Abstract: A vehicle control device comprises: a region recognition unit that recognizes a specific region present in a progression direction of a host vehicle, for example a crossing or an intersection, and identifies the type of the specific region; a space presence determination unit that determines whether or not there is a space through which the host vehicle can enter outside of exits of the specific region; and a vehicle control unit that controls the host vehicle according to the presence of the space. Furthermore, the space presence determination unit switches the method for determining the presence of the space in accordance with the type of the specific region.

Abstract: A method for determining kinematics of a target includes generating a measured trace of a target position, speed, and angle of a target relative to an ego vehicle. The radius of the curve that the target is taking is calculated, using the generated trace. A number of paths possible to be followed by the target are projected, expressed as abstract movement functions of a polynomial degree and using as input the calculated radius. At each further cycle, higher probabilities are added to the paths projected in a previous measuring cycle which are equal with the newly projected ones. The projected paths are kept if the radius remains the same as in the previous measuring cycle. The current kinematics values are computed by smoothing filtering as predicted kinematics values, which are compared with the kinematics values resulted from the projected paths, to determine the final kinematics values.

Abstract: A vehicle control apparatus comprises a setting unit that sets a target position within a lane currently being traveled, and a steering controller that carries out steering control based on the target position. The steering controller can accept a steering input resulting from a manual operation, even when steering control is being carried out, generates a counterforce against the manual operation, and controls steering counterforce characteristics so that when the target position is distanced, in a width direction, from a first reference position near the center of the lane, the steering counterforce against a manual operation in a first direction from the target position toward the first reference position is lower than the steering counterforce against a manual operation in a second direction different from the first direction with respect to a manual operation at a given steering angle.

Abstract: Provided is a vehicle capable of: acquiring an image of a road in front of a vehicle in an autonomous driving mode; recognizing a lane line, a subject lane, and an obstacle on the acquired image of the road; determining whether the recognized obstacle is in a stationary state based on obstacle information detected by an obstacle detector; acquiring, if the obstacle in the stationary state exists on at least one of two subject lane lines constituting the subject lane, a width of involvement of the lane line crossed by the obstacle; determining whether keeping of travelling on the subject lane is to be performed based on the acquired width of involvement; performing a deflection control within the subject lane to avoid the obstacle in the stationary state if it is determined that the keeping of travelling on the subject lane is to be performed; and performing control of departure from the subject lane or deceleration control if it is determined that the keeping of travelling on the subject lane is not to be per

Abstract: A lane departure prevention apparatus (17) has: a departure preventing device (172) for preventing a vehicle (1) from departing from a driving lane by controlling at least one of a steering apparatus (142) and a braking apparatus (13) selected on the basis of a state of the vehicle, when it is determined that the vehicle may depart from the driving lane; and a determining device for determining whether or not an abnormality condition that it is difficult for a person to normally drive the vehicle is satisfied, the departure preventing device prevents the vehicle from departing from the driving lane by controlling the braking apparatus even if the state of the vehicle is not a predetermined state in which the departure preventing device should prevent the vehicle from departing from the driving lane by controlling the braking apparatus, when it is determined that the abnormality condition is satisfied.

Abstract: A steering assist apparatus comprises a steering assist control means for performing a lane tracing assist control (LTA) and a lane changing assist control (LCA) and a non-holding determination means for determining whether or not a first non-holding condition that a non-holding duration time is more than or equal to a first time is satisfied and whether or not a second non-holding condition that the non-holding duration time is more than or equal to a second time shorter than the first time is satisfied. The steering assist control means raises a warning when the second non-holding condition becomes satisfied and stops the LTA when the first non-holding condition becomes satisfied while performing the LTA, and raises a waring when the second non-holding condition becomes satisfied whereas continues the LCA until a completion condition of the LCA becomes satisfied regardless of the non-holding while performing the LCA.

