Robert Boschgmbh

Infineon Technologies Ag

Herman Roozenbeek

Werner Jundt

Bernd Bodig

Peter Werner

Gerhard Sohner

Jens Barrenscheen

Axel Aue

Peter Rohm

Gerd Hohne

Karl Seeger

Jens Graf

Angela Rohm, Legal Representative

Ulrich Drews

Manfred Mezger

Peter Jurgen Schmidt

Hartmut Michel

Bert Wurst

Heinz Decker

Ingo Gorille

Bernd Tepass

Helmut Roth

Achim Herzog

Gunther Schmidt

Adolf Dreyer

Hannes Estl

Bernhard Schmidt

Gotz Bundschuh

Gert Strelow

Hans Linstedt

Jens Dr Barrenscheen

An arrangement including a first semiconductor chip and a second semiconductor chip connected thereto, where the second semiconductor chip is additionally connected to electrical loads and drives these electrical loads on the basis of a timing which is prescribed to it by load control data, and where the first semiconductor chip transmits to the second semiconductor chip the aforementioned load control data and pilot data which control the second semiconductor chip, and where the second semiconductor chip transmits to the first semiconductor chip diagnostic data which represent states prevailing in the second semiconductor chip or events which occur. The diagnostic data are transmitted via a first transmission channel and the load control data and the pilot data are transmitted via a second transmission channel.

Arrangement comprising a first semiconductor chip and a second semiconductor chip connected thereto

An arrangement including a first semiconductor chip and a second semiconductor chip connected thereto, where the second semiconductor chip is additionally connected to electrical loads and drives these electrical loads on the basis of a timing which is prescribed to it by load control data, and where the first semiconductor chip transmits to the second semiconductor chip the aforementioned load control data and pilot data which control the second semiconductor chip, and where the second semiconductor chip transmits to the first semiconductor chip diagnostic data which represent states prevailing in the second semiconductor chip or events which occur. The first semiconductor chip transmits appropriate pilot data in order to prescribe to the second semiconductor chip what transmission rate is to be used by the second semiconductor chip to transmit the diagnostic data to the first semiconductor chip.

The safety device, especially in an electronic motor vehicle control system, protects external circuit branches supplied with current from an engine/motor vehicle control unit so that a single short circuit results in failure of only that circuit branch in which the short circuit is located, so that an emergency operation of the electronic motor vehicle control system is possible. The respective reference grounds of the external circuit branches are connected to a common ground conductor (11) via an interface (3) including respective reference ground connectors (d, k, m). Each reference ground connector includes a safety device in the form of thin wire plug bonds, whose maximum current load sets the maximum current load of the respective external circuit branches. Then, if there is a short circuit to the reference ground of the concerned external circuit branch to a main supply voltage, the remaining circuit branches remain unaffected and operational.

Safety device for linking reference grounds in an integrated circuit

Card cage for an electronic control unit having signal-processing

To reliably distinguish between knocking signals derived from an internal combustion engine knock sensor from all the other signals likewise derived from the knock sensor, which includes background noise signals, statistically distributed disturbance signals and the like, a correlation signal is generated, and the received signal is correlated with the correlation signal, which is cyclically varying at an average frequency which is of the frequency of the expected knocking signal, or a whole number multiple thereof. An output recognition is provided upon correlation between the correlation signal and the signal from the knocking sensor. The system can be implemented by a signal generator (6, 61, 62; 63) which provides the correlation signal, correlation being effected by an AND-gate (7, 71, 72; 73), or by software in a microprocessor in which an incoming knocking signal is interrogated in cadence with cyclical variation at the frequency which is the expected knocking frequency of the engine.

Method of recognizing knocking signals in a received signal derived from

To permit continued operation of a vehicle in spite of malfunction of an electronic ignition computer system, or any other electronic control module in an automotive vehicle, a transducer (10) provides an output to a trigger stage which has its output connected a digitally operating microprocessor (17) and to a bypass or transfer switch (21). The output from the microprocessor is connected to an analog and operating output stage (19, 20) to be controlled by the digital system of the microprocessor (17). Upon sensing of low operating voltage (U) as determined, for example, by a threshold switch (22), or of starting condition the switch (21) is closed, bypassing or interrupting connection to the microprocessor, and directly connecting signals from the transducer output stage to the input of the ignition circuit to permit operation under emergency conditions. The analog portion of the system is a single integrated module, separate from the digitally operating microprocessor (17) for ease of error diagnosis, maintenance and repair. This is particularly important with digitally operating control systems (17) which are subject to malfunction under low voltage conditions or upon occurrence of stray or distrubance signals in the network, for example under starting conditions.

Electronic engine control system with emergency operation mode

In order to reduce the amount of ignition energy supplied to an ignition coil during low speed operation of the engine, an electronic circuit is provided to regulate the open time of the ignition circuit to be constant in an upper engine speed domain and to then obey a predetermined characteristic in the mid-range. The mid-range control is gradually made ineffective at lower engine speeds where the open ignition interval is determined by speed as measured by the duty cycle of the engine ignition transducer. The change of characteristics is obtained with the aid of a control voltage source which generates a speed dependent control voltage causing the discharge time of a capacitor to be extended at low engine speeds and causing the termination of the open time of the ignition to be determined by the transducer output signal.

