Abstract: A power semiconductor device comprising a power semiconductor module and a heat sink and a method for its manufacture. The heat sink has a first cooling housing component, with a cutout passing therethrough, and a second cooling housing component, with a cooling plate arranged in the cutout. The first and second cooling housing components are configured and arranged relative to one another so that a cavity is formed at the side of the cooling plate facing away from the power semiconductor components. The cooling plate is connected to the first cooling housing component by a first weld seam which extends circumferentially therearound. The first weld seam seals the cooling plate in relation to the first cooling housing component, and the second cooling housing component is connected to the first cooling housing component. The inventive power semiconductor device has good heat conduction from the power semiconductor components to a heat sink.

Abstract: A power semiconductor device comprising a power semiconductor module and a heat sink and a method for its manufacture. The heat sink has a first cooling housing component, with a cutout passing therethrough, and a second cooling housing component, with a cooling plate arranged in the cutout. The first and second cooling housing components are configured and arranged relative to one another so that a cavity is formed at the side of the cooling plate facing away from the power semiconductor components. The cooling plate is connected to the first cooling housing component by a first weld seam which extends circumferentially therearound. The first weld seam seals the cooling plate in relation to the first cooling housing component, and the second cooling housing component is connected to the first cooling housing component. The inventive power semiconductor device has good heat conduction from the power semiconductor components to a heat sink.

Abstract: Disclosed is a device for activating a security system in a vehicle including a first and second vehicle sensor (4). The sensor include, respectively, a measuring value sensor (4.1) which can detect acceleration and structure-borne noise, and a central unit (2) which evaluates the signals of at least two vehicle sensors (4) and activates the security system according to the signals. The first and second vehicle sensors have a first direction of sensitivity for at least one measuring value sensor (4.1), which is used to detect acceleration, and a second direction of sensitivity for at least one measuring value sensor (4.1) which is used to detect structure-borne noise.

Abstract: Disclosed is a device for activating a security system in a vehicle including a first and second vehicle sensor (4). The sensor include, respectively, a measuring value sensor (4.1) which can detect acceleration and structure-borne noise, and a central unit (2) which evaluates the signals of at least two vehicle sensors (4) and activates the security system according to the signals. The first and second vehicle sensors have a first direction of sensitivity for at least one measuring value sensor (4.1), which is used to detect acceleration, and a second direction of sensitivity for at least one measuring value sensor (4.1) which is used to detect structure-borne noise.

Abstract: Disclosed is a device and a method for disposal of occupant protection devices/road user protection devices with a pyrotechnic igniter, by which both a reliable disposal of the device as well as a stable/malfunction-free placing of the device in operation can be ensured with implemented disposal capabilities/disposal routines (protection from faulty activations in the event of simple errors).

Abstract: In a method for controlling the braking process of a motor vehicle, nonlinear boosting of the braking force is performed if the actuating speed of the brake pedal exceeds a specified trigger threshold value. This trigger threshold value is formed as a function of the instantaneous speed of the motor vehicle, the pedal position of the brake pedal or a variable directly proportional thereto, and of a motor vehicle specific, brake dependent correction value.

Abstract: A method is described for determining the wheel speed during braking of a vehicle having in addition to at least one wheel with speed sensor at least one further wheel without speed sensor and means for determining the braking pressure. For this purpose, the braking operation is subdivided into several time intervals during which the relative value from the braking energy and the kinetic energy of the vehicle are obtained, and the contribution of the wheels without speed sensors to the braking energy is defined during a first time interval. Furthermore, the ratio of the relative value in this time interval to the relative values in further time intervals is formed, and the mean value for the wheel speed of all wheels without speed sensors is ascertained in the further time intervals from the ratio of the relative values.