Abstract: An ACC function for performing constant speed cruise according to a target speed when there is no preceding other vehicle in a vehicle's driving lane and performing following cruise by maintaining a predetermined inter-vehicle distance when there is a preceding other vehicle, an LKA function for maintaining cruise, an override function for stopping the ACC function and the LKA function by a driver's operation intervention, and a fallback function for performing fallback control of the ACC function and/or the LKA function, with notifying the driver of stopping the ACC function and/or the LKA function and operation takeover, at a time of system operational design domain deviation of the ACC function and/or the LKA function, override threshold values of the functions serving as a determination criterion of the operation intervention for stopping the ACC function and/or the LKA function at the time of system operational design domain deviation are configured to be altered to a value greater than during normal ope

Abstract: An ACC function for performing constant speed cruise according to a target speed when there is no preceding other vehicle in a vehicle's driving lane and performing following cruise by maintaining a predetermined inter-vehicle distance when there is a preceding other vehicle, an LKA function for maintaining cruise, an override function for stopping the ACC function and the LKA function by a driver's operation intervention, and a function for performing fallback control of the LKA function, with notifying the driver of ACC function stop, LKA function stop advance notice, and operation takeover, at a time of system limit of the ACC function, LKA override threshold values serving as a determination criterion of the operation intervention for stopping the LKA function at the time of system limit of the ACC function are configured to be altered to a value greater than during normal operation when the ACC function is within the system limit.

Abstract: A vehicle controller, a system including the same, and a method thereof are provided. The vehicle controller includes a processor that detect an intervening vehicle based on a line of sight direction of a user; and respond to the intervening vehicle based on an intent of the user when the intervening vehicle is detected; and a storage configured to store information regarding the line of sight direction of the user or the detected intervening vehicle.

Abstract: Methods and systems are presented for improving engaging automatic vehicle motive power source stopping and inhibiting automatic vehicle motive power source stopping. The methods and systems include processing driver inputs in a machine learning model and characterizing the driver in one of a plurality of driver groups. Automatic vehicle motive power source stopping and starting may be adjusted responsive to a group in which a driver is a member.

Abstract: A method for operating a drive-train (1) of a vehicle, in particular a municipal or agricultural utility vehicle, which has at least one drive machine (2), a vehicle transmission (3) with at least two gears, at least one driven axle (8) and at least one power take-off (10). A normal power level is supplied by the drive machine (2), which is controlled or regulated in accordance with a normal torque characteristic curve (18). An operating-situation-dependent manner additional power can be supplied to the at least one driven axle (8) and/or to the at least one power take-off (10). The additional power supplied is controlled or regulated in accordance with operating-situation-dependent torque characteristic curves (18, 19a to 19d, 20a to 20d) which are called up as a function of the gear selected at the time.

Abstract: A vehicle control device includes an operation detection unit that detects an operation input performed by a user to an operation input unit, to which a first operation input to instruct activation or termination of a predetermined function and a second operation input to instruct suspension of the predetermined function can be performed, and a lane change control unit that controls a lane change on the basis of the operation input performed by the user in response to the lane change proposal issued in a state where the predetermined function is operating. The lane change control unit carries out the lane change in the case that the first operation input is performed by the user in response to the lane change proposal, and does not carry out the lane change in the case that the second operation input is performed by the user in response to the lane change proposal.

Abstract: Techniques for managing wheel slip in a through-the-road hybrid vehicle comprise detecting a front wheel slip event based on measured rotational speeds of front wheels, determining a likelihood of a subsequent rear wheel slip event, when the front wheel slip event has ended and the likelihood of the subsequent rear wheel slip event satisfies a calibratable threshold, adjusting a front/rear axle torque split and pre-loading at least one of an engine and a belt-driven starter generator (BSG) unit coupled to a crankshaft of the engine to compensate for a torque drop that is predicted to occur during the rear wheel slip event, and re-adjusting the front/rear axle torque split and pre-unloading at least one of the engine and the BSG unit such that a drop in torque output at a front axle aligns with an end of the rear wheel slip event.

