Abstract: A brake control device includes: a liquid pressure line provided for each vehicle wheel and supplied with a brake liquid pressure; a pressurization unit configured to supply a pressurization brake liquid pressure to the liquid pressure line; an abnormality detection unit configured to detect an abnormality of the liquid pressure line at a time the brake liquid pressure of the liquid pressure line is not greater than a threshold value; and a pressurization adjustment unit configured to continuously supply the pressurization brake liquid pressure to the liquid pressure line of the normal vehicle wheel having a low abnormality occurrence risk and suppress the supply pressure of the pressurization brake liquid pressure to the liquid pressure line of the vehicle wheel having a high abnormality occurrence risk until the abnormality of the liquid pressure line is detected by the abnormality detection unit.

Abstract: A pneumatic brake booster for motor vehicles, comprises a booster housing, the interior of which is separated into a working chamber and a low-pressure chamber by an axially movable wall that can be supplied with a pneumatic differential pressure; a control housing; and a control valve which controls a differential pressure between the working chamber and the low-pressure chamber. The control valve controls an airflow between the working chamber and the low-pressure chamber or a surrounding atmosphere. The control valve has a plate valve and a valve piston, a seal region of which can be sealingly placed on the plate valve and which can be moved in a stroke direction R. A fine and low-noise metering of the brake force is achieved by providing a throttle point between the valve piston and the plate valve for throttling the airflow dependent on the stroke.

Abstract: An electric brake system is disclosed.

Abstract: An electric brake system is disclosed.

Abstract: An electric brake system is disclosed.

Abstract: A wheel chock system includes a chock, a sensor disposed within the chock to sense the proximity to the tire, an outside light box, and an inside control panel. Lamps on the outside light box provide a visual indication as to when the chock is in close proximity to the wheel. Lights on the inside control panel provide a visual indication of the loading dock safety status. The wheel chock system further includes a controller coupled to the inside control panel, programmed to change visual indications of both the outside light signal box and the inside control panel, based at least on the sensor and a loading dock door sensor. The wheel chock system further includes a camera positioned to view the tire and the chock and convey an image of the tire and the chock to a display on or near the inside control panel.

Abstract: Disclosed is a vehicle including a plurality of wheels mounted on at least one axle. Additionally, the vehicle includes a plurality of electric motors corresponding to the plurality of wheels. Further, each electric motor of the plurality of electric motors is operationally coupled to the at least one axle corresponding to a respective wheel of the plurality of wheels. Moreover, the vehicle includes at least one sensor configured to sense a state of at least one part of the vehicle. Further, the vehicle includes a controller configured to control operation of each of the plurality of electric motors based on the state of at least one part of the vehicle. Additionally, the controller is further configured to control operation of at least one electric motor independent of controlling operation of at least one other electric motor of the plurality of electric motors.

Abstract: A hybrid vehicle having an electric drive with a power accumulator, a fuel cell, and a control unit configured to control the operation of the fuel cell. The control unit has logic, at least partially including hardware configured to activate and deactivate the fuel cell as a function of a first characteristic map having a first input variable representing a present power demand of the hybrid vehicle which exists over a first defined observation time range.

Abstract: The disclosure relates to a process for route-dependent control of an energy storage device of an at least partially electrically operated motor vehicle, for example a mild-hybrid passenger vehicle, which is implemented by a charge state control device. In this process, said device receives at least one information-containing data value, which relates to a driving situation to be expected on a route section of a driving route. A prediction of the energy requirement of a first device of an onboard network on the route section takes place using the information received. When a predetermined lower threshold value of the predicted energy requirement of the first device is not met, a control signal is generated that causes an energy quantity of an energy reserve of the energy storage device reserved for the first device of the onboard network to be allocated at least partially to a second device of the onboard network.

Abstract: Disclosed in the present invention is a dual-structured power output apparatus of an electric drive and power system that provides a means for outputting both mechanical power and electrical power. It comprises dual motor/generators having two stator assemblies, two rotor assemblies and a power transmission unit all integrated into a single housing for easy mounting. The power transmission unit is disposed adjacent to the two motor/generators and coupled on both ends to rotating shafts mechanically linked to the rotor assemblies such that they are rotatable relative to each other. It function is to change the rotational speed and torque of at least one of the rotors in order to reduce weight and physical size of the apparatus, and thus significantly improving the power density and capability. The structure of the apparatus is well-suited to improve the performance and fuel efficiency of the prior art hybrid powertrain.

