Abstract: A method for operating a drive device for a motor vehicle including an internal combustion engine and an electrical machine. A drive shaft of the internal combustion engine can be coupled to a machine shaft of the electrical machine by a shift clutch. The shift clutch is opened in a first shift state for decoupling the internal combustion engine and the electrical machine, and is closed in a second shift state for coupling the internal combustion engine and the electrical machine. When a switching occurs from the first shift state to the second shift state, a clutch target torque that is set at the shift clutch is determined in a first mode of operation by a closed-loop control, and in a second mode of operation is determined by an open-loop control.

Abstract: A method for operating a drive device for a motor vehicle, which has an internal combustion engine and an electric motor. A drive shaft of the internal combustion engine can be coupled to a motor shaft of the electric motor by a shift clutch. The shift clutch is adjusted to a desired clutch torque over a dragging period for startup of the internal combustion engine. Prior to the startup, a quantity of heat that is expected to accrue in the shift clutch during the startup is predicted and, when the predicted quantity of heat exceeds a limit value, at least one operating parameter of the drive device that influences the startup is chosen in such a way that the quantity of heat expected to accrue is reduced.

Abstract: A vehicle control system includes a first error module that determines a first yaw error based on a difference between a yaw rate of the vehicle and a target yaw rate. A second error module determines a second yaw error based on the first yaw error and a target yaw error. A target yaw error module sets the target yaw error based on a skill level of a driver of the vehicle. An adjustment module selectively one of increases and decreases a target adjustment when the second yaw error is greater than a first predetermined threshold. An actuator control module, in response to the increase in the target adjustment, actuates a dynamics actuator of the vehicle.

Abstract: Lateral control of a vehicle, based on surroundings sensor signals of a surroundings sensor system of a host vehicle and/or maps, combined with an instantaneous position determination, wherein the course of the instantaneously traveled roadway and the position of the host vehicle on the roadway are determined, based on the surroundings sensor signals and/or the position determination, autonomous steering interventions are made in the host vehicle, which as a result, approximate or correspond to actuations of a steering wheel of the host vehicle, or provide a driver with information concerning steering interventions, a horizon position on the instantaneously traveled roadway to which the host vehicle is to be oriented is repeatedly determined, in that, starting from an instantaneous position of the host motor vehicle, an inner tangent point situated ahead of the host vehicle on the instantaneously traveled roadway is determined, and, starting from a point on the host motor vehicle, a tangent through this inner

Abstract: The vehicle attitude control device generates target yaw moment on the basis of the deviation between a standard yaw rate and an actual yaw rate and is applied to a vehicle driven with the target yaw moment. The vehicle attitude control device is provided with a detection speed processor that performs a process such that a vehicle speed gently changes, a limit yaw rate calculator that determines a limit yaw rate by dividing lateral acceleration by the processed vehicle speed, and a standard yaw rate corrector that corrects the standard yaw rate using the limit yaw rate when the standard yaw rate is higher than the limit yaw rate. A target yaw moment calculator generates target yaw moment on the basis of the deviation between the standard yaw rate corrected by the standard yaw rate corrector and the actual yaw rate.

Abstract: Techniques pertaining to vehicle occupancy indication and utilization thereof are described. A method may involve determining occupancy information regarding a number of occupants in a vehicle. The method may also involve indicating the occupancy information in either or both of a human-perceivable way and a machine-perceivable way.

Abstract: A time to collision is determined between a turning host vehicle and each of a plurality of targets. Based on a lateral distance and a longitudinal distance, a minimum distance is determined between the turning host vehicle and each of the plurality of targets. A threat number is determined for each target selected based on the time to collision and the minimum distance. A vehicle component is actuated based on the threat number.

Abstract: A method and apparatus for preventing a collision with a gate of a vehicle are provided. The method includes: determining whether a hitch in a vehicle bed will be coupling with a trailer; determining whether a gate of the vehicle bed is in a closed position; and performing at least one from among displaying a warning of a potential collision and opening the gate of the vehicle bed, if it is determined that the hitch in the vehicle bed will be coupling with the trailer and the gate of the vehicle bed is in the closed position.

Abstract: Systems and methods for slowing (and stopping) a subject vehicle in response to detection of an emergency vehicle with activated emergency lights, or a school bus with activated stop lights.