Abstract: A method is described for determining brake coefficients, which define the relationship between the brake pressure and the brake force at a wheel or axle of a motor vehicle or of a section of a vehicle combination during the braking operation of the vehicle or vehicle combination. During the braking operation of vehicle, the wheel speed and the brake pressure are determined measurement/time intervals with differing brake pressure distribution between the wheels, axles or vehicle sections are formed, in which the equilibrium of forces between the brake force and the force of inertia of the motor vehicle is obtained.

Abstract: A method inputting starting and destination points into an electronic navigation system for motor vehicles in which relevant data of street system maps comprising a street identification character and reference point coordinates with assigned house numbers, are stored in a data storage. When inputting, the street identification character and house number of the starting and destination point are entered, then the data storage is first searched for the street identification character and then for the inputted house number. When there is agreement with a house number of the reference points in the data storage its coordinates are taken over for navigation. When there is a disagreement, the reference points adjacent to it in the data storage are determined and the coordinates of the starting or destination point are determined by means of interpolation and used for navigation (FIG. 20).

Abstract: A method for determining the north direction or the travel direction of a vehicle having an electronic compass is proposed by means of which field disturbances at the magnetometer of the compass, occurring during the navigation drive, are measured and evaluated for avoiding angle errors on the direction indication of the compass. For this purpose, the measurement values (Px, y) of the magnetometer are continuously checked by an evaluating circuit of the navigation system and with a deviation (.DELTA.x, y) of several successive measurement values past a predetermined tolerance range (A) of the locus diagram and a simultaneous angle change of the earth's magnetic field vector, an intervention is effected in the direction indication. In this connection, according to the invention, the rate of change (.DELTA..zeta.

Abstract: A method for determining the direction of the earth field, the north direction and the travelling direction of a vehicle by way of a magnetometer mounted in the vehicle is based on dynamic compensation or updating of interfering field changes. For this purpose, a resultant vector (v.sub.K) is formed from the magnetic field vector (V.sub.M) effective at the magnetometer, the previous hard-magnetic interfering field vector (H.sub.H) and the nominal vector (V.sub.P) determined from the circle diagram (O) of the magnetic field, as interfering field change in accordance with the equation v.sub.K =V.sub.M -v.sub.B -H.sub.H and this vector is weighted with a factor (k<1). The weighted resultant vector (K.times.v.sub.K) is then added to the previous interfering field vector (H.sub.H). Using the new hard-magnetic interfering field vector (H.sub.H'), thus determined, the direction of the earth field is then calculated in known manner and evaluated for navigation.

Abstract: To determine the optimal location for a magnetic field sensor in a navigational system in a vehicle, the field sensor is preliminarily and releasably secured at a first location in the vehicle, and then the vehicle is rotated by 360.degree., for example by moving it in a circular course. An evaluation circuit is connected to the field sensor which determines the maximum or minimum value of the entire field vector (H.sub.x, H.sub.y). The level of the disturbance field (Hs.sub.x, Hs.sub.y) is determined by carrying out the calculation by adding half of the respective maximum and minimum values in the respective vectorial directions. The steps are then repeated with a different location of the sensor and, when a minimum disturbance field is determined, the sensor can be secured to the vehicle.

Abstract: A method for establishing the driving direction of a motor vehicle is suggested with an electronic compass which is provided with a magnetometer having two probes being turned by 90.degree. with respect to each other and an evaluation circuit. For establishing the ground field (He) and its angle (.phi.') in a vector diagram (X,Y) at first the measuring points (M1 . . . M4) with the maximum and minimum values (x,y) of the elliptical polar frequency (O) of the magnetic field (H) measured on the magnotemeter by turning the vehicle are picked up and from this the vector of a fixed interference field (Hs) with the coordinates of the center point (P) is established as a parameter of the polar frequency (O). Thereafter, the measuring points (M5 . . . M8) of the magnetic field (H) with the maximum and minimum distances of the points on the polar frequency (O) with respect to its center point (P) are picked up and from this the length of the semiaxis (a,b) are established as parameters of the polar frequency (O).