Abstract: When it is judged that a downward slope segment exists in a scheduled traveling route, the control device of a hybrid vehicle sets a target remaining capacity SOC* in a pre-use segment in a downward slope segment and the downward slope segment to a “low-side remaining capacity Sd which is ?Sd smaller than a standard remaining capacity Sn” (step S105). Furthermore, when it is presumed that a rise amount of a remaining capacity by an extended regeneration control is large in the pre-use segment and the downward slope segment (refer to a judgment as “Yes” in step S104), the target remaining capacity SOC* is set to a “low-side remaining capacity Sd which is a sum of ?Sd and ?S1 smaller than the standard remaining capacity Sn” (step S106).

Abstract: A method for controlling torque intervention of a hybrid vehicle includes: during a torque phase time interval, reducing torque of an engine which is connected to a motor and generates a power transferred to a transmission by reducing an amount of air supplied to the engine in a state in which control for generating optimal combustion efficiency of the engine is maintained; increasing torque of the motor as much as the reduced torque of the engine during the torque phase time interval; and during an inertia phase time interval, reducing the increased torque of the motor by subtracting the reduced torque of the engine from an amount of torque intervention request for the transmission. The control for generating optimal combustion efficiency is obtained by controlling an ignition angle of the engine according to the amount of air supplied to the engine to maximize efficiency of the engine.

Abstract: In motor double-drive mode, a first rotation speed and a second rotation speed as a drive shaft rotation speed are calculated from rotation speeds of motors on the assumption that an engine rotation speed is zero. A state where a difference between the first rotation speed and the second rotation speed is larger than a threshold continues, and, when a malfunction counter becomes larger than a threshold, it is determined that there is a malfunction in a one-way clutch or pinion gears. At a start of the engine, it is determined that there is a malfunction in the one-way clutch when the engine rotation speed is normally increasing, and it is determined that there is a malfunction in the pinion gears when the engine rotation speed is not normally increasing.

Abstract: A vehicle rear wheel steering assist control system is provided where a wheel deflection angle measuring instrument is mounted at a front wheel for measuring a steering angle of the front wheel, a rotational velocity measuring instrument is also mounted at the front wheel for testing a velocity of the front wheel, output ends of the wheel deflection angle measuring instrument and the rotational velocity measuring instrument are electrically connected to the data acquisition module, the data acquisition module is electrically connected to the controller, the controller is electrically connected to a data execution module, the rear wheel active steering device is mounted at a rear wheel of the automobile, the rear wheel active steering device is electrically connected to the data execution module, the controller is electrically connected to an ECU of the automobile, each automobile seat is provided with a weight sensor, which are electrically connected to the controller.

Abstract: Systems and methods for automatically parking a vehicle are described including receiving a request from a user to park a vehicle. A database including parking availability information is searched based at least in part on the request and location information associated with the user. An available parking space is determined based on the results of the search, and information related to the available parking space is sent to the user. When confirmation is received from the user indicating that that the vehicle is to be parked in the available parking space, a status of the available parking space is changed to unavailable, and guidance information related to the available space to the user. The vehicle then autonomously navigates to the parking space using the guidance information.

Abstract: A method for controlling a motor vehicle includes steps of scanning an environment of the motor vehicle, controlling the motor vehicle as a function of the scanned information, ascertaining a driving situation of the motor vehicle, and of activating, deactivating or parameterizing a protective function of the motor vehicle as a function of the ascertained driving situation.

Abstract: Disclosed herein is a smart parking assist system may include: a forward object sensing unit, a lateral object sensing unit, a rearward object sensing unit, an object distance calculation unit configured to calculate distance from a lateral object and a rearward object, a parking control unit, and a steering angle adjusting unit. The parking control unit recognizes left parallel exiting, right parallel exiting or perpendicular exiting based on a distance from a forward object sensed through the forward object sensing unit, a distance from a rearward object sensed through the rearward object sensing unit, and a distance from a lateral object sensed through the lateral object sensing unit, and controls steering angle adjustment such that the vehicle moves through the recognized left parallel exiting, right parallel exiting or perpendicular exiting. The steering angle adjusting unit adjusts a steering angle according to steering control signal of the parking control unit.

Abstract: A vehicle includes a steering wheel and a controller. The controller is configured to, in response to receiving location and speed data from other vehicles indicating an expected collision absent a trajectory change, automatically control the steering wheel to direct the vehicle along a collision avoidance path. The collision avoidance path is based on map data identifying a marking type for a traveling lane such that the path crosses the lane when the marking type is broken and does not cross the lane when the marking type is solid.