Abstract: A saddle-ride vehicle includes a forward travel sensor a brake that decelerates the vehicle by actuation of a rider-operable brake control. A controller identifies a trigger for an autonomous braking event for the brake. A rider sensor system is in electrical communication with the controller and includes one or both of: a rider cognition sensor operable to detect parameters of rider cognition and report rider cognition status to the controller, and a rider physical sensor operable to detect parameters of a physical engagement between a rider and the vehicle and report rider physical engagement status to the controller. The controller is programmed to perform one or both of the following in response to the identification of the autonomous braking event trigger: checking for a positive cognitive engagement of the rider with the rider cognition sensor, and checking for a positive physical engagement of the rider with the rider physical sensor.

Abstract: Example collision avoidance systems and methods are described. In one implementation, a method receives data from multiple sensors mounted to a first vehicle. A collision avoidance system determines a likelihood that a second vehicle will collide with the back of the first vehicle based on the received data. If a collision is likely, the method identifies open space near the first vehicle and determines a best action to avoid or mitigate the likely collision based on the identified open space.

Abstract: In order to control a technical system, a user control variable is read in and a plurality of control variable variants of the user control variable are generated. A respective trajectory of the technical system is extrapolated for the user control variable and for the control variable variants, for which a respective reliability is evaluated. Furthermore, a respective distance of each control variable variant to the user control variable is determined. The user control variable is then selected as a control signal for the technical system in the event that the trajectory extrapolated for the user control variable is evaluated as reliable. Otherwise, a control variable variant with an extrapolated trajectory evaluated as reliable is selected from the control variable variants as a control signal, wherein a control variable variant with a low distance is preferably selected. Finally, the control signal for controlling the technical system is emitted.

Abstract: Disclosed is an arrangement and a method for mitigating a forward collision between a host vehicle, having sensors for monitoring a road ahead and wheel brakes, and an oncoming vehicle. The sensors are utilized to estimate parameters of an oncoming vehicle. The estimated parameters are utilized to predict a future path of the oncoming vehicle, and host vehicle parameters are utilized to predict a future path of the host vehicle. The predicted future paths are assessed to determine if a forward collision is likely unavoidable assuming full freedom for performing avoidance maneuvers for both vehicles. The wheel brakes are controlled to reduce a relative longitudinal velocity between the vehicles at a predicted collision instant if determined that a forward collision is likely unavoidable at a determined relative longitudinal velocity above a first threshold.

Abstract: A vehicle control device including an acquisition unit for acquiring an object position detected by an object detection sensor, an identification determination unit for determining that a plurality of object positions relates the same object when the plurality of object positions is acquired by the acquisition unit, and a selection unit that selects a current target position from among the plurality of object positions based on the previous object position that was set as the operation target of a safety device in the case when the identification determination unit determines that the plurality of object positions relates to the same object, and an operation control unit for controlling the operation of the safety device based on the current target position.

Abstract: A vehicular control system includes a camera and a receiver disposed at the equipped vehicle. A control includes an image processor that processes image data captured by the camera to detect vehicles present within the field of view of the camera. The vehicular control system determines presence of another vehicle that constitutes a potential hazard existing exterior of the equipped vehicle responsive at least in part to a wireless communication originating from the other vehicle and received by the receiver. When the other vehicle enters the field of view of the camera, and responsive at least in part to the image processor processing image data captured by the camera, the control detects that the other vehicle is present within the field of view of the camera and controls at least one vehicle function of the equipped vehicle to mitigate collision with the other vehicle.

Abstract: The automated driving behavior of a self-driving vehicle may be controlled. In some cases, a system may determine a collision risk for the first self-driving vehicle. The first vehicle may receive from one or more nearby vehicles a collision risk assessment value determined by said vehicle. The first vehicle may determine an aggregate collision risk score based on the determined collision risk and the received collision risk assessments. Responsive to a determination that the aggregate collision risk score has changed relative to a previously calculated aggregate collision risk score, the first vehicle may adapt at least one of its self-driving parameters to control automated driving behavior.

Abstract: There is provided a driving assistance device configured to be equipped in a subject vehicle. An imaging unit is configured to acquire an image of a preceding vehicle running in front of the subject vehicle equipped with the driving assistance device. A cargo-falling predicting unit is configured to predict whether a cargo loaded on a loading platform of the preceding vehicle will fall off, from change with time in an image of the cargo or an image of an accompanying object of the cargo on the basis of the image acquired by the imaging unit. An information providing unit is configured to provide information on falling of the cargo if the cargo-falling predicting unit predicts that the cargo will fall off.

