Other

Robert Boschgmbh

Temic Telefunken Microelectronic Gmbh

Daimler Chrysler Ag

Thomas & Betts Corporation

Conti Temic Microelectronic Gmbh

Bsrs Restraint Systems Gmbh

Michael Bischoff

Werner Nitschke

Johannes Rinkens

Joachim Bauer

Otto Karl

Guenter Anton Fendt

Stefan Schaeffer

Richard Baur

Norbert Mueller

G&uuml;nter Fendt

Peter Steiner

Thomas Huber

Gunter Fendt

Werner Steiner

Peter Schaedler

Ruediger Deppe

Stefan Schaefer

Helmut Steurer

Horst Laucht

Guido Wetzel

Günter Anton Fendt

Jurgen Roder

Erwin Caflisch

Stefan Schäffer

Stefan Sch&auml;ffer

Stefan Schwehr

Anton Bretfeld

Gerhard Kordel

Stephan Schwehr

Tanja Schmidt

A device which guarantees reliable real-time operation of the restraint system and offers each occupant of the vehicle individually the greatest possible protection includes the fact that data processing units are provided, all having the same design and each being capable of controlling multiple restraint devices and can decide independently of other data processing units whether the restraint devices assigned to it are to be deployed.

Device for controlling restraint devices in an automobile using similarly constructed data processing units

Previously in a bus system, voltage signals were transmitted from the central unit to the modules, which could reply thereto by variation of the current input. A disadvantage thereby is the relatively high susceptibility to interference of the current input, which itself already must be kept relatively small due to the energy consumption, as well as the correspondingly high effort and expense for an error-free recognition of the signals transmitted from the modules in the central unit. It is now suggested, that the modules also answer to the central unit by means of voltage signals superposed on the direct supply voltage, whereby for the time duration of the signal transmission by the modules, the central unit provides the direct supply voltage to the bus line over a resistor, so that the voltage signal of the module can be detected in the central unit on the bus line on the side of the resistor facing away from the direct supply voltage. A preferred application for bus systems in motor vehicles, especially for a sensor data bus, is provided.

Method for the transmission of signals in a bus system, superposed on a direct supply voltage

A method for having the control unit access the measured data of individual sensors flexibly over time, and includes providing for the control unit to transmit a request message to the sensors, and having each sensor, by comparing the request message with its own address, derive whether and in what time slot, it should transmit its measured data to the control unit.

Method for data transmission between a control unit for restraint devices and sensors

An arrangement for generating digital signals on first and second bus lines is tolerant of most line faults, and includes modules connected to both lines, an upper switch between a first potential and the first line, a middle switch between the two lines, and a lower switch between the second line and a second potential lower than the first potential. The switches are controlled to generate digital signals as the potential difference between the two lines. If a fault potential (e.g. a short to ground or other potential) arises on one line, then the switches drive the non-faulty line to provide the required signals relative to the fault potential on the faulty line. Closing the middle switch ensures that the two lines are at the same potential for a low signal. This arrangement is for is signaling in various bus systems, e.g. in vehicle occupant protection systems in motor vehicles.

Signaling output stage for generating digital voltage signals on a bus system

The invention relates to an ignition unit ( ) suitable for triggering an active system, such as an airbag or safety belt. The ignition unit comprises an ignition charge ( ) located in a housing ( ), which can be fired by means of an ignition bridge ( ) positioned on a support element ( ), as well as at least one contact pin ( ) which protrudes from the housing ( ) and via an electronic ignition system ( ) is electrically connected to the ignition bridge ( ). The electronic ignition system ( ) is surrounded by an envelope ( ) made of a shock-absorbing material. The ignition bridge ( ) is not covered by the envelope ( ) so that during ignition the pressure exerted on the electronic ignition system ( ) is cushioned. This prevents damage to the sensitive electronic components of the electronic ignition system ( ) situated on the support element ( ).

Externally controlled ignition unit with integrated electronic system for triggering a restraint system

The restraint system is composed of a central control unit, which is connected via a bus line to a plurality of data processing units each of which is intended to drive one or more restraint devices. To keep the restraint system operational if the power supply in the central control unit becomes defective, a changeover to the vehicle battery voltage as the new supply voltage is effected in the central control unit. The central control unit then signals the changeover to the new supply voltage to all the data processing units. All the data processing units thereupon adjust their circuits to the new supply-voltage level.

Method for operating a restraint system connected to a bus line during faulty power supply

An unintended triggering of a safety device, such as an airbag in an occupant protection system, especially in motor vehicles is prevented by storing already during manufacturing of the module or modules, a blocking information in a memory location of the module or modules. The blocking information is preferably temporarily stored in place of a rated information, which is then overwritten when the module has been installed in the protection system for activating the system. In addition, the module is protected against electromagnetic and/or electrostatic disturbances at the input to the bus system.

Control method and module for occupant protection systems with an action to prevent premature triggering

A central control unit and a plurality of data processing units are connected to a bus line and are provided to control restraint devices. The central control unit sends query signals or control signals in the form of data telegrams to all or certain individual data processing units and the data processing units send response signals back to the central control unit in response to certain query signals or control signals. To permit a reliable allocation of query signals and control signals to data processing units and reliable acquisition of monitoring data of data processing units and their restraint devices, the query signals or control signals and the response signals are data telegrams, all of which have the same frame structure, having a first region with n control bits, a second region with m information bits and a third region with p check bits.