Abstract: A driver assistance system of a vehicle includes a control operable to control steering of the vehicle and braking of the vehicle responsive to determination of an emergency driving event. The control operates in a normal operation mode and an emergency mode. The control, responsive to determination of an emergency driving event, engages the emergency mode. The control, responsive to determination of a lane in which the vehicle is traveling, and responsive to an emergency mode activation, may control the steering of the vehicle to steer the vehicle along the determined lane. Optionally, the control may not control braking of the vehicle to quickly stop the vehicle responsive to an input from the driver indicative of the driver not wanting to stop the vehicle.

Abstract: A method for controlling a cruise control system on a vehicle includes identifying a vehicle location and identifying a number of respective cruise control overrides by a driver at the vehicle location. If the number of cruise control overrides by the driver is at least a threshold number of overrides, identifying respective actions by the driver after the cruise control overrides, and creating a profile of the driver behavior associated with the vehicle location based on the respective actions by the driver within a range around the vehicle location after the driver overrode the cruise control.

Abstract: A driver assistance system in a motor vehicle includes a detection system for detecting upcoming events which permit an increase in current speed as a result of the lifting of a restriction on a currently valid speed, a functional unit for determining an acceleration strategy for increasing the speed, and an information system for issuing request information to the driver to allow automatic implementation of the acceleration strategy. The functional unit initiates the automatic implementation of the acceleration strategy upon confirmation by the driver of the request information. The request information can be issued to the driver already at a defined point in time before the upcoming event that lifts the restriction on the current speed. If the driver confirms the request information before the upcoming event that lifts the restriction on the current speed has been reached, the functional unit initiates an acceleration strategy that is composed of two-stages.

Abstract: A vehicle is provided with an engine to provide drive torque and a braking system to provide brake torque. The vehicle is also provided with a controller that is programmed to limit vehicle speed to a target speed by controlling at least one of the engine and the braking system to modify its output torque, the target speed being dependent on brake pedal position and a clearance distance between the vehicle and an external object.

Abstract: The exemplary embodiments herein provide a system of roadway network transponders (RNTs) having a plurality of activation RNTs positioned within a roadway, where each activation RNT contains electronic data for controlling the maximum attainable speed of an automobile on the roadway. The system should also include a plurality of deactivation RNTs positioned within the roadway and following the activation RNTs when moving in a direction of vehicle travel, where each deactivation RNT contains electronic data for releasing an automobile from speed controls which control the maximum attainable speed of an automobile on the roadway. The RNTs may be used to control the speed of an automobile before or near a curve, merging point of one or more roads, or a construction zone.

Abstract: A cruise control arrangement is provided with a cruise control speed function and where the cruise control arrangement is provided with a set cruise speed value and a set brake cruise speed value, and where the cruise control brake function is active when the vehicle travels downhill, where the cruise control arrangement is adapted to activate at least one auxiliary brake when the vehicle speed reaches the set brake cruise speed, to apply a service brake of the vehicle in order to reduce the speed of the Vehicle to a predefined first speed if the vehicle speed exceeds the set brake cruise speed when the least one auxiliary brake is delivering full brake power, where the predefined first speed is lower than the set brake cruise speed. Undesired acceleration during downhill travel can be avoided when the brake power of the auxiliary brake is not sufficient. Further, a required downshift can be delayed, which will improve the fuel consumption of the vehicle.

Abstract: A vehicle control device which can substantially eliminate or shorten a period when vehicle speed exceeds a lowered speed limit when a vehicle goes into a road where a speed limit lower than before then during running of the vehicle should be provided. A speed control decreases vehicle speed so that the vehicle speed approaches the next speed limit from a time point when it is judged that a position of the own-vehicle is at a predetermined position in front of a transition point which is a point where the next speed limit starts to be applied, in a case where a specified condition that the next speed limit is lower than the present speed limit is satisfied.

Abstract: A saddled vehicle driven by a driver can include a detection device and a cruise control device for judging the other vehicles detected by the detection device and traveling in a same traffic lane as the own vehicle's traffic lane as a preceding vehicle and for automatically controlling travel of the vehicle driven by the driver so that the vehicle driven by the driver follows the preceding vehicle and keeps a preset intervehicular distance relative to the preceding vehicle. The cruise control device can obtain a forward intervehicular distance which is a distance from the vehicle driven by the driver to the preceding vehicle in a traveling direction and a side intervehicular distance which is a distance from the vehicle driven by the driver to the preceding vehicle in a vehicle width direction and can perform the automatic travel control of the vehicle driven by the driver in accordance with the forward intervehicular distance and the side intervehicular distance.