Abstract: A lane keeping assistance system including: means for determining a first position of the vehicle in a network with a first accuracy; first interface for providing trajectory of the vehicle in the network; second interface for providing position data of right boundary objects and position data of left boundary objects, and radar signatures of these boundary objects; radar system to scan right and left lateral environment of the vehicle and determine distances to objects on a right of the vehicle and radar signatures thereof, and distances to objects on a left of the vehicle and radar signatures thereof; evaluation unit to perform identification of acquired objects based on the first position, the provided data, and the determined data, and to determine a second position of the vehicle with a second position accuracy; and control device to control the vehicle taking into consideration the target trajectory and the second position.

Abstract: An autonomous driving system includes at least one electronic control unit configured to set parameter among parameters, in response to an input by an occupant of a vehicle. The parameters are relevant to a traveling when the vehicle travels by an autonomous driving control. The at least one electronic control unit is configured to execute the autonomous driving control in accordance with the parameter. An autonomous driving system includes a canceling operation input unit to which the occupant inputs a canceling operation for the parameter. The at least one electronic control unit is configured to change the parameter to a regular value, when the occupant inputs the canceling operation to the canceling operation input unit after the parameter is set in response to the input by the occupant.

Abstract: A drive planning processor plans a driving operation plan for a subject vehicle traveling on a route. The drive planning processor sets one or more candidate stop positions for the subject vehicle to make a stop, using determination results for relationships between the subject vehicle and a plurality of events which the subject vehicle encounters in a time-series manner when traveling on a first route. The one or more candidate stop positions are set for respective events. The drive planning processor plans a driving operation plan for a scene which the subject vehicle encounters using determination results for relationships between the subject vehicle and the plurality of events which the subject vehicle encounters at the candidate stop positions.

Abstract: An apparatus and method of controlling a vehicle including a drive motor are provided. The apparatus includes a data detector that detects a driving information including a vehicle speed, a position value of a brake pedal and a drive motor speed and a drive motor that generates a driving torque for driving the vehicle and selectively operates as a generator. A controller then determines a braking mode based on the driving information and adjusts a shift completion timing in accordance with the braking mode.

Abstract: A method of assisting a full lane change process using at least five cameras provided on a vehicle, a computational device, and an augmented reality device includes: capturing images with the at least five cameras; generating lane change information from the captured images; and displaying the lane change information with the augmented reality device. Generating the lane change information further includes: detecting lanes; detecting the positions and velocities of other vehicles surrounding the vehicle; and generating at least one lane change recommendation.

Abstract: To avoid occurrence of difference in level of torque in a case where direction of relative rotation between internal combustion engine and rotary electric machine is reversed, in starting internal combustion engine with shift clutch device brought into direct engagement state. Control device controls vehicle drive device including transfer clutch device, rotary electric machine, and transmission device each disposed on power transfer path connecting internal combustion engine to wheels.

Abstract: A vehicle control method, system, and computer program product, includes determining a cognitive state of a driver of a vehicle, detecting an upcoming traffic signal at an intersection and a status of the upcoming traffic signal, identifying intersection data relating to the intersection with the upcoming traffic signal, and performing a vehicle control action on the vehicle at the intersection based on the cognitive state of the driver, the status of the upcoming traffic signal, and the intersection data.

Abstract: A computer-implemented method and system for identifying a vehicle driver by a pattern of movement that includes receiving at least one sensor signal from at least one wearable device. The method and system additionally include determining the pattern of movement based on data extracted from the at least one sensor signal and determining if the pattern of movement is consistent with at least one driver movement pattern. The method and system further include identifying the vehicle driver based on the pattern of movement being consistent with the at least one driver movement pattern. The method and system also include controlling at least one vehicle system by executing vehicle settings associated with the identified vehicle driver.

Abstract: A vehicle control system includes a function that relates (i) pairs of lateral and longitudinal acceleration values to (ii) skill values. A skill module: receives both (i) a lateral acceleration of the vehicle and (ii) a longitudinal acceleration of the vehicle; and, using the function, determines a skill value of a driver of the vehicle based on both (i) the lateral acceleration of the vehicle and (ii) the longitudinal acceleration of the vehicle. A skill level module determines a skill level of the driver of the vehicle based on the skill value. An actuator control module, based on the skill level of the driver, selectively actuates a dynamics actuator of the vehicle.

