Abstract: An apparatus and method for actuating a safety system for protecting an occupant of a motor vehicle measures the acceleration of the vehicle with a first sensor along a first axis oriented substantially parallel to the forward direction of motion of the vehicle. The acceleration of the vehicle is also measured with a second sensor along a second axis oriented at an angle relative to the first axis. The acceleration signal generated by the first sensor is evaluated by an analog processor and the acceleration signal generated by the second sensor is evaluated by a digital processor. The safety system is then actuated based upon both the analog and digital evaluations.

Abstract: An apparatus for tripping a system for the protection of occupants of a vehicle has a first sensor (10) for sensing the acceleration of the vehicle in its direction of forward motion and a second sensor (12) for sensing the acceleration of the vehicle in a direction transverse to its direction of forward motion. The two sensors are under the control of control means (14,16) which triggers the occupant protection system in dependence upon the signals from the first and second sensors (10,12).

Abstract: An apparatus and method for actuating a safety system for protecting an occupant of a motor vehicle measures the acceleration of the vehicle with a first sensor along a first axis oriented substantially parallel to the forward direction of motion of the vehicle. The acceleration of the vehicle is also measured with a second sensor along a second axis oriented at an angle relative to the first axis. The acceleration signal generated by the first sensor is evaluated by an analog processor and the acceleration signal generated by the second sensor is evaluated by a digital processor. The safety system is then actuated based upon both the analog and digital evaluations.

Abstract: An apparatus for tripping a system for the protection of occupants of a vehicle has a first sensor (10) for sensing the acceleration of the vehicle in its direction of forward motion and a second sensor (12) for sensing the acceleration of the vehicle in a direction transverse to its direction of forward motion. The two sensors are under the control of control devices (14,16) which trigger the occupant protection system in dependence upon the signals from the first and second sensors (10,12).

Abstract: An apparatus and method for actuating a safety system for protecting an occupant of a motor vehicle measures the acceleration of the vehicle with a first sensor along a first axis oriented substantially parallel to the forward direction of motion of the vehicle. The acceleration of the vehicle is also measured with a second sensor along a second axis oriented at an angle relative to the first axis. The acceleration signal generated by the first sensor is evaluated by an analog processor and the acceleration signal generated by the second sensor is evaluated by a digital processor. The safety system is then actuated based upon both the analog and digital evaluations.

Abstract: An air bag system for protecting the occupants of a motor vehicle in the event of a collision has a plurality of firing circuits comprising air bag igniters (3a,3b,3c) in series with respective power transistors (T.sub.1,T.sub.2,T.sub.3) which can be triggered in the event of an accident to inflate a corresponding plurality of air bags. A single energy storage capacitor (E) is connected to all of the firing circuits for supplying energy to activate the bag igniters over the upper common power stage (7) in the event that there is a loss of battery voltage when the system has been actuated. A comparator (9) monitors the voltage drops across respective resistors (R.sub.1,R.sub.2,R.sub.3) in series with the power transistors (T.sub.1,T.sub.2, T.sub.3) and reduces the current through these transistors in the event that an excessive current is detected. Steps are taken to ensure that the period of activation of the current supply to the igniters is limited.

Abstract: The invention relates to a safety system for motor-vehicle occupants, in particular a restraint system, such as an airbag, belt tighteners, etc., which has at least one tripping sensor that exhibits a response time, one processing unit, and one final firing stage for activating the safety system. To protect against spurious tripping, an inhibiting circuit (21) is proposed, which is triggered by the processing unit (2). It cancels an interlock of the final firing stage (5) only after an interlocking enable time (t.sub.v) has elapsed, whereby the interlocking enable time (t.sub.v) is shorter than the response time (t.sub.a) of the tripping sensor (1).

Abstract: In a method for controlling the release of a passenger restraint system in a vehicle, an acceleration signal is measured and integrated with respect to time to obtain a velocity signal. A release threshold value for the velocity signal is determined. If the velocity signal then falls below the release threshold value, thus indicating a vehicle collision, the passenger restraint system is released. The release threshold value is controlled depending on the type of accident situation and upon the operating parameters of the vehicle to increase the release sensitivity of the passenger restraint system. For example, the release threshold value is adjusted based on the value of the velocity signal. If the velocity signal decreases in value, then the release threshold is lowered to a more sensitive value.

Abstract: The resistance to supply voltage, e.g. battery, fluctuation of an input/output circuit for a control system, e.g. vehicular ignition/fuel injection system, is improved by placing a comparator K in each analog input line, and using a voltage divider UD to compensate the reference voltage U.sub.R applied to one of the comparator inputs. Processing speed is increased by using digital comparators 22-26, which test not only for threshold value equal to counter state, but also for threshold value greater than counter state, in the duty-cycle modification circuit. Chip count is reduced and integration is increased by using a single voltage divider to supply all the input comparators and by using a High-Speed Output (HSO) port on the central processing unit (CPU) to perform multiple output tasks.

Abstract: To prevent spurious operation of a controlled operating element (12), typically a safety element which can be irreversibly triggered, such as a trigger or firing cartridge of a passenger restraint airbag, while providing for reliable operation in case of a crash of a vehicle in which the airbag is installed, a control signal is derived from a computer (10) processing input signals. The transmission of the control signals from the computer (10) to the operating element (12) is through a time delay stage (30) which has a time delay of sufficient length to permit the computer to correct, if necessary, signals from its output (16) and to carry out tests on the output signals from the computer apparatus. An evaluation circuit (18) continuously compares the output signals with check values. The check values may be derived from, for example a second computer similar to the computer, or from stored representative values.