Abstract: A machine is disclosed. The machine may include a continuously variable transmission, a location or movement module, and a controller. The controller may receive a first signal indicating a transmission output speed for the machine. The controller may receive, from the location or movement module, a second signal indicating location or movement information of the machine. The controller may determine a traction value based on the first signal and the second signal. The controller may determine a rimpull limit value based on the traction value. The controller may provide the rimpull limit value to the continuously variable transmission, wherein the continuously variable transmission is to determine a transmission output torque of the machine based on the rimpull limit value.

Abstract: A road surface state estimation device includes a tire-side device and a vehicle-body-side system. The tire-side device is disposed in a tire. The vehicle-body-side system is disposed in a vehicle body. The tire-side device outputs a detection signal corresponding to a magnitude of vibration of the tire, generates road surface data based on the detection signal, and performs data communication with the vehicle-body-side system. The vehicle-body-side system acquires information related to the road surface state, performs the data communication with the tire-side device, transmits vehicle-body-side information indicating that the change in the road surface state occurs to the tire-side device when determining that a change in the road surface state occurs based on the information related to the road surface state, and estimates the road surface state based on the road surface data received by the second transceiver.

Abstract: A road friction is determined for a road location based on a traffic speed determined from respective speeds of each of a plurality of vehicles. A vehicle can be operated based on the determined road friction.

Abstract: Embodiments include apparatuses, methods, and systems for computer assisted or autonomous driving (CA/AD). An apparatus for CA/AD may include a sensor interface, a communication interface, and a driving strategy unit. The sensor interface may receive sensor data indicative of friction between a road surface of a current location of a CA/AD vehicle and one or more surfaces of one or more tires of the CA/AD vehicle. The communication interface may receive, from an external road surface condition data source, data indicative of friction for a surface of a road section ahead of the current location of the CA/AD vehicle. The driving strategy unit may determine, based at least in part on the sensor data and the data received from the external road surface condition data source, a driving strategy for the CA/AD vehicle beyond the current location of the CA/AD vehicle. Other embodiments may also be described and claimed.

Abstract: A vehicle control device includes an operation detection unit detecting an operation input to an operation input unit capable of being used when increasing or decreasing a travel speed of a host vehicle, when initiating a following control with respect to a preceding vehicle, or when reinitiating the following control with respect to the preceding vehicle, and a lane change control unit performing a lane change control based on the operation input detected by the operation detection unit. In the case that a first operation input is performed, the lane change control unit performs a lane change into a first lane located on one side of a host vehicle lane where the host vehicle is traveling, whereas in the case that a second operation input is performed, the lane change control unit performs a lane change into a second lane located on another side of the host vehicle lane.

Abstract: A vehicle control device includes a restricted area determination unit that determines whether or not, in a portion in front of a host vehicle within another lane, a predetermined restricted area exists in which continuous traveling of the host vehicle in the other lane is restricted, and a control unit that restricts a lane change of the host vehicle into the other lane in the case that the restricted area determination unit determines that the predetermined restricted area exists in the other lane.

Abstract: A server includes a storage device that stores history information indicating a history of a state of a vehicle, and a controller that performs a process using the history information. The controller makes a first determination of whether or not a vehicle load exceeds a first load. For the vehicle for which it has been determined that the vehicle load is higher than the first load in the first determination, the controller makes a second determination of whether or not an environmental load is higher than a second load. When it is determined that the environmental load is higher than the second load in the second determination, the controller outputs an area change request requesting a change of the dispatch area of the vehicle to another dispatch area lower in the environmental load than a current dispatch area.

Abstract: A motor vehicle with a vehicle guidance system which is designed to guide the motor vehicle in an at least partly automated manner. The vehicle guidance system has a controller that ascertains output data to be used in order to actuate at least one actuator, which implements the at least partly automated operation of the motor vehicle, from input data, including sensor data of at least one sensor of the motor vehicle, wherein the controller has an inference unit with at least one probabilistic model which reproduces traffic rules, said model being designed to output traffic rule information, which relates to traffic rules to be taken into consideration and while ascertaining the output data, upon being provided with request data and evidence data, which is derived from the input data and relates to traffic rules, wherein each item of evidence data is assigned a degree of reliability.