Abstract: A vehicle control system includes a skill level module that determines a skill level of a driver of the vehicle based on both (i) a lateral acceleration of the vehicle and (ii) a longitudinal acceleration of the vehicle. A handling module determines a handling type based on a rate of change of a steering wheel angle. An actuator control module, based on the skill level of the driver and the handling type, selectively actuates a dynamics actuator of the vehicle.

Abstract: A user experience system discloses determining, using graphical positioning system (GPS) parameters, a geo-physical location of a vehicle, determining a traffic pattern encountered by the vehicle based in the geo-physical location of the vehicle, determining a value of user distraction level for a user in the vehicle, and changing presentation of user experience to the user based on the value of the user distraction level. In an alternative implementation, the vehicle is a semi-autonomous vehicle and determining the user distraction level for the user further comprises determining an amount of active driving of the semi-autonomous vehicle required of the user.

Abstract: A system and method for identifying at least one passenger of a vehicle by a pattern of movement that includes receiving at least one sensor signal from at least one wearable device. The system and method also include determining the pattern of movement based on data extracted from the at least one sensor signal and determining if the pattern of movement is consistent with at least one passenger movement pattern. Additionally, the system and method include identifying the at least one passenger of the vehicle based on the pattern of movement being consistent with the at least one passenger movement pattern. The system and method further include controlling at least one vehicle system by executing vehicle settings associated with the at least one passenger of the vehicle.

Abstract: Some embodiments provide an autonomous navigation system which can navigate a vehicle through an environment according to a selected comfort profile, where the comfort profile associates a particular set of occupant profiles and a particular set of driving control parameters, so that the vehicle is navigated based on the particular set of driving control parameters. The comfort profile is selected based on a determined correlation between the occupants detected in the vehicle interior and the occupants specified by the set of occupant profiles included in the comfort profile. The driving control parameters included in a comfort profile can be adjusted based on monitoring occupants of the vehicle for feedback when the vehicle is being autonomously navigated according to the comfort profile.

Abstract: A system comprising a vehicle control device that includes a body fittable to a vehicle receptacle. An engagement pin is mounted to a side of the body, releaseably lockable to a receptacle hole. A first electrical connector, mounted to a first end of the body, is mateable to an electrical connector, mounted to the receptacle, when the engagement pin is engaged. A steering wheel is releaseably and rotatably engagable by a second end of the body.

Abstract: A user interface unit alternately designates an automatic switching mode, a manual-on mode, and a manual-off mode. A determining unit determines whether or not execution of driving assistance is permitted at a current time, based on a predetermined determination index related to whether or not execution of driving assistance is possible. A control unit executes a driving assistance mode when the execution of driving assistance is permitted and executes a manual driving mode when the execution of driving assistance is determined to not be permitted, under a condition that the automatic switching mode is designated. The control unit executes the driving assistance mode when a switch for designating the manual-on mode is operated, under a condition that the execution of driving assistance is permitted. The user interface unit does not receive input that designates the manual-on mode when the execution of driving assistance is determined to not be permitted.

Abstract: A user interface device is configured to select an operating mode for an automated drive in a motor vehicle. The user interface device has a switching device to switch over between different driving automation stages of a motor vehicle, a selection device to determine at least one driving parameter in order to configure the driving automation stage selected by the switching device, and a display device which interacts with the selection device in order to display available selection possibilities for the at least one driving parameter when configuring the selected driving automation stage. It is thus possible to select and configure one of multiple driving automation stages of the motor vehicle even in the event of a plurality of such stages and configuration possibilities for the stages using a simple and space-saving operating design with only two different input types; namely, the switch-over between the driving automation stages and the configuration process using the selection device.

Abstract: A motor-driven vehicle includes a power storage device and a control device configured to perform a restraint process for restraining progress of deterioration of the power storage device when a parameter falls outside a predetermined range. The control device sets the predetermined range to be narrower when a second mode in which a person other than an owner of the vehicle serves as a user is set as an operation mode than when a first mode in which the owner serves as the user is set as the operation mode.

