charge 7 compressed in the charging bore 4 is closed at the top with a cover 8, so that a tight packing position is guaranteed.
  • the housing 2 and the bushing base 9 are connected to one another by means of a circumferential weld seam 10.
  • the material of the housing 2 and the bushing base 9 is liquefied along a circumferential line, so that the two parts form a firm connection when they cool down.
  • the weld joint meets the requirements of the helium leak test.
  • the length of the housing 2 is dimensioned such that it projects above the bushing base 9, whereby a cavity 12 is created.
  • two metal contact pins 11 are guided outwards, ie into the cavity 12.
  • Glass melting 15 formed, which electrically isolates the respective contact pin 11 and the bushing base 9 from each other.
  • the contact pins 11 are connected to one another in the upper region via the ignition bridge 6 or a line (not shown) which contains the ignition bridge 6.
  • the ignition element 1 furthermore has a separate electronic part 19 which can be inserted into the cavity 12 of the housing 2.
  • the electronic part 19 has an annular side wall 13, which is dimensioned in its diameter such that it can be inserted into the cavity 12 of the housing 2 without much play.
  • the electronic part 19 has ignition electronics 14 which provide the ignition current for the ignition bridge 6 of the active part 18.
  • Contact sockets 17 are attached above the ignition electronics 14 and are connected to outputs (not shown) of the ignition electronics.
  • the contact sockets 17 are aligned and dimensioned such that they include the contact pins 11 of the active part 18 when the electronic part 19 is inserted into the cavity 12, so that an electrically conductive connection between the active part 18 and the electronic part 19 is created.
  • the electronic part 19 has a base piece 16 below the ignition electronics 14. If the electronic part 19 is inserted into the housing 2, the base piece 16 closes the latter.
  • the housing 2 and the base piece are flush with each other.
  • the housing 2 and the base piece 16 are connected to one another by means of a circumferential weld seam 20.
  • three metallic connecting pins 21 are guided to the outside.
  • a glass seal 22 is formed around each of the connection pins 21, which electrically insulates the respective connection pin 21 and the base piece 16 from one another.
  • the upper ends of the connecting pins 21 are connected to inputs of the ignition electronics 14, which are not shown.
  • the active part 18 is first joined together and the lead-through base 9 is welded to the housing 2 in a sealing manner. The active part 18 is then checked for its functionality.
  • An electronic part 19 that has already been checked for functionality is inserted into the cavity 12 of the housing 2, so that the contact elements of the active part 18 and the electronic part 19, namely the contact pins 11 and the contact sockets 17, engage. Now the complete igniter 1, i.e. the active part 18 and the electronic part 19 electrically connected to it are checked for errors. If the complete ignition element 1 works correctly, the last step is to connect the electronic part 19 mechanically to the active part 18 by fastening the base piece 16 of the electronic part 19 to the housing 2 by means of a circumferential weld seam 20.
  • the ignition electronics 14 are supplied with coded signals via the connection elements 21, which signals are output by a control unit (not shown), for example via a bus system.
  • the ignition electronics 14 provide an ignition current at the contact sockets 17, for example with Using a previously charged capacitor.
  • the ignition current then flows through the ignition bridge 6 and heats it.
  • the heat generated ignites the ignition charge 7, which rapidly expands into the gaseous state and thereby destroys the cover 8 and opens the housing 2 at the predetermined breaking point 2a, so that the gas can escape.
  • the pressure generated during the ignition process also exerts a force on the bushing base. Since the bushing base 9 is firmly connected to the housing 2 by means of the circumferential weld seam 10, it does not give in to the pressure, but remains stationary. The contact pins 11 also remain fixed in the glass bushings 15. The mechanical load therefore remains completely in the active part 18. It is not transmitted to the electronic part 19 and the sensitive ignition electronics 14 arranged therein. This ensures that the ignition electronics 14 are functional even after the ignition process. This means that the other elements connected to the bus can continue to communicate with each other undisturbed. In addition, the ignition electronics 14 of the already triggered ignition element can still receive and output signals. The ignition electronics 14 can detect, for example, by measuring the change in the resistance between the two contact sockets 17, that the ignition charge 7 has been triggered and output an output signal via the connecting pins 21 to the control unit.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air Bags (AREA)

