CONTROL DEVICE FOR A GAS GENERATOR FOR CONTROLLING A VOLUMETRIC FLOW, AND IMPACT PROTECTION SYSTEM AND METHOD FOR OPERATING A CONTROL DEVICE OF THIS TYPE

Abstract

A control device for a gas generator for controlling a volumetric flow of a fluid, which is stored under pressure, for filling an airbag of a motor vehicle, with a valve arrangement. To reduce a response time of a main valve piston, the valve arrangement has a means for controlling a fluid pressure in a control chamber, wherein the means for controlling a fluid pressure is configured to bring or hold the fluid pressure in the control chamber to/at a pressure which lies in a predefined tolerance range around an activation pressure of the main valve piston.

Claims

1. A control device for a gas generator for controlling a volumetric flow of a fluid, which is stored under pressure, for filling an airbag of a motor vehicle, with a valve arrangement, comprising: a main valve having a main valve body with a through-opening and a main valve piston axially movable in the through-opening of the main valve body, and an electrically actuatable pilot valve with a pilot valve piston and a pilot valve inlet bore, wherein the main valve piston divides the through-opening into a control chamber fluidically connected to the pilot valve via the pilot valve inlet bore and an antechamber fluidically connectable to the gas generator, wherein the main valve has an overflow channel which fluidically connects the antechamber and the control chamber to one another, wherein within the main valve body, at least one discharge bore for draining the fluid into the airbag branches off from the through-opening, wherein by means of the fluid and depending on a position of the pilot valve piston, the main valve piston seals the at least one discharge bore in a first operating position and exposes the at least one discharge bore in a second operating position, wherein the valve arrangement has a means for controlling a fluid pressure in the control chamber, and wherein the means for controlling a fluid pressure is configured to bring or hold the fluid pressure in the control chamber to/at a pressure which lies in a predefined tolerance range around an activation pressure of the main valve piston.

2. The control device according to claim 1, wherein the activation pressure is dependent on the fluid pressure supplied by the gas generator at the respective time.

3. The control device according to claim 2, wherein the activation pressure decreases correspondingly with a decrease in the fluid pressure supplied by the gas generator over the period of filling the airbag.

4. The control device according to claim 3, wherein the means for controlling a fluid pressure is configured to bring or hold the fluid pressure in the control chamber to/at the respective pressure which lies in a predefined tolerance range around the respective activation pressure of the main valve piston.

5. The control device according to claim 1, wherein the means for controlling the fluid pressure is configured as an electrical control apparatus which applies an actuation signal in a pulse-width modulated form to the pilot valve.

6. The control device according to claim 1, wherein the means for controlling the fluid pressure is a pressure reducer arranged on and/or in the main valve.

7. The control device according to claim 6, wherein the pressure reducer comprises a valve with an input side and an output side, the valve is arranged in a bore in the main valve body or in the main valve piston and with its output side adjacent to the control chamber, and the valve is configured in such a manner that the fluid pressure in the control chamber, which lies in a predefined tolerance range around the activation pressure of the main valve piston, is not exceeded.

8. The control device according to claim 7, wherein the pressure reducer is configured in such a manner that if an increase in pressure is present in the control chamber the valve is gradually closed more and more, and on reaching the fluid pressure in the control chamber which lies in a predefined tolerance range around the activation pressure of the main valve piston, the valve is substantially completely closed.

9. The control device according to claim 1, wherein the overflow channel is configured as a piston bore in the main valve piston.

10. The control device according to claim 1, wherein the main valve piston has a first pressure-action surface facing the control chamber and a second pressure-action surface facing the antechamber, wherein the first pressure-action surface is larger than the second pressure-action surface.

11. The control device according to claim 1, wherein the valve arrangement comprises a pressure sensor for detecting the fluid pressure prevailing in the control chamber.

12. The control device according to claim 11, wherein the pressure sensor is arranged in the control chamber, and wherein the pressure sensor is configured to detect the fluid pressure directly in the control chamber.

13. The control device according to claim 1, wherein the predefined tolerance range is defined by a maximum permissible deviation from the activation pressure, and the predefined tolerance range is 30%, preferably 20%, particularly preferred 10%.