Abstract: A method and system are provided for controlling a vehicle capable of operating in a fuel economy mode in which fuel is conserved by limiting operation of an engine. The method includes obtaining forecast temperatures for one or more dates and comparing the forecast temperature for each date to a threshold temperature. The method further includes generating a control signal if the forecast temperature for a given date meets a predetermined condition relative to the threshold temperature. The control signal is configured to disable fuel economy mode of the vehicle. The method further includes disabling the fuel economy mode of the vehicle in response to receiving the control signal. By disabling fuel economy mode at selected temperatures, the method and system allow the vehicle to preserve a sufficient state of charge in the vehicle battery for cold starts.

Abstract: A shift control system that reduces drop in driving force and shocks during execution of clutch-to-clutch upshifting is provided. The control system is configured to reduce a torque transmitting capacity of a first clutch at a predetermined rate while increasing a torque transmitting capacity of a second clutch with a reduction in the torque transmitting capacity of the first clutch during execution of the upshifting, to set a target speed of the engine to a level determined by adding a predetermined speed to a synchronous engine speed corresponding to a low speed stage, during a torque phase in which the torque transmitting capacity of the first clutch is being reduced and the torque transmitting capacity of the second clutch is being increased, and to execute a feedback control of an engine torque in such a manner as to maintain the engine speed to the target speed based on a difference between the target speed and an actual engine speed.

Abstract: A method and an arrangement for controlling free-wheeling in a dual clutch transmission in a vehicle is provided, which transmission includes a first and a second transmission mechanism controllable by a first and a second clutch unit, each connected to a first and a second input shaft respectively. The method involves deactivating the first clutch unit, wherein the output shaft of the internal combustion engine and the first input shaft are engaged, and disengaging each of the first set of gears connecting the first input shaft to the driving wheels. Simultaneously, the second clutch unit is deactivated, wherein the output shaft of the internal combustion engine and the second input shaft are disengaged, and one of the second set of gears connecting the second input shaft to the driving wheels is engaged.

Abstract: An analytics platform may obtain anomaly information associated with a roadway anomaly. The anomaly information may be provided by a sensor system including a sensor array. The analytics platform may determine a set of filters associated with identifying the roadway anomaly as being of a particular type. The analytics platform may apply the set of filters to the anomaly information associated with the roadway anomaly. The analytics platform may identify, based on applying the set of filters to the anomaly information, the roadway anomaly as being of the particular type. The analytics platform may provide, based on identifying the roadway anomaly as being of the particular type, information associated with the roadway anomaly.

Abstract: A vehicle safety method includes steps: monitoring a face state of a driver and determining whether the face state satisfies a tired state or not; sensing a physiological state of the driver and determining whether the physiological state satisfies a conscious state or not; sending a warning query when the face state satisfies the fired state and the physiological state satisfies the conscious state; determining whether a response corresponding to the warning query is received or not; and activating a vehicle safety mechanism if the response corresponding to the warning query is not received.

Abstract: A system for monitoring operator behavior, motor vehicle behavior, geography and environment, including at least one mobile device and/or at least one personal monitoring system; application software resident on the mobile device for gathering, recording, characterizing, comparing, classifying and communicating information relevant to the motor vehicle operator, the motor vehicle, the geography, and/or the environment, wherein the information is recorded and processed when the operator is operating the motor vehicle and/or not operating the motor vehicle, and wherein the application software is activated or deactivated based on certain predetermined trigger events; at least one central control system in communication with the mobile device and/or the personal monitoring device, wherein the central control system further augments, processes and classifies the information gathered by the application software and communicates the processed and characterized information to a user of the system; at least one algor

Abstract: The invention relates to a wheel speed sensor being configured to send two types of data packets, wherein data packets of one type contain amplitude information. The invention relates further to a wheel speed sensing system comprising such a wheel speed sensor.

Abstract: An electronic control unit (11) of a drive assist apparatus (10) acquires electric power source identification information for identifying a source of an electric power currently charged in a battery and electric power amount information representing an electric power amount corresponding to the source from an electric power acquisition unit (14), thereby recognizing a battery remaining amount SOCrg representing a green electric power, a battery remaining amount SOCj representing a privately generated green electric power, and a battery remaining amount SOCrs representing a non-green electric power. The unit (11) presents travelable ranges each formed by connecting a group of maximum reachable points to which a PHV can reach by using each of a battery total remaining amount SOCr and the battery remaining amounts SOCrg, SOCj, and SOCrs to a user (driver) by using an information presentation unit (12).