Abstract: A system, method and architecture for providing highly granular driving recommendations to a vehicle based on network-assisted scanning of a surrounding environment. In one embodiment, the system is operative for receiving environmental data from one or more collection agents, each operating with a plurality of sensors configured to sense data relating to the environment. At least one collection agent is operative in association with the vehicle for providing vehicular condition data and vehicular navigation data. The system is configured to calibrate the vehicle to identify a vehicle type responsive to the vehicular condition/navigation data. Road condition information and obstacle condition information relating to a road segment, the vehicle is traversing may also be obtained. Responsive to the road condition/navigation data, vehicle type and positioning, etc., an optimal racing line path over the road segment may be determined.

Abstract: A method for controlling a trajectory of an ego vehicle (EV) comprises a step of obtaining map data describing connectivity of lanes at an intersection, a step of obtaining first turn probabilities for each connection of lanes at the, and a step of planning a trajectory of the ego vehicle (EV) at the intersection in accordance with the first turn probabilities.

Abstract: A method that may include receiving driving information and environmental metadata indicative of information sensed by the vehicle; detecting multiple driving events encountered during the driving over the path; determining driving events; for each driving event, determining a comfort based autonomous driving pattern information; for each driving event, determining an driving event identifier; and storing in at least one data structure a driving event identifier for each one of the multiple types of driving events, and a comfort based autonomous driving pattern information.

Abstract: A vehicle control device is provided with: a surroundings recognition unit which recognizes external conditions around a host vehicle; a behavior determination unit which, if it is recognized that another vehicle is present along a travel path along which the host vehicle is traveling, determines behavior of the other vehicle; a space setting unit which, if the behavior deter urination unit determines that the other vehicle will cross the travel path, sets a space ahead of the other vehicle in accordance with the behavior of the other vehicle so that the other vehicle can secure fields of vision; and a vehicle control unit which performs control to form the space ahead of the other vehicle.

Abstract: A sensing system provided in a vehicle capable of running in an autonomous driving mode, includes: a LiDAR unit configured to acquire point group data indicating surrounding environment of the vehicle; and a LiDAR control module configured to identify information associated with a target object existing around the vehicle, based on the point group data acquired from the LiDAR unit. The LiDAR control module is configured to control the LiDAR unit so as to increase a scanning resolution of the LiDAR unit in a first angular area in a detection area of the LiDAR unit, wherein the first angular area is an area where the target object exists.

Abstract: A method for controlling an autonomous vehicle is provided. While the vehicle is at a commanded destination the method may be responsive to an absence of an ingress/egress of a passenger for a predetermined period. The predetermined period may depend on whether the vehicle is in arrival mode or departure mode. The method may include commanding the vehicle to travel to a predetermined location selected to have measures of cellular-wireless signal strength that are greater than a predetermined threshold.

Abstract: An arrangement for a work site includes a radio transmitter arrangeable at the work site for transmitting signals receivable by a radio receiver arranged on a vehicle at the work site. The radio transmitter is arranged to define a work site zone of the work site by means of the coverage of the radio signals from the radio transmitter. A predetermined vehicle operation condition for the vehicle is different in the work site zone when receiving the radio signals compared to outside the work site zone when not receiving the radio signals.

Abstract: Provided is a vehicle control device capable of suitably controlling the driving (autonomous driving or driving assistance) of a host vehicle when the host vehicle turns left from a side road into a main road (to merge into traffic). When the host vehicle is about to turn left into the main road, if the host vehicle recognizes that another vehicle is traveling along the main road behind the point [the intersection region of the side road and the main road] where the host vehicle enters the main road, then the host vehicle determines a risk that is associated with the other vehicle and that is dependent on the traveling positionof the other vehicle, and determines whether or not to enter the main road, on the basis of the determined risk associated with the other vehicle.