14. An impact protection system for a motor vehicle, having a gas generator for storing a fluid under pressure and an airbag, wherein the gas generator is configured to provide the fluid for the airbag in response to an activation signal, and having a control device for controlling a volumetric flow of the fluid stored under pressure for filling the airbag according to claim 1, wherein the antechamber of the through-opening of the main valve is fluidically connected to a fluid outlet channel of the gas generator.

15. A method for operating a control device according to claim 1, wherein the method comprises: providing a fluid which is stored under pressure; and controlling the fluid pressure in the control chamber using the means for controlling a fluid pressure at a pressure, which lies in a predefined tolerance range around the activation pressure of the main valve piston, in order to reduce the response time of the main valve piston.

16. The method according to claim 15, wherein the activation pressure is dependent on the fluid pressure supplied by the gas generator at the respective time, the activation pressure decreases correspondingly with a decrease in the fluid pressure supplied by the gas generator over the period of filling the airbag, and wherein during the step of controlling the fluid pressure in the control chamber the fluid pressure in the control chamber is brought or held to/at the respective pressure which lies in a predefined tolerance range around the respective activation pressure of the main valve piston.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Exemplary embodiments are explained in greater detail below with reference to a drawing, wherein:

[0045] FIG. 1 shows an impact protection system in a schematic longitudinal sectional view;

[0046] FIG. 2 shows a schematic diagram which depicts various pressure curves of the impact protection system from FIG. 1 as a function of the time; and

[0047] FIG. 3 shows a flow chart of a method for operating the control device of the impact protection system from FIG. 1.

[0048] Corresponding parts are constantly provided with the same reference numerals in all figures.

DETAILED DESCRIPTION

[0049] In FIG. 1, an exemplary embodiment of an impact protection system 1 is depicted in a schematic sectional view. The impact protection system 1 for a motor vehicle comprises a gas generator 2 configured as a cold gas generator for storing a fluid under pressure configured as gas and an airbag 3. To this end, the gas generator 2 is configured to provide the fluid for the airbag 3 in response to an activation signal. For this purpose, the gas generator 2 has a closure element (not depicted) configured as a rupture disk for sealing a fluid outlet channel 4 of the gas generator 2, wherein the closure element is destroyed in the event of an impact so that the pressurized fluid can escape from the gas generator 2.

[0050] The impact protection system 1 further has a control device 5 for controlling a volumetric flow of the fluid stored under pressure for filling the airbag 3, wherein the control device 5 comprises a valve arrangement 6.

[0051] The valve arrangement 6 comprises a main valve 7 having a main valve body 8 with a through-opening 9 and a main valve piston 10 axially movable in the through-opening 9 of the main valve body 8.

[0052] The valve arrangement 6 further has an electrically actuatable pilot valve 11 with a pilot valve piston 12 and a pilot valve inlet bore 13. The pilot valve piston 12 interacts with the pilot valve inlet bore 13 and seals or opens the pilot valve inlet bore 13 as a function of its position. The pilot valve 11 further comprises a fixed pole piece 14 and a movable armature 15, wherein the armature 15 is coupled to the pilot valve piston 12. As a result, the armature 15 transmits its movement to the pilot valve piston 12. In order to induce the movement of the armature 15, the pilot valve 11 comprises a coil 16 which is energized for this purpose. When the coil 16 is activated, a magnetic field is built up in the magnetic circuit and a magnetic force is formed between the armature 15 and the pole piece 14. This magnetic force moves the armature 15 and, consequently, the pilot valve piston 12.

[0053] The main valve piston 10 of the main valve 7 divides the through-opening 9 into a control chamber 17 fluidically connected to the pilot valve 11 via the pilot valve inlet bore 13 and an antechamber 18 fluidically connected to the fluid outlet channel 4 of the gas generator 2. The main valve 7 further has an overflow channel 19 configured as a piston bore in the main valve piston 10, which fluidly connects the antechamber 18 and the control chamber 17 to one another.

