Control circuit for an alternating-current ignition circuit of a restraining means

The present invention relates to a drive circuit for an AC-ignition circuit, which includes at least one capacitor and at least one trigger element, which is used for deploying a restraint system in a motor vehicle, in which a bridge circuit having four electronically controllable switches is being provided, of which two switches are connected in series between a supply voltage and the ground and the ignition circuit forms a bridge shunt between the two switches connected in parallel; in the case of a fault occurring in the bridge circuit only those switches are activated which guarantee charge and discharge of the capacitor, in spite of the fault.

A drive circuit is described in German Published Patent Application No. 44 47 174. In systems relating to safety such as restraints (e.g., airbags, seat belt tighteners) in vehicles, the activation of ignition circuits should always be guaranteed, even when the drive circuit is faulty. For this purpose the drive circuit described in the document cited provides circuit variants of transistors in the bridge circuit for various types of fault (e.g., short circuits in the shunt of the bridge circuit to ground or to the supply voltage), which guarantee charging and discharging of the capacitor in spite of the fault. It does not emerge from German Published Patent Application No. 44 47 174 that the drive circuit responds to a defect of one of the electrically controllable switches existing in the bridge circuit in order to charge or discharge the capacitor in the event of such a fault.

Thus, an object of the present invention is to provide a drive circuit, which guarantees activation of the ignition circuit in the greatest possible number of fault occurrences, in particular when one of the electronic switches in the bridge circuit is defective.

The object is achieved in that, in the event of a defect in one of the two switches connected to ground, the capacitor is charged by closing the switch connected to the supply voltage, and connected in series with this defective switch, and by closing the switch connected to ground while belonging to the other pair of switches, and the capacitor is discharged by closing both switches connected to the supply voltage.

The capacitor can also be charged, when there is a defect in one of the switches connected to the supply voltage, by closing the switch connected to ground and connected in series with the defective switch and closing the switch connected to the supply voltage belonging to the other pair of switches, and the capacitor can be discharged by closing both switches connected to ground.

In addition, in the event of a short circuit of one of the two terminals of the ignition circuit to ground, the capacitor can be charged by closing that switch, connected to the supply voltage, which is connected to the terminal of the ignition circuit that is not short circuited. The capacitor is discharged by closing both switches connected to ground.

Moreover, when there is a short circuit of one of the two terminals of the ignition circuit to the supply voltage, the capacitor can be charged by closing that switch connected to ground which is connected to the terminal of the ignition circuit that is not short circuited. The capacitor is discharged by closing both switches connected to ground.

The circuit according to the present invention thus facilitates control of the ignition circuit even in the event of a very large number of possible occurrences of fault so that the restraint can be deployed without impediment in a motor vehicle crash.

The FIGURE illustrates a drive circuit according to the present invention.

The drive circuit depicted in the figure for ignition circuit ZK includes a bridge circuit having four electronically controllable switches, preferably field-effect transistors T 1 , T 2 , T 3 , and T 4 . Thus transistor T 1 is connected in series with transistor T 2 and transistor T 3 with transistor T 4 . The pair of transistors, T 1 and T 2 , connected in series, is connected in parallel with the pair of transistors, T 3 and T 4 , connected in series, supply voltage V being applied to the coupling point of both transistors, T 1 and T 3 , and the coupling point of both transistors, T 2 and T 4 , being connected to ground M. The ignition circuit, having at least one trigger element Z and one capacitor C, forms the shunt of the bridge switch. Connection point ZKM of ignition circuit ZK lies between both transistors, T 3 and T 4 , and a second connection point ZKP of ignition circuit ZK lies between both transistors, T 1 and T 2 .

Terminals 1 , 2 , 3 , and 4 , of the control electrodes of individual transistors, T 1 , T 2 , T 3 , and T 4 , are connected to control unit ST. Control unit ST controls the individual transistors, T 1 , T 2 , T 3 , and T 4 of the bridge switch so that with a deployment command which the control unit receives from crash sensors, capacitor C of the ignition circuit is cyclically charged and discharged a number of times. This occurrence of charging and discharging a number of times is required because capacitor C of ignition circuit ZK as a rule has a very small capacitance so that the charge present in it with maximum voltage applied is insufficient for triggering trigger element Z. For setting off trigger element Z, rather more energy is required which is transported to the trigger element by charging and discharging a number of times the capacitor connected in series to trigger element Z. Thus a one-time flow of current with the capacitance present in the capacitor is insufficient to set off the trigger element.