Abstract

L'invention concerne un dispositif d'amorçage (1) qui permet notamment de déclencher un système de retenue. L'élément d'amorçage comprend une partie active (18) pourvue d'un boîtier (2) qui contient une charge d'amorçage (7), un pont d'amorçage (6) permettant d'enflammer ladite charge (7), et au moins un élément de contact (11) faisant saillie hors d'un culot de traversée (9) et relié au pont d'amorçage (6) de façon à appliquer un courant d'amorçage; et une partie électronique (19) séparée, qui comporte un dispositif électronique (14) permettant de produire un courant d'amorçage. Le culot de traversée (9) de la partie active (18) est monté hermétique sur le boîtier (2). Celui-ci fait saillie au-dessus du culot (9) de la partie active (18), de façon que l'on puisse y insérer la partie électronique (19) sous forme d'unité pouvant être montée séparément. Après insertion, la partie électronique (19) est électriquement connectée avec la partie active (18) par des éléments de contact (11, 17).
EP99938368A 1998-08-11 1999-07-29 Dispositif d'amor age pyrotechnique a dispositif electronique integre, permettant de declencher un systeme de retenue Ceased EP1104367A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19836280A DE19836280C1 (de) 1998-08-11 1998-08-11 Pyrotechnisches Anzündelement mit integrierter Elektronik, zum Auslösen eines Rückhaltesystems
DE19836280 1998-08-11
PCT/EP1999/005421 WO2000009366A1 (fr) 1998-08-11 1999-07-29 Dispositif d'amorçage pyrotechnique a dispositif electronique integre, permettant de declencher un systeme de retenue

Publications (1)

Publication Number Publication Date
EP1104367A1 true EP1104367A1 (fr) 2001-06-06

Family

ID=7877139

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99938368A Ceased EP1104367A1 (fr) 1998-08-11 1999-07-29 Dispositif d'amor age pyrotechnique a dispositif electronique integre, permettant de declencher un systeme de retenue

Country Status (3)

Country Link
EP (1) EP1104367A1 (fr)
DE (1) DE19836280C1 (fr)
WO (1) WO2000009366A1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001001061A1 (fr) * 1999-06-25 2001-01-04 Dynamit Nobel Gmbh Explosivstoff- Und Systemtechnik Dispositif d'amorçage avec electronique integree
DE19940201C1 (de) * 1999-08-25 2001-01-11 Daimler Chrysler Ag Pyrotechnisches Zündsystem mit integrierter Zündschaltung
ATE257103T1 (de) 1999-11-22 2004-01-15 Hirschmann Austria Gmbh Zünder
FR2813118B1 (fr) 2000-08-17 2003-03-07 Livbag Snc Allumeur electro-pyrotechnique a deux tetes d'allumage et utilisation en securite automobile
DE10123282A1 (de) 2001-05-12 2002-11-14 Conti Temic Microelectronic Pyrotechnische Zündeinrichtung mit integrierter Elektronikbaugruppe
DE10123284A1 (de) 2001-05-12 2002-11-14 Conti Temic Microelectronic Pyrotechnische Zündeinrichtung mit integrierter Elektronikbaugruppe
CN1732368A (zh) * 2002-12-25 2006-02-08 日本化药株式会社 气体发生器
US10209041B2 (en) 2014-11-17 2019-02-19 Ems-Patvag s.r.o. Detonator for passenger restraint systems
DE102014016923B3 (de) * 2014-11-17 2016-02-25 Elisabeth Dürschinger Zündkapsel für Insassen-Rückhaltesysteme
DE102015014124A1 (de) 2015-11-03 2017-05-04 Ems-Patvag s.r.o. Zündkapsel für Insassen-Rückhaltesysteme

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3537820A1 (de) * 1985-10-24 1987-04-30 Dynamit Nobel Ag Elektronischer zuender
DE19609076C1 (de) * 1996-03-08 1997-08-14 Siemens Ag Verfahren zum Auslösen eines Rückhaltemittels in einem Fahrzeug
DE19609908A1 (de) * 1996-03-14 1997-09-18 Dynamit Nobel Ag Gasgenerator, insbesondere für Gurtstraffer
DE19610799C1 (de) * 1996-03-19 1997-09-04 Siemens Ag Zündeinrichtung zum Auslösen eines Rückhaltemittels in einem Kraftfahrzeug
US5932832A (en) * 1996-04-15 1999-08-03 Autoliv Asp, Inc. High pressure resistant initiator with integral metal oxide varistor for electro-static discharge protection

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO0009366A1 *

Also Published As

Publication number Publication date
DE19836280C1 (de) 2000-05-11
WO2000009366A1 (fr) 2000-02-24

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