[0054] The main valve piston 10 has a first pressure-action surface 20 facing the control chamber 17 and a second pressure-action surface 21 facing the antechamber 18, wherein the first pressure-action surface 20 is larger than the second pressure-action surface 21. The pressure-action surfaces 20, 21 of the main valve piston 10 of different sizes can be realized, for example by different diameters of the main valve piston 10 in the region of the control chamber 17 and in the region of the antechamber 18. The area ratios of these diameters of the main valve piston 10 result in an equilibrium of forces, provided that the fluid pressure in the control chamber 17 is correspondingly lower than the fluid pressure in the antechamber 18. The main valve piston 10 can consequently switch, i.e., be activated, at the latest when the fluid pressure in the control chamber 17 and in the antechamber 18 is the same, and can move into a first operating position.

[0055] Within the main valve body 8, a discharge bore 22 for draining the fluid into the airbag 3 branches off from the through-opening 9. By means of the fluid or the fluid pressure and depending on a position of the pilot valve piston 12, the main valve piston 10 seals the discharge bore 22 in a first operating position and exposes the discharge bore 22 in a second operating position.

[0056] In order to reduce a response time of the main valve piston 10, the valve arrangement 6 has a means 23 for controlling a fluid pressure in the control chamber 17, wherein the means 23 is configured to bring or hold the fluid pressure in the control chamber 17 to/at a pressure which lies in a predefined tolerance range of 30% around the activation pressure of the main valve piston 10. The means 23 for controlling the fluid pressure is configured as an electrical control apparatus which applies an actuation signal in a pulse-width modulated form to the pilot valve 11.

[0057] In particular, depending on the duty cycle, that is to say the ratio between the pulse duration and period of the actuation signal, a movement of the pilot valve piston 12 and, consequently, a corresponding alternating and in each case brief opening and closing of the pilot valve 11, more precisely of the pilot valve inlet bore 13, is produced as a result multiple times over a specific period of time. Thus, a corresponding volumetric flow of the fluid can be conducted away, for example, in each case from the control chamber 17 via the pilot valve inlet bore 13 and the fluid pressure in the control chamber 17 can be lowered during the short opening phases. In this way, the fluid pressure in the control chamber 17 can be held at a fluid pressure in the predefined tolerance range and, consequently, at a fluid pressure which only deviates slightly from the activation pressure of the main valve piston 10. As a result, the activation time of the main valve piston 10 for the next opening movement or closing movement is significantly reduced or a rapid response of the main valve piston 10 is guaranteed.

[0058] The impact protection system 1 acts as follows:

[0059] The pilot valve 11 is configured as a normally open pilot valve 11, i.e., the pilot valve piston 12 remains in any position in the unenergized state of the coil 16. The pilot valve piston 12 can be pushed into an open position without any magnetic force and without being acted upon by current as required. The pilot valve piston 12 is located in a closed position when it is acted upon by current.

[0060] Following the activation of the gas generator 2, the fluid pressure in the through-opening 9 and, consequently, in the antechamber 18 increases. The pilot valve 11 is closed, that is to say the pilot valve piston 12 is moved into a closed position. The fluid pressure is present at the second pressure-action surface 21 of the main valve piston 10. The main valve piston 10 is, as a result, pressed axially in the direction of the control chamber 17. As a result, the discharge bore 22 is first opened and fluid is conducted away into the airbag 3. Due to the stagnation pressure at the main valve piston 10 in the antechamber 18, the fluid flows, in addition, into the control chamber 17 via the overflow channel 19. As a result, the fluid pressure in the control chamber 17 increases. On reaching the activation pressure, which is now that pressure which is at least necessary to move the main valve piston 10 into the first operating position and, therefore, into the closed position, the main valve piston 10 moves in the direction of the antechamber 18 and the discharge bore 22 is sealed.

[0061] If the pilot valve 11 is opened in a next step, that is to say the pilot valve piston 12 is pushed into the open position, fluid flows via the pilot valve inlet bore 13 from the control chamber 17 and the fluid pressure in the control chamber 17 is lowered. On reaching the activation pressure, which is that pressure which is necessary to move the main valve piston 10 into the second operating position and, therefore, into the open position, the main valve piston 10 moves in the direction of the control chamber 17 and the discharge bore 22 is opened, as a result of which fluid is metered to the discharge bore 22 and, subsequently, into the airbag 3.