Ignition circuit ZK should be triggered, and thus capacitor C should be charged, even when a fault occurs in the bridge circuit. In the following, eight different faults will be considered and the triggering sequences of transistors T 1 , T 2 , T 3 , and T 4 resulting from them will be described. Control unit ST performs a diagnosis of individual transistors T 1 , T 2 , T 3 , and T 4 and also monitors ignition circuit ZK whether its terminals ZKM and ZKP are short circuited with ground M or with supply voltage V. The fault diagnosis, which is based in a conventional manner on resistance measurements, will not be described in detail as it is not an object of the present invention.

1 st Case of Fault:

Terminal ZKM of ignition circuit ZK is short circuited to ground. In this case transistor T 1 is switched to be conductive in order to charge capacitor C, so that a current can flow from supply voltage source V over transistor T 1 and ignition circuit ZK to ground M at terminal ZKM. The capacitor is discharged when transistor T 2 is switched to be conductive, whereby, besides terminal ZKM being erroneously connected to ground M, terminal ZKP of ignition circuit ZK is also connected to ground M through transistor T 2 .

2 nd Case of Fault:

Connection point ZKP of ignition circuit ZK is short circuited to ground. Then transistor T 3 is switched to be conductive in order to charge capacitor C so that a current can flow to ground M from supply voltage source V through transistor T 3 and ignition circuit ZK. In order to discharge capacitor C, transistor T 4 is switched to be conductive so that the charging current can flow away from capacitor C to ground M.

3 rd Case of Fault:

Terminal ZKM of ignition circuit ZK is short circuited to supply voltage V. In this case transistor T 2 is switched to be conductive in order to charge capacitor C so that a current can flow to ground M from terminal ZKM connected to supply voltage V through ignition circuit ZK and transistor T 2 . Both transistors, T 1 and T 3 , are switched to be conductive in order to discharge capacitor C.

4 th Case of Fault:

Terminal ZKP of ignition circuit ZK is short circuited to supply voltage V. Transistor T 4 is switched to be conductive in order to charge capacitor C so that a current flows to ground M from connecting point ZKP connected to the supply voltage through ignition circuit ZK and transistor T 4 . In order to discharge, again both transistors, T 1 and T 3 , connected to supply voltage V are switched through.

5 th Case of Fault:

Transistor T 3 is defective, that is, it cannot be switched to be conductive. In order to charge capacitor C, both transistors, T 1 and T 4 , are switched to be conductive so that a current can flow to ground M from supply voltage source V through transistor T 1 , ignition circuit ZK, and transistor T 4 . In order to discharge capacitor C both transistors, T 2 and T 4 , connected to ground are switched to be conductive.

6 th Case of Fault:

Transistor T 1 is defective; that is, it cannot be switched to be conductive. In this case, both transistors, T 3 and T 2 are switched to be conductive in order to charge capacitor C so that a current can flow to ground M from supply voltage source V through transistor T 3 , ignition circuit ZK, and transistor T 2 . In order to discharge capacitor C, both transistors, T 2 and T 4 , connected to ground M, are switched to be conductive.

7 th Case of Fault:

Transistor T 2 is defective, so it can no longer be switched to be conductive. In order to charge capacitor C, transistors T 1 and T 4 are switched to be conductive so that a current can flow to ground M from supply voltage source V through transistor T 1 , ignition circuit ZK, and transistor T 4 . Capacitor C is discharged by both transistors T 1 and T 3 , connected to each other at the terminal for supply voltage source V, being switched to be conductive.

8 th Case of Fault:

Transistor T 4 is defective. In order to charge capacitor C, both transistors T 3 and T 2 are switched to be conductive so that a current can flow to ground M from supply voltage source V through transistor T 3 , ignition circuit ZK, and transistor T 2 . In order to discharge capacitor C, again both transistors T 1 and T 3 connected with each other are switched to be conductive.