Abstract: A vehicle control device mounted to a vehicle and configured to control a traveling state of the vehicle is provided. The vehicle control device sets control contents for functions for automated driving of the vehicle, respectively, and to control the vehicle according to the control contents. The functions are each associated with one or more items of vehicle vicinity information in advance. The vehicle control device determines, for each of the functions, whether it is possible to recognize the associated one or more items of the vehicle vicinity information. The vehicle control device maintains the automated driving that uses a function associated with one or more items of the vehicle vicinity information recognized by the recognition determination unit, and switches over, into manual driving, the automated driving that uses a function associated with one or more items of the vehicle vicinity information not recognized by the recognition determination unit.

Abstract: A method for limiting an accident risk. The method initially includes a step of identifying, in which an increased accident risk is identified due to a changed situation in the interior of a vehicle and/or a changed traffic situation in the surroundings of the vehicle. The method also includes a step of providing, in which a control signal is provided for activating the vehicle to change a driving style and/or a travel route and/or an interior parameter in response to the identified change of the situation in the of the vehicle and/or traffic situation in the surroundings of the vehicle, in order to limit the accident risk.

Abstract: A stop for stopping a trolley on a rail is described. The trolley comprises a set of wheels, including a first wheel and the rail provides, at least in part, a running surface, including a first portion and a second portion thereof, for the first wheel. The stop comprises an actuator providing a third portion of the running surface between the first portion and the second portion and an arm, coupled to the actuator. The stop is arrangeable in a first configuration, wherein the arm is arranged to block the trolley therepast. The stop is arrangeable in a second configuration, wherein the arm is arranged to allow the trolley therepast. The stop is arranged to move from the first configuration to the second configuration by actuation of the actuator, preferably by a movement of the actuator in a direction transverse to the third portion of the running surface.

Abstract: A railcar ballast delivery gate with first and second parallel side walls spaced apart by a center truss plate that extends between and is perpendicular to each of the two side walls, a center angled bar that straddles the center truss plate, first and second primary elongated tubes extending between the first and second side walls on opposing sides of the side walls, and a divider assembly. The primary elongated tubes are rotatably connected to first and second tube arms, which in turn are fixedly couple to first and second secondary elongated tubes that are configured to move relative to the primary elongated tubes while remaining parallel to them. The tube arms are rotatably connected to door linkages that are situated underneath and fixedly attached to door panels resting on trusses that extend from a center truss plate.

Abstract: The invention relates to a railway wagon comprising a load carrier (7) and front and rear bogies (8), each of the bogies being provided with railway track wheels and being electrically, hydraulically and/or pneumatically connected to the load carrier by means of one or more electric cables, hydraulic and/or pneumatic tubings (5). The load carrier is releasably connected to the respective bogies, and in a released state laterally displaceable in relation to the respective bogies by means of a displacement device. The load carrier has a front and a rear end and is at each end provided with a support device and a ramp (13), wherein the support device is adapted to support the load carrier on the ground in a position where it is displaced in relation to the bogie, whereas the ramp is along an inner edge pivotally connected to the end of the load carrier.

Abstract: A railcar truck and adapter pad system for placement between a roller bearing and side frame pedestal roof of a three-piece railcar truck. Many different features of the pad and/or the adapter-pad interface are configured to improve stiffness characteristics to satisfy both curving and high speed performance of the railcar truck.

Abstract: The present invention relates to a holder for mounting a second part on a main structure between car body ends of a rail vehicle, comprising —a first holding structure having a first contact surface, the first holding structure being configured to be attached to a main structure; —a second holding structure having a second contact surface, the second holding structure being configured to be attached to a second part, and the second holding structure further being arranged to be mounted on the first holding structure with one of the first and second contact surfaces resting on the other; —a fastening device for fastening the second holding structure to the first holding structure to form a mounted state, the first and second contact surfaces being pressed against each other in the mounted state, and wherein the first and second contact surfaces in the mounted state each extend at a first angle in relation to a horizontal axis, said first angle (?) being more than 1 degree and less than 30 degrees, and wherein

Abstract: A system includes one or more processors that are configured to obtain a constraint on movement for a first vehicle system along a route. The constraint is based on movement of a separate second vehicle system that is concurrently traveling along the same route. The processor(s) are configured to determine a speed profile that designates speeds for the first vehicle system according to at least one of distance, location, or time based on the constraint such that the first vehicle system maintains a designated spacing from the second vehicle system along the route.

