Robert Boschgmbh

Gunther Schmidt

Hermann Winner

Werner Jundt

Ulrich Gottwick

Herbert Schramm

Robert H Entenmann

Bernd Bodig

Herman Roozenbeek

Siegfried Rohde

Bert Wurst

Jorg Bonitz

Heinz Decker

Rochus Knab

Karl Seeger

Jurgen Binder

Heinrich Baumann

A method and a device for controlling a braking system of a motor vehicle in open loop, in which a driver's braking input is converted into setpoint wheel-brake pressures for the individual wheel brakes, and the wheel-brake pressure is adjusted to the setpoint wheel-brake pressure in view of the measured wheel-brake pressure. Various secondary braking operations are initiated as a function of the type of fault. In response to a serious fault such as failure of the electrical energy supply, of the pressure supply, or an electrical fault in the control unit of the braking system, the valve arrangements controlling the wheel-brake pressures are switched over into a currentless state, and in response to a fault in detecting the driver's braking input, only the valve arrangements allocated to the front axle are switched into a currentless state. Furthermore, in response to a fault affecting the ability to build up or reduce pressure at only one wheel, an electrical open-loop control is implemented at only three wheel brakes, and in response to a fault which affects the ability to build up or reduce pressure at only one wheel of an axle without impairing the ability to build up and reduce pressure at this wheel, a shared control of one axle is carried out within the framework of a closed pressure-control loop.

Method and device for controlling a braking system in open loop

Process for determining the coefficient of friction m.mu.

One or more temperature sensing elements, for example thermo couples (13, 14, 16, 17), NTC or PTC or resistance wires (18) or capillary fluid temperature sensor elements (20, 21) are located on or in the immediate vicinity of a portion of the inner wall of the combustion chamber, for example and preferably by being integrated within a head liner or facing (15, 15') of the cylinder head gasket or seal (10). The output signals, in electrical or hydraulic form are connected to an evaluation stage (E, E') which determines if the temperature within the cylinder, representative of knocking, has exceeded a predetermined level. Preferably, a speed signal (n) is derived from the engine so that the signals from the sensing elements can be strobed with respect to the time within the engine cycle during which ignition may or is intended to occur so that temperature variations due to normal engine operating strokes are eliminated from the systems output.

Internal combustion engine knocking sensor arrangement

In order to permit diagnosis of operation and function parameters in a motor vehicle which is equipped with an electronic microprocessor control system without the necessity of providing in the diagnostic equipment substantial additional memory capability, the control system includes a sub-program for diagnosis. A first subprogram executed by the control system in response to a command from the diagnostic equipment gives the appropriate actual operational data to the diagnostic equipment. A second subprogram simulates nominal values for specific vehicle data under various operating conditions and compares these with the actual values. The resulting information is given to an operator by a display and can additionally include various instructions, e.g. repair instructions or a trouble shooting sequence based on the diagnosis.

Micro-computer system for control and diagnosis of motor vehicle

A switch connected in series with the ignition coil is 'on' and 'off,' respectively, in the presence and absence of a pulse furnished by a pulse generator operating in synchronism with the crankshaft of the engine. If the pulse width of the pulses is too small for the current in the ignition coil to reach the minimum value required for ignition, the closing time of the series switch is advanced, while if the pulse width is too long, causing excess heat dissipation in the coil, the closing time of the switch is retarded. To accomplish this, a first digital counter counts downwards for a predetermined time and upwards for a time period in which the current in the ignition coil exceeds a predetermined current. Upon interruption of the current in the coil, the then-present value in the first digital counter is transferred to a second digital counter. The second counter then counts down at a predetermined rate until a predetermined count is reached. At this time, the series switch is switched to the conductive state.

Ignition system

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Ludwigsburg, Germany

Gunther Schmidt