Abstract: The invention relates to a device and a method for stabilizing a vehicle, having a detection device (10) which is provided for determining an actual value of a lateral dynamics variable which describes the lateral dynamics of the vehicle, and having an evaluation unit (11) which determines a setpoint value for the lateral dynamics variable and limits said setpoint value to a limit value which is determined as a function of a prescribed stability condition if it is found that the magnitude of the setpoint value of the lateral dynamics variable exceeds the magnitude of the determined limit value, with the evaluation unit (11) actuating vehicle assemblies (12), which are provided for influencing the longitudinal and/or lateral dynamics of the vehicle, as a function of a comparison of the determined actual value and the determined and possibly limited setpoint value of the lateral dynamics variable in such a way that the driving stability of the vehicle is increased.

Abstract: A method and apparatus for preventing roll in a vehicle utilizing a detection device which determines an actual yaw rate of the vehicle, an evaluation unit which determines a setpoint value and a threshold value for the yaw rate, and a control device for controlling vehicle units that influence the dynamics of the vehicle. The evaluation unit controls the vehicle units, by comparing the determined actual value of the yaw rate variable with the determined setpoint value; such that the actual value of the yaw rate variable assumes the determined setpoint value. If the setpoint value exceeds the threshold value, the vehicle the evaluation unit limits the determined setpoint value to the determined threshold value. According to the invention, the evaluation unit determines the threshold value of the yaw rate variable as a function of a threshold value of a roll angle variable which describes a roll angle of the vehicle.

Abstract: The present invention relates to a method for determining a vehicle state having the method steps: estimation of a first state in a vehicle (F) by means of a first vehicle model using predetermined parameters ({dot over (?)}, {umlaut over (?)}, ay, ax); estimation of a second state of the vehicle (F) by means of a second vehicle model using the predetermined parameters ({dot over (?)}, {umlaut over (?)}, ay, ax); weighted switching over from the first vehicle model to the second vehicle model at the transition of the vehicle (F) from the first state into the second state as a function of at least one estimated parameter (?). The present invention also makes available a device for determining a state of a vehicle (F).

Abstract: In an apparatus or a method for determining a spatial alignment of a semitrailer or trailer which is connected to a prime mover, sensors are provided which are arranged on the prime mover in order to produce sensor signals which describe the spatial alignment of the semitrailer or trailer relative to the prime mover, wherein the sensors detect contours of the semitrailer or trailer. Furthermore, an evaluation unit is provided which uses the sensor signals to determine at least one angle variable which describes an angle between the prime mover and the semitrailer or trailer. The sensor signals include image information from at least one of a two-dimensional representation and an image of a linear sub-area of the detected contours of the semitrailer or trailer. The evaluation unit determines the at least one angle variable on the basis of the image information by evaluating the rate of change of geometric characteristics of the at least one of the two-dimensional representation and the image.

Abstract: The device according to the invention relates to a device for detecting a risk of aquaplaning which arises during the driving mode of a vehicle. The device contains for this purpose first means which determine a first propulsion variable which describes the propulsion of the vehicle which is to be expected on the basis of the operating state of the engine and/or of the drive train. In addition the device contains second means which determine a second propulsion variable which describes the propulsion occurring during the driving mode of the vehicle and which arises due to the longitudinal acceleration acting on the vehicle. The presence of the risk of aquaplaning is inferred as a function of a deviation between the first propulsion variable and the second propulsion variable.

Abstract: The device according to the invention relates to a device for detecting a risk of aquaplaning which arises during the driving mode of a vehicle. The device contains for this purpose first means which determine a first propulsion variable which describes the propulsion of the vehicle which is to be expected on the basis of the operating state of the engine and/or of the drive train. In addition the device contains second means which determine a second propulsion variable which describes the propulsion occurring during the driving mode of the vehicle and which arises due to the longitudinal acceleration acting on the vehicle. The presence of the risk of aquaplaning is inferred as a function of a deviation between the first propulsion variable and the second propulsion variable.

Abstract: In a method of determining the traction of motor vehicle wheels on wet pavements, a surge force generated by a water film on the pavement in front of at least one of the vehicle wheels is measured and from the measured surge force value and the instantaneous vehicle speed a critical speed at which the vehicle wheel will aqua-plane is determined and this critical speed is displayed to the driver or it is used to control a vehicle drive unit to keep the vehicle speed below the critical speed.

Abstract: For conducting exothermic catalytic reactions, e.g., production of methane from CO.sub.x and H.sub.2, a reactor is cooled internally by indirect heat exchange with a single heat exchanger provided in the reactor feed inlet region with a gradually increasing surface intensity (defined as the product of the overall coefficient of thermal conductivity, (h), of the tube wall times the cooling surface density, m.sup.2 /m.sup.3) reaching a maximum intensity at a central zone of the heat exchanger where the preponderant cooling occurs. A zone of gradually decreasing cooling surface intensity may also be provided at the outlet end of the reactor, and uncooled adiabatic zones may be incorporated in the zones immediate the inlet and outlet ends of the reactor.

Abstract: Cracking gases are cooled by spraying them through a multiplicity of orifices into a cooling oil bath below the surface thereof.

Abstract: An apparatus for the cooling of a cracking-gas stream comprises a vertical pipe through which the cracking-gas stream is conducted and opening into a larger pipe section which surrounds the first-mentioned pipe across an annular gap. A plurality of inlets open tangentially into this gap, upstream of the mouth of the first pipe to distribute cooling oil along the wall of the second pipe. The cooling oil film is found to be uniform and coherent and prevents contact of the cracking gas with the wall of this pipe. A further pipe opening axially into the surrounding pipe or pipe section sprays an additional quantity of cooling oil into the cracking-gas stream downstream of the mouth of the inlet pipe.