Abstract: Provided is a control system (1) for a hybrid vehicle (8) which is configured to directly transmit an output of an internal combustion engine (2) to a driven wheel (17) via a lockup clutch (18) and transmit an output of an electric motor is to the driven wheel by disengaging the lockup clutch depending on an operating state of the vehicle. The control system is configured to activate a warning unit (36, 37) when the oil pressure is below a prescribed oil pressure threshold value and the rotational speed of the engine detected by the rotary encoder is higher than a rotational speed threshold value. The rotational speed threshold value is a first threshold value when the lockup clutch is fully disengaged, and a second threshold value higher than the first threshold value when the lockup clutch is fully engaged, being engaged and being disengaged.

Abstract: A bidirectional overhead urban transport (TUEP) for a large transportation capacity, which is suspended over a series of poles, without interfering with the traffic of vehicles and pedestrians surface, which is characterized by having a continuum of autonomous cabins circulating about a tubular track suspended by static wires hanging from the poles. The system has overhead stations for passengers, by which access is given to the suspended cabins, moved by autonomous and independent electric motors which rotate a drive pulley rolling on the upper back of a horizontal tubular track raised or inclined according to the topography of the ground. The peculiarity of this transport system is that each of the cabins that are only for two passengers, travels directly to a destination station, where is diverted from the main flow to a station, so it is not necessary to stop the main flow of cabins, which results in the although circulating at low to moderate speed, the time required to travel is reduced.

Abstract: A transportation system includes a tube defining an interior channel. A vehicle is configured to travel through the interior channel. At least one tension support couples the tube to ground. The tension support(s) exerts tension force into the tube. The tension force exerted into the tube reduces deflection of the tube when the vehicle travels through the interior channel over the tension support(s).

Abstract: A transportation system includes a first support tower, a second support tower, a suspension cable extending between the first and second support towers, and a tube defining an interior channel extending between the first and second support towers. A vehicle is configured to travel through the interior channel. A tension support member has a first end coupled to the suspension cable and a second end coupled to the first tube through an actuator. The tension support member exerts tension force to upwardly pull the first tube towards the suspension cable. The actuator adjusts the tension force when the vehicle travels through the interior channel under the tension support member to reduce deflection of the tube.

Abstract: An anti-derailment apparatus for a bogie of a rail vehicle of the disclosure comprises at least one mounting seat and an anti-derailment slide plate. The transverse orientation of the anti-derailment slide plate on the mounting seat and the extending length of the anti-derailment slide plate in the vertical direction meet the following requirements simultaneously: 1) making the anti-derailment slide plate located at the inside of the ground rail when the rail vehicle runs normally; 2) when at least one wheelset of the rail vehicle climbs rail, the anti-derailment slide plate acts on the ground rail to form lateral limitation points so as to limit the freedom of the rail vehicle and make it still constrained by the ground rail.

Abstract: Disclosed is a telescopic type collision energy absorption device for a rail vehicle, which includes two sets of mechanisms functioned individually. The two sets of mechanisms are mounted respectively on either side of end portion of the vehicle. Each set of the mechanism includes an anti-climber, an energy absorption circular tube, pull rings, cutters, cutter fixing blocks, a mounting base, a cutter base, a guide cartridge, a double-acting type air cylinder, a base, bolts, torsional springs, pins, locating slots, a double-acting type solenoid valve, a controller and air storage tank. When the energy absorption device is in a non-operating state, the double-acting type air cylinder is in a state of tension where it pulls the energy absorption circular tube in such a way that the energy absorption circular tube is retracted into the interior of the guide cartridge, the cutters are pressed against the outer wall of the energy absorption circular tube.

Abstract: A pneumatically piloted retainer valve for bottling brake cylinder pressure that can be set and released in response to changes in the brake pipe pressure. Pneumatically piloted retainer valve provides a brake cylinder pressure retaining function that bottles applied brake cylinder pressure in the brake cylinder when brake pipe pressure is less than a predetermined cut-in pressure. Pneumatically piloted retainer valve includes a retainer valve movable between a reset position, where brake cylinder pressure is in communication with exhaust and a bottle position, wherein brake cylinder pressure is isolated from exhaust. A retainer pilot control valve provides for piloting of the retainer valve in response to a predetermined reduction or threshold increase in brake pipe pressure.

Abstract: An on-board monitoring system for bogies or railroad trucks monitors components over time. The system is modular comprising a first modular device for mounting on the vehicle next to a component to be monitored and passing data on to one or more further modular devices. Focussed data acquisition and ongoing monitoring of a component becomes possible. Data transmission and analysis is also considered.