Abstract: A device for affecting operational magnitudes of an I.C. engine having exhaust gas return includes a control device for determining the amounts of fuel to be supplied and of exhaust gas to be recirculated. A control valve in the exhaust gas return conduit is activated to switch in rapid succession the exhaust gas return on and off. Corresponding pressure changes in the intake pipe are detected by a single pressure sensor whose output signals are applied to the control device which uses the difference of the two pressure signals for modifying the amount of fuel and recirculated exhaust gas.

Abstract: In the case of sensors having a characteristic for which the offset in the quiescent condition has a first temperature coefficient and the slope of the characteristic has a second temperature coefficient, while the quotient of the offset and slope coefficients is approximately constant, a point can be determined in which the characteristics for different temperatures (T) intercept. A temperature corrected measurement value can be determined, preferably with a microcomputer, from the sensor signal, the coordinates of the above-described intersection point, the sensor temperature and the temperature coefficient either of the offset or of the slope.

Abstract: To place the maximum combustion pressure, which occurs upon ignition, after the piston of an internal combustion engine (ICE) has passed upper dead-center (UDC) position upon starting, a predetermined time interval (Ti) is subtracted from the expected time the piston reaches UDC position, as determined by the time taken for a predetermined angular distance of the crankshaft to rotate; the time between the predetermined angular distances is extrapolated to determine the projected, or expected time of the UDC position. The predetermined time interval (Ti), which may be made dependent upon engine temperature, is then subtracted and the actual firing time computed, for example by counting-out in a counter the differential time interval determined by the subtraction. The timing intervals are preferably derived from a segmental marker system (20,21; A1,A2), in a counter (1), the extrapolation carried out in a multiplier (2) and the subtracting in a subtraction circuit (3).

Abstract: A switching transistor (5) has its collector connected to a common junction (J) with a load (6), typically an ignition coil (8). A first driver transistor (11) connected through the base-emitter path of a second driver transistor (12) to control the conduction state of the switching transistor. A signal source (20, 21) alternatingly, causing the driver transistor to be blocked or conductive.

Abstract: The destination of commands provided by a microcomputer to an input-output unit over a data bus is provided without an address bus, while a control circuit in the input-output unit is connected with the microcomputer by connections for only three binary signals in one direction, "clear", chip-select and data strobe and one in the other, namely interrupt. The control circuit has a decoder connected to the data bus that sorts out the commands, feeding the outputs through a gate array that are enabled by the chip-select and data strobe signals for timing. Commands for switching, such as beginning and ending counts, and so on are one-byte commands directly transmitted to the appropriate circuits of the input-output. Read and write commands are two-byte commands sequenced by a sequencing and lockout circuit, the circuit selected in first byte being activated to read or write to or from the data bus in the second byte while the decoder is blocked.

Abstract: A voltage-frequency converter having a chargeable and dischargeable memory, a comparator circuit and a subsequent multivibrator, wherein the charging and/or discharging signal for the memory is obtained from special signal sources. At constant charging and discharging signals, a linear voltage-frequency conversion is provided. In the case of variable charging or discharging voltages, non-linear signal conversions are possible. The multivibrator may be a digital monostable multivibrator, to effect precise, reproducible and quantifiable period durations in the output signal of the converter, and thus a very precise voltage-frequency conversion.

Abstract: A nonlinear characteristic curve of a frequency-voltage converter is approximated by summing the outputs of energized ones of a plurality of either voltage or current sources. The current sources are energized and de-energized in accordance with information contained in storage elements which may, for example, be parts of a shift register, or of an addressable storage. The breaks in the characteristic curve are achieved by changing the number of energized current sources or the current supplied by at least some of the sources at time intervals Ti=1/fi, where fi are the break frequencies and where time is measured starting with the leading edge of each pulse of the pulse frequence having the frequency f.sub.x which is to be converted to a voltage. Voltage-frequency converters can be created by connecting the frequency-voltage converter into the feedback path of a converter circuit receiving a voltage U.sub.x and furnishing the frequency f.sub.x in response thereto.

Abstract: An input-output unit carries out some of the operations previously carried out in the microcomputer controlling the ignition, injection, etc. processes so that the number of bits in the microprocessor can be reduced. The input-output unit includes a counter which furnishes speed-dependent or angle-dependent signals. During a predetermined angle of rotation or while a particular speed-dependent value is counted and down, a frequency proportional to the quantity of air in the air inlet is counted, the resultant air number transferred to the microprocessor where it is modified. The modified air number can be counted down in the same counter which was used to count down the speed-dependent signals. The time required for counting down the modified air number determines the injection time and/or the closing time for an electronic switch in the primary circuit of the ignition coil.

Abstract: In a method for controlling the release of a passenger restraint system in a vehicle, an acceleration signal is measured and integrated with respect to time to obtain a velocity signal. A release threshold value for the velocity signal is determined. If the velocity signal then falls below the release threshold value, thus indicating a vehicle collision, the passenger restraint system is released. The release threshold value is controlled depending on the type of accident situation and upon the operating parameters of the vehicle to increase the release sensitivity of the passenger restraint system. For example, the release threshold value is adjusted based on the value of the velocity signal. If the velocity signal decreases in value, then the release threshold is lowered to a more sensitive value.