Method for data transfer in a restraint system connected to a bus line

In the restraint system, a central control unit and a plurality of data processing units are coupled to a bus line, each of the data processing units being provided to activate one or more restraint devices. In order to keep the restraint system operational to the extent possible in the event of a short circuit, each data processing unit measures for short circuits on the bus line and starts timing if a short circuit is detected. Each data processing unit has a circuit breaker, with which the bus line can be closed or interrupted. This circuit breaker is opened if the short circuit measured is longer than a preset waiting time.

Method for operating a restraint system connected by a bus line in case of a short circuit

In occupant protection systems having a large number of sensors and control modules for triggering occupant protection devices, the amount of wiring is significantly increased if they are to be communicatively connected to a central unit. For this reason, bus systems have already been suggested for the control modules for triggering occupant protection devices. In order to further reduce in the wiring, sensors are at least partially integrated into a bus system with additional control modules that are allocated to these sensors. Within the context of a diagnosis process of interrogation and response, which triggers a function test of the control modules for triggering the occupant protection devices, an actual sensor value is sent to the bus system from the control modules of the sensors as a diagnosis response. This response is processed by the central unit and/or the other control modules.

Occupant protection system having a central unit, sensors and a plurality of control modules which are connected by means of a bus system

In the restraint system, in which coupled to a bus line are a central control unit and a plurality of data processing units that are provided to trigger restraint devices, a plurality of data channels that are clearly separable from each other are to be transmittable. In this context, data of high priority and high time-related urgency are transmitted with a high signal level and a high bit rate, data of lower priority and lower time-related urgency are transmitted with a low signal level and a low bit rate, data of high priority and lower time-related urgency are transmitted with a high signal level and a low bit rate, and data of a lower priority and high time-related urgency are transmitted with a low signal level and a high bit rate.

Data transfer method in a restraint system connected to a bus line

The safety of occupants in a vehicle is increased by avoiding an unnecessary deployment of a safety device, such as an air bag in the vehicle. For this purpose the trigger signal for deploying the safety device is generated either in response to a vehicle motion signal exceeding a high threshold level or in response to the vehicle motion signal exceeding a low threshold level as determined by a precrash signal (S,) followed by a crash signal (S,) preferably within a limited time duration (T,). For this purpose the signals (S,) and (S,) are logically linked and the resulting signal at the output of an AND-gate or at the output of a timing circuit determines whether the vehicle motion signal is compared with the high threshold level or with the low threshold level for generating the trigger or deployment signal (DS). Only when this double condition occurs, is the trigger threshold lowered for deploying the safety device. An optical sensor is preferably used as the crash signal generator.

Method for adjusting the trigger threshold of vehicle occupant protection devices

Before digital data impulses are transmitted from a transmitter to a receiver that includes a data acquisition signal generator, at least one synchronizing impulse (syn,) is transmitted for synchronizing the transmitter with the receiver with regard to a sync frequency that is repeatedly updated to provide a current accepted sync frequency. The at least one synchronizing impulse and the data impulses are Manchester encoded which combines timing (synchronizing) and data signals. An impulse flank change occurring centrally in an impulse width is used as a synchronization point of time. Stepping pulses occurring between two consecutive synchronization points of time are counted and the resulting count is used to determine the sync frequency in response to the occurrence of a synchronizing impulse and at a synchronization point of time. A time shift or delay occurs between data impulses and synchronization points of time. This delay is taken into account by a corresponding time shift in the scanning of the logic levels &ldquo;0&rdquo; and &ldquo;1&rdquo; of the data impulses. This type of signal transmission is especially suitable for a signal bus in a passenger protection system.

Method for transmitting digital data impulses

A contact bridge arrangement in a housing of an electronic assembly provides a simplified electrical interconnection of circuit boards while avoiding the need of electrical plugs, sockets and connector cables for connecting the circuit boards. The contact bridge includes an insulating block provided on the floor of the housing, and a plurality of conducting connectors embedded in the insulating block. First electrical contacts, such as contact pads with holes therein, are provided on the circuit boards, and engage the second electrical contacts in the form of contact pins provided by the free ends of the conducting connectors protruding from the insulating block. Assembling the arrangement simply requires pressing the circuit boards onto the contact pins of the contact bridge. The insulating block of the contact bridge may have a step configuration providing two offset flat support surfaces on which two circuit boards may be supported one above the other with a spacing therebetween.

Contact bridge arrangement for conductively interconnecting circuit boards

A method and an apparatus determine the frequency or the period of the natural characteristic oscillation of a vehicle, and therefrom determine the mass of the vehicle and provide a warning if a dangerous oscillation condition exists which could lead to a tipping or rollover of the vehicle. The evaluation is carried out while the vehicle is driving. The apparatus includes a sensor such as a rotation rate sensor, a timer, an evaluating unit, and a warning unit. The method involves measuring the time interval between two characteristic features of the oscillation measured by the sensor, such as zero crossings, minimum points or maximum points of the angular velocity of the oscillation, and then calculating the period and/or the frequency of the oscillation from the measured time interval. Then the moment of inertia and/or the mass of the vehicle can be determined from the period or frequency. Also, if the period or frequency is out of a safe range, a warning is triggered to indicate to the driver of the vehicle that a rollover danger exists.

Growing community of inventors

Adelschlag, Germany

Michael Bischoff