[0062] After the discharge bore 22 has been opened, a movement of the pilot valve piston 12 and, consequently, a corresponding alternating and, in each case, brief opening and closing of the pilot valve 11, more precisely of the pilot valve inlet bore 13, is produced multiple times by the means 23 for controlling the fluid pressure in the control chamber 17. In this way, the fluid pressure in the control chamber 17 is held at a fluid pressure in the predefined tolerance range and, consequently, at a fluid pressure which correspondingly only deviates slightly from the activation pressure of the main valve piston 10. As a result, the activation time of the main valve piston 10 is significantly reduced for the next closing movement or a rapid response of the main valve piston 10 is guaranteed.

[0063] The process of opening and closing the discharge bore 22 is repeatable and is, in particular, performed as a function of an impact development, which makes it possible to adapt targeted metering of the fluid into the airbag 3 thereto. In the exemplary embodiment shown here, the means 23 for controlling the fluid pressure merely acts following the first active opening of the pilot valve 11 and the opening of the main valve 7 or main valve piston 10 thereby caused. It is also possible, however, that the means 23 for controlling the fluid pressure acts for the first time and/or additionally after one or each further opening of the pilot valve 11 and the respective opening of the main valve piston 10 thereby caused. In addition, it is possible for the means 23 for controlling the fluid pressure to act correspondingly alternatively or additionally following a closure of the pilot valve 11 and the closure of the main valve piston 10 thereby caused.

[0064] FIG. 2 shows a schematic diagram which depicts different pressure curves of the impact protection system 1 from FIG. 1 as a function of the time t.

[0065] A pressure curve of the gas generator fluid pressure, that is to say of the fluid pressure prevailing in the gas generator 2 and which can be supplied by the gas generator 2, is provided with the reference numeral 31. A pressure curve of the control chamber fluid pressure, that is to say of the prevailing fluid pressure in the control chamber 17, is provided with the reference numeral 32. The graph denoted by the reference numeral 33 depicts the necessary activation pressure for the main valve piston 10 to respond in order to perform an opening movement and/or a closing movement and, therefore, ultimately to open and close the discharge bore 22. That is to say, the activation pressure 33 is that theoretical pressure within the control chamber 17, which is required to move the main valve piston 10. This comprises both a movement in the direction of the first operating position and a movement in the direction of the second operating position.

[0066] The behavior of the impact protection system 1 or of the corresponding pressure curves without the means 23 for controlling the fluid pressure in the control chamber 17, that is to say the control chamber fluid pressure 32, is described first below.

[0067] Following the activation of the gas generator 2 at time t.sub.1 and when the pilot valve 11 is closed, the discharge bore 22 is first opened and fluid flows from the gas generator 2 into the airbag 3 via the discharge bore 22 and into the control chamber 17 via the overflow channel 19. As a result, the gas generator fluid pressure 31 decreases and the control chamber fluid pressure 32 first increases. At time t.sub.2, the control chamber fluid pressure 32 reaches the activation pressure 33, as a result of which the main valve piston 10 is moved in the direction of the antechamber 18 and the discharge bore 22 is sealed. Consequently, fluid no longer flows into the airbag 3 via the discharge bore 22. Admittedly, fluid still flows into the control chamber 17 via the overflow channel 19, which leads to a further increase in the control chamber fluid pressure 32.

[0068] If the pilot valve 11 is opened in a next step at time t.sub.3, that is to say the pilot valve piston 12 is pushed into the open position, fluid flows out of the control chamber 17 via the pilot valve inlet bore 13 and the control chamber fluid pressure 32 is gradually lowered as a result. However, only on reaching the activation pressure 33 at time to and, therefore, only after a relatively long period of time does the main valve piston 10 then move in the direction of the control chamber 17, and the discharge bore 22 is opened and fluid is thus metered into the airbag 3 via the discharge bore 22. In addition, fluid continues to flow out of the control chamber 17 through the pilot valve inlet bore 13 which continues to be open, which leads to a further drop in the control chamber fluid pressure 32.