Ignition system for internal combustion engines

The AC signal generator furnishing the basic control signal for ignition timing is a Hall generator the flux through which is gradually increased while the crankshaft of the engine rotates through a predetermined angle of rotation. The Hall generator is part of a magnetic circuit which also includes an air gap. The change in flux is accomplished by rotating a tapered magnetically conductive member through the air gap. The output of the Hall generator is applied through a linear amplifier to a threshold circuit whose output controls an electronic interrupter switch connected in series with the ignition coil.

Flux control system for a hall generator in an ignition system of an

In order to optimize the on/off ratio of the output switch in an electronic ignition system in which a monostable multivibrator is triggered by rpm-dependent transducer pulses, the time constant of the multivibrator may be changed by altering the discharging characteristics of its timing capacitor. A current-limiting circuit senses the current through the output switch and applies a signal to a circuit point which controls the discharging rate of the timing capacitor. The current-limiting circuit also prevents further increases in the primary coil current when a limiting value is reached.

Ignition system for an internal combustion engine

The closure angle of an interrupter switch connected in series with the primary winding of an ignition coil is varied as a predetermined function of engine speed by charging and discharging of an integrator circuit which in turn changes the cut-in threshold of a threshold circuit controlling the operation of the interrupter switch. When the spark repetition rate becomes sufficiently high for residual energy to be stored in the coil when the interrupter switch closes, this type of control results in an undesired decrease of closure angle. Therefore, in the present system, the operation of the charging circuit for the integrator circuit is always delayed until the current through the primary winding reaches a predetermined minimum value exceeding the maximum possible residual current in the primary winding when the interrupter switch first closes. The charging circuit thus always operates from the same initial condition, preventing undesired changes in the closure angle at high speeds.

Ignition control system with closure angle independent of residual

In a known ignition system, the emitter-collector circuit of the ignition transistor is connected in series with the primary winding of the ignition coil and with a precision resistor. When the voltage across the latter exceeds a predetermined value, an auxiliary transistor is switched to a conductive state. The emitter-collector circuit of the auxiliary transistor is connected to the base of the ignition transistor and, when conductive, prevents further increases of current through the primary winding of the ignition coil. To protect this circuit, a series circuit including two Zener diodes is connected between the base and collector of the ignition transistor. Further, a voltage divider is connected in parallel with the emitter-collector circuit of the ignition transistor and an additional resistor is connected between the base and the emitter thereof. When overvoltages across the primary winding cause breakdown of the Zener diodes, the current through the Zener diodes is blocked from the emitter-collector circuit of the auxiliary transistor either by a diode or by a blocking transistor having an emitter-collector circuit connected in parallel with the base-emitter circuit of the auxiliary transistor. The blocking transistor is maintained in the conductive state blocking the auxiliary transistor throughout the application time of an externally applied blocking signal which is adapted to maintain the ignition transistor in the blocked state.

Ignition system with overvoltage and excess current protection

A transistor switch connected in series with the primary winding of the ignition coil permits and blocks current flow through the coil when in a conductive and non-conductive state respectively. Normally, the switch is 'on' and 'off' respectively in the presence and absence of an ignition current pulse furnished in synchronism with the rotation of the crankshaft of the engine. For increasing speeds, the time the switch is 'on' prior to the ignition time is increased by switching it to the conductive state when the charge on a control capacitor reaches a predetermined charge. The charge on the control capacitor is changed in a first direction following receipt of each ignition signal. The rate of change of charge depends upon the resistance of the emitter-collector circuit of a first control transistor. The latter is, in turn, determined by the charge on an integrator capacitor which varies with changes in engine speed. When the charge on the control capacitor reaches a predetermined charge, the output transistor switch to the conductive state allowing current flow in the ignition coil.

Ignition system for internal combustion engine

To operate an ignition control transistor, connected into the primary ignition coil under minimum saturation condition regardless of voltage level of the supply voltage, delivered, for example, from the battery of an automotive vehicle, at least one timing circuit is connected to the voltage supply to have a timing interval which varies as a function of supply voltage, the timing interval controlling the duration of current flow through the transistor as a function of supply voltage so that the transistor will be conductive for the required time to store magnetic energy in the coil, though not for an excessively long period of time regardless of the level of supply voltage within the limits normally experienced in automotive ignition systems.

Supply voltage variation compensated ignition system for an internal

A monitoring resistor in series with the spark coil primary winding and the electronic interruptor switch provides a signal to an integrator for shifting the control thresholds of a threshold switch that controls the interruptor away from their quiescent values that are nearer the zero crossover of the timing voltage wave provided by an engine driven timing signal generator. The integrator output voltage remains constant during the time the interruptor switch is open. While current flows through the interruptor circuit, the integrator increases the control voltage until the primary winding current reaches a predetermined level and then decreases the control voltage until the timing wave recloses the interruptor. While the control voltage is being decreased, the coil current is allowed to rise to a limiting value and is then held constant by another circuit controlled by the monitoring resistor that slightly reduces the conductivity of the interruptor switch in its closed condition, but this occurs only while the engine is accelerating to the operating speed range. During this time the switch-on threshold for controlling the interruptor is raised towards the peak of the timing wave, but the switch-off threshold is clamped to its initial value. With further increase in engine speed, the net effect of the integrator operation changes sign and the switch-on threshold is lowered. As soon as the switch-on threshold goes below its initial value, the switch-off threshold is unclamped and is depressed along with the switch-on threshold towards the negative peak of the timing wave by the integrator action. The result is to keep the amount of energy stored in the spark coil at the time of primary circuit interruption constant over a wide range of speed.

Motor ignition system control circuit for maintaining energy storage in

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.

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Schwieberdingen, Germany

Herman Roozenbeek