Abstract: A line bypass system includes a support structure including a first support portion and a second support portion spaced apart from the first support portion. The support structure includes an attachment portion that attaches the first support portion to the second support portion. The first support portion and the second support portion define a first opening on a first side of the attachment portion and a second opening on a second side of the attachment portion. The first opening movably receives a first guide wire and the second opening movably receives a second guide wire.

Abstract: A cable car system includes vehicles that are clamped to a hauling cable along the route and decoupled from the hauling cable upon entering the stations. The vehicles are moved through the stations by control tires which are coupled to one another by gear mechanisms and driven via a supporting pulley for the hauling cable. The control tires are mounted on a supporting frame on at least one supporting structure. The rotation of the supporting pulley that drives the control tires is derived from the hauling cable by way of a drive belt. The drive belt runs over the supporting pulley, which is mounted on a pivotable rocker, and over at least one control tire. The pivotable rocker is mounted on the supporting structure for the supporting frame, or the pivotable rocker is mounted on a supporting structure to which the supporting frame is not attached.

Abstract: The invention relates a sandbox for rail vehicles, of a type comprising a sand container, on the bottom of which there is a hollow body which presents one or several openings through which sand flows out towards an ejector assembly beneath by passing through an outler hole controlled by an axially sliding vertical shutter located inside said hollow body and means handling and controlling said shutter which cause its translation between a lower position in which said output hole is closed and an upper, maximum opening position, whereby said shutter features a cylindrical shape and its lower end functionally cooperates with a ring shaped, sealing coaxial seat, corresponding to said outlet hole of said container.

Abstract: A carbody of a railcar includes a roof bodyshell, a side bodyshell, and a cantrail. The cantrail includes: an outside plate; an inside plate arranged at a car inner side of the outside plate and spaced apart from the outside plate; and a plurality of coupling rib plates coupled to the outside plate and the inside plate and forming a plurality of triangles together with the outside plate and the inside plate. Each of the outside plate and the inside plate includes a plurality of sections each connecting apexes of the triangle. The plurality of sections of at least one of the outside plate and the inside plate include a plurality of flat plate sections. In the at least one plate, two or more adjacent flat plate sections among the plurality of flat plate sections are arranged on a straight line.

Abstract: A canopy tour system follow a route including multiple legs of track line, and may run multiple track lines in parallel along each leg, establishing the route of descent. Each leg extends between an associated upper station and lower station, used for loading, launching, receiving, and unclipping, respectively, riders of trolleys on the zip lines. A system of mechanical and electronic interlocks provides safety for users in remote locations, enabling individual riders to operate trolleys, including attaching and dis-attaching the trolleys from various track lines, unattended by other workers or employees of the canopy tour operation. Multiple trolleys may travel simultaneously and in close proximity to one another as a group on a single line. Each group traveling together is controlled by a single braking trolley ahead, behind, or in the midst of the group.

Abstract: A locomotive control system and method of use operable to provide operational control of a locomotive ensuing the detection that the locomotive will enter a railroad switch having the point blades incorrectly positioned. The locomotive control system further includes a point alignment detection sensor being operably coupled to a railroad switch and the point blades thereof. A plurality of track transceivers are mounted adjacent to the railroad switch and extend outward from the railroad switch along the railroad track. At least one engine transceiver is provided and is operably coupled to a locomotive. A controller is included and functions to provide logic and control of the locomotive control system. The method provides monitoring of the point blades of a railroad switch and detection of the movement of an approaching locomotive having entered the detection zone and is operable to prevent movement through the railroad switch if damage will occur thereto.

Abstract: In a method and system for monitoring rail operations and transport of commodities via rail, a monitoring device including a radio receiver is positioned to monitor a rail line and/or trains of interest. The monitoring device including a radio receiver configured to receive radio signals from trains, tracks, or trackside locations in range of the monitoring device. The monitoring device receives radio signals, which are demodulated into a data stream. That data stream is then decoded to find an identification number, which identifies a particular train carrying a commodity. From an analysis of the radio signals and/or identification of the position of the train, information about the train and/or the commodity it is carrying is derived and then reported to an interested party.