[0069] At time is the pilot valve 11 is closed, as a result of which the control chamber fluid pressure 32 increases again. However, only on reaching the activation pressure 33 at time t.sub.6 and, therefore, in turn only after a relatively long period of time does the main valve piston 10 move in the direction of the antechamber 18, and the discharge bore 22 is sealed.

[0070] At time t.sub.7, the pilot valve 11 is opened again and the control chamber fluid pressure 32 is lowered. On reaching the activation pressure 33 at time t.sub.8, the main valve piston 10 moves in the direction of the control chamber 17 and the discharge bore 22 is opened, as a result of which fluid is again metered into the airbag 3 via the discharge bore 22.

[0071] It can be seen from the depicted pressure curves that there is, in each case, a certain loss of time at the switching times of the pilot valve 11 at times t.sub.3, t.sub.5 and t.sub.7 between the opening or closing of the pilot valve 11 and the opening or closing of the main valve 7 thereby caused in each case. That is to say that a temporal delay 34 of this type exists per se, for example, between the closing of the pilot valve 11 at time is and the closing of the main valve thereby caused (only) at time t.sub.6 and is plotted here, by way of example, in FIG. 2.

[0072] In order to now reduce the activation time of the main valve piston 10 for a closing movement or to guarantee a rapid response of the main valve piston 10, in the present exemplary embodiment, a movement of the pilot valve piston 12 and, consequently, a corresponding alternating and, in each case, brief opening and closing of the pilot valve 11, more precisely of the pilot valve inlet bore 13, is produced multiple times by the means 23 for controlling the fluid pressure in the control chamber 17 at or as of time t.sub.4. In this way, the control chamber fluid pressure 32 is held in the predefined tolerance range around the activation pressure 33 and, consequently, at a fluid pressure which deviates only slightly from the activation pressure 33 of the main valve piston 10. In FIG. 2, the resulting control chamber fluid pressure 32 due to the means 23 for controlling the fluid pressure in the control chamber 17 as of time to is depicted with a solid line.

[0073] It can be seen from FIG. 2 that at time t.sub.5, at which the pilot valve 11 is closed (again), the control chamber fluid pressure 32 reaches the activation pressure 33 of the main valve piston 10, virtually without, or compared to the pressure curve, without the means 23 for controlling the fluid pressure only with a very small loss of time, and, consequently, the main valve piston 10 is already responding at this time and seals the discharge bore 22. That is to say, this guarantees a rapid response of the main valve piston 10 and, therefore, a rapid closing of the discharge bore 22. The temporal delay 34, that is to say the loss of time between the closing of the pilot valve 11 and the closing of the main valve 7 or of the main valve piston 10 thereby caused is virtually completely reduced in this case.

[0074] The correspondingly adapted, modified pressure curves over the further course of time are not depicted for the sake of clarity, but should be obvious to a person skilled in the art based on the above explanations.

[0075] At this point it should be pointed out again that in the case of the exemplary embodiment shown here, the means 23 for controlling the fluid pressure merely acts after the first active opening of the pilot valve 11 and the opening of the main valve 7 thereby caused at time ta. However, it is of course also possible that the means 23 for controlling the fluid pressure also, alternatively or additionally, acts after one or all other switching times of the pilot valve 11 at times t.sub.1, t.sub.5, t.sub.7 and the closing or opening of the main valve 7 thereby caused at times t.sub.2, t.sub.6, t.sub.8.

[0076] FIG. 3 shows a flow chart of a method 100 for operating the control device 5 of the impact protection system 1 from FIG. 1.

[0077] In a step 110, the fluid stored under pressure is first provided and, in particular, conducted into the through-opening 9 and the control chamber 17 of the main valve 7. In a step 120 (at or as of time ta) the fluid pressure in the control chamber 17 is controlled at a pressure, that is to say brought or held to/at a pressure which lies in a predefined tolerance range around the activation pressure of the main valve piston 10, using the means 23 for controlling the fluid pressure. As a result, the response time of the main valve piston 10 is reduced.