Abstract: The present invention discloses a train pantograph structural health monitoring system. The system includes one or more sensors mounted to or integrated with the train pantograph, a data acquisition unit for receiving signal or data from the sensors, and a processing unit for determining the train pantograph's structural health based on the received signal or data. Inspections via the system can be performed in real time continuously or periodically while a train is in service. It can also be performed offline while a train is not in service. Inspection method can be either passive, where sensors collect signals without generating excitation signals to the structure, or active, where some sensors are used as actuators to actively send excitation signals to the structure and other sensors or the actuators themselves collect the structural response signals. The data acquisition unit receives signals or data from sensors.

Abstract: An information sharing system derives from a roadway vehicles management system position-related data of a roadway vehicle along a road and determines a roadway vehicle timing at or during which the roadway vehicle is estimated to arrive at or cross a railway crossing. The information sharing system further derives from a railway vehicles management system position-related data of a railway vehicle along the railway and determines a railway vehicle timing at or during which the railway vehicle is estimated to arrive at or have passed the railway crossing. The information sharing system determines, based on comparing a roadway vehicle time window to a railway vehicle time window, that the roadway vehicle time window and the railway vehicle time window at least partly overlap. The information sharing system provides information associated with the overlap to the roadway vehicle or the railway vehicle.

Abstract: A shopping cart attachment for attaching items to a shopping cart. The shopping cart attachment includes a housing with a top end and a bottom end. The top end includes a first latching member and a first upward facing C-shape. The bottom end includes a first downward facing C-shape. A clasp includes a second downward facing C-shape having a first end pivotally attached to the top end of the housing, and a second end having a second latching member releasably connected to the first latching member. A first screw and a second screw are coupled to the bottom end of the housing. A clamp includes a second upward facing C-shape having a first end connected to the housing by the first screw and a second end having an open faced slot sized to receive the second screw.

Abstract: A flatbed shopping cart is disclosed that has a frame, a plurality of casters positioned below the frame, a handle, and a tray. The frame may form an outer perimeter of the cart, where the frame has a first side portion, a second side portion, and a central front portion. The frame may further have a first end on the first side portion and a second end on the second side portion, where the first side portion extends from the first end downward and backward along a curved surface before moving forward toward the central front portion, such that the first end of the first side portion is located forward of a connection point of a rear caster, and a portion of the first side portion extends rearward beyond the connection point of the rear caster before curving forward toward the central front portion. The tray may have a nonsymmetrical elongated hexagon shape.

Abstract: A kit for motorizing a golf bag cart, a motorized golf bag cart, and a method of motorizing a golf bag cart are disclosed herein. The kit can include brackets having clamps, a golf cart drive unit, and a remote control. Each bracket is used to replace a rear wheel assembly of a non-motorized golf bag cart. The clamps are used to attach the golf drive unit to the cart. The remote control is used to control and steer the cart via the attached golf cart drive unit. The golf cart drive unit includes two motors, two axles, two wheels and an axle aligning member. The axles slide relative to the axle aligning member to accommodate golf bag carts having different rear wheel spacing.

Abstract: A power assist system for a wagon having a safety cut-off system is provided. The power assist system preferably includes a wagon body having a plurality of wheels, at least one of which is a driven wheel, a pivotable handle, a drive system having a motor mechanically connected to the driven wheel, a microcontroller that obtains an input signal and provides an output signal to the drive system and, a safety cut-off system connected to the handle. In one embodiment the safety cut-off system includes a safety-control switch electrically connected to the microcontroller, and the microcontroller adjusts the signal sent to the drive system based on a state of the safety-control switch.

Abstract: A method for producing a covered steering wheel for a vehicle. A steering wheel skeleton is overmolded with a matrix material. A covering material is coated on its non-visible side with an activatable material. The coated covering material is applied to the overmolded steering wheel skeleton so that its non-visible side faces the overmolded steering wheel skeleton. Longitudinal edges of the covering material are joined together. The activatable material is activated with creation of an integral connection between the covering material and the matrix material.

Abstract: The present embodiments provide a tilt fixing device for a vehicular steering column wherein no tooth-on-tooth phenomenon occurs between a stationary gear and a movable gear when the driver conducts a tilt locking operation; even if such a tooth-on-tooth phenomenon occurs, a first elastic member installed between the movable gear and a load support member enables tilt locking of the steering column; and, if an external impact is applied, the movable gear slides and meshes with the stationary gear by means of elastic force from the first elastic member such that there occurs a stable tilting operation of the steering column.