Abstract: A transporting vehicle system includes a prohibited travel zone setter that sets a first prohibited travel zone where entry of a travelling vehicle is prohibited, an additional prohibited travel zone setter that sets a second prohibited travel zone upstream of the first prohibited travel zone according to rules, and a transporting vehicle controller that controls a transporting vehicle to prevent the vehicle from entering the first prohibited travel zone or the second prohibited travel zone.

Abstract: Distance measurement means measures a distance from a measurement point to a construction gauge in a route of a track. A range identification unit identifies whether or not a measurement point falls within a predetermined range from the construction gauge based on the measured distance. A ground feature identification unit identifies whether or not the measurement point is a measurement point of a feature on a ground. Drawing means draws in a plan view a measurement point identified as a measurement point of a feature on the ground by the ground feature identification unit among the measurement points, and draws in side views a measurement point identified as not a measurement point of a feature on the ground.

Abstract: Movable containers for transporting materials using the motive power of a person are described. The containers include a recess at a bottom end thereof that may extend substantially along a width of the container. An elongated roller is partially located within the recess. The roller may extend substantially along the entirety of the recess and may have a variety of tread patterns. The container may further include more than one roller. More than one roller may be partially located within the recess of the container.

Abstract: Disclosed is a device for turning rotatable rods for folding or unfolding wheels of a carrier, the device comprising: a pair of rotatable rods, each of which comprises one or more helical lines; a cross bar comprising helical line coupling portions coupled to one or more helical lines, and one or more elastic members, which provide restoring forces to the cross bar.

Abstract: The disclosure describes a cart having a frame, a front assembly attached to the frame, a back assembly attached to the frame, and a rotating enclosure assembly attached to the frame. The rotating enclosure assembly includes a removable side and a cage. The removable side is removable from the cage to aid in loading or unloading coils of flexible tubing and can be fixedly attached when installing the flexible tubing coiled around the rotating enclosure assembly. The cart may further include an adjustment mechanism that allows the cart to be adjusted between a mobile state and an immobile state. The back assembly may include one or more immobilizers configured to immobilize the cart into the immobile state.

Abstract: The stroller can folded into a more compact space. The stroller can include a pair of handle frames that include an upper handle frame, a lower handle frame, and a handle frame folding mechanism. The stroller can also include at least one rear wheel frame, at least one front wheel frame, a first frame folding mechanism rotatably connecting the front wheel frame, the rear wheel frame and one of the lower handle frames, and a second frame folding mechanism rotatably connecting the front wheel frame, the rear wheel frame, and the other of the lower handle frames. A seat can be attached to the stroller frame in a forward or rearward facing configuration. The stroller can be compactly folded with the seat still attached to the stroller frame in both the forward and rearward facing configurations.

Abstract: An infant stroller apparatus includes a front and a rear leg frame respectively having a first and a second side portion, a handle frame having a side segment, a seat frame and a bar linkage. The first and second side portions and the side segment are pivotally connected with one another about a first pivot axis. The seat frame is pivotally connected with the side segment about a second pivot axis. The bar linkage has a first and a second end respectively connected pivotally with the second side portion and the seat frame about a third and a fourth pivot axis. When the infant stroller apparatus is deployed, the second pivot axis is above the first pivot axis, the third pivot axis is above the first pivot axis, and the fourth pivot axis is above and behind the first pivot axis.

Abstract: A motor vehicle steering wheel has a display unit which is provided in the steering wheel rim and gives the driver an indication on the vehicle steering angle in the manner of a scalar display. The display unit is active at least when the motor vehicle is in an autonomous or highly automated driving move in which the steering wheel does not move, not even when the vehicle negotiates curves. The display unit can operate in a slightly anticipatory manner so as to be able to give an indication on the vehicle steering angle to be set by a control system for the autonomous driving mode on a stretch of road that lies ahead and is visible to the driver. In certain boundary conditions, the display unit can display a vehicle steering angle that is too great or too small, depending on the traveling speed of the vehicle.

Abstract: A climate control device (15) for influencing at least one climatic parameter of a handle (5) of a steering device (2), the climate control device (15) having an air moving device (21) for providing a stream of air, a handle distributor (26) for distributing a stream of air towards at least a part of the handle (5). It is planned that the air moving device (21) as well as the handle distributor (26) can be or are mounted to a static area, which remains static in relation to adjustment movements of the steering device (2), the handle distributor (26) has at least one air outlet (35,35?) to generate a stream of air from the handle distributor (26) at the static area towards the handle (5).