Abstract: A system and method for providing a proximity alert information form a locomotive directly to a device usable by wayside personnel or vehicles thereby alerting the personnel of an approaching locomotive. The proximity alert is facilitated by current PTC and ITCM messaging infrastructure, or is retrofittable to non-PTC equipped locomotives.

Abstract: Control architecture for use with transport systems, such as linear drive systems, rotary drive systems, or a combination thereof, comprising a computer system having a controller for operating control system software for receiving input commands and protocols for creating a motion profile for each transport element, and a gateway for receiving the motion profile from the control system software and for operating gateway drive software that functions to select the appropriate drives to move each transport element along one or more tracks in accordance with their motion profiles.

Abstract: Control architecture for use with transport systems, such as linear drive systems, rotary drive systems, or a combination thereof, comprising a computer system having a controller for operating control system software for receiving input commands and protocols for creating a motion profile for each transport element, and a gateway for receiving the motion profile from the control system software and for operating gateway drive software that functions to select the appropriate drives to move each transport element along one or more tracks in accordance with their motion profiles.

Abstract: A cart system may include a mounting bracket removably attachable to a cart and configured to receive a portable tool. The mounting bracket can include retainers to engage a front portion of the portable tool, and a clamp assembly rotationally attached to the mounting bracket that can engage a rear portion of the portable tool when the clamp assembly is in a locked position, thereby securing the portable tool to the mounting bracket. A cart system may include a rotatable arm with a wheel on a first end and rotationally attached to a cart at a second end. A circular disk having a first pattern fixed to the arm and a moveable plate with a recess having a second pattern that mates with the first pattern, the plate being moveably attached to the cart. The disk can selectively engage the recess to selectively restrict rotation of the arm.

Abstract: A seat adapter removably mounts a child seat to a wagon having two opposing walls and an interposed connecting wall, and includes two latch components that mount to the wagon's opposing walls. In some embodiments, the seat adapter includes a cross-member extending between the latch components so that the cross-member provides structural integrity to the wagon if the connecting wall is displaced from its upright use position. In some embodiments, the seat adapter and the child seat can be mounted to the wagon for use with the connecting wall in its upright use position, and in some embodiments the seat adapter and the child seat can be mounted to the wagon for use whether the connecting wall is in its upright use position or its displaced position, with no mechanical interference between any part of the wagon and any part of the adapter or the child seat mounted to it.

Abstract: Vehicle steering wheel comprising: a hoop, a plurality of presence sensors, each one arranged so as to detect a proximity and/or contact between a user's limb and the hoop, an outer sheath covering the plurality of presence sensors and stitched with at least one seam that extends around at least part of the hoop, characterized in that said plurality of presence sensors is mounted on the same support, and in that at least one of said presence sensors is arranged facing at least part of the seam of the outer sheath.

Abstract: A decorative vehicle steering wheel part includes a first surface and second surface. A portion of the first surface is arranged to form at least part of a visible outer surface of the steering wheel when the decorative part is mounted on the steering wheel. The second surface is arranged to be hidden when the decorative part is mounted on the steering wheel. At least a first fastening interface is arranged to receive and fasten at least a first electrical and/or electronic device on another portion of the first surface. At least a second fastening interface arranged to receive and fasten at least a second electrical and/or electronic device on a portion of the second surface.

Abstract: A steering device (1) installed in a vehicle and having: a column bracket (31) secured to the vehicle; a steering bracket (32) for supporting a coaxial motor (20) which applies a rotational force to a steering shaft (4) and is provided in a manner such that the output shaft thereof is coaxial with the steering shaft (4); a connecting member (33) for connecting the steering bracket (32) to the column bracket (31) in a manner such that the steering bracket (32) is capable of movement in the tilt direction, and moves in conjunction with the movement of the steering bracket (32) in the tilt direction; and a suppression member (34) which suppresses the movement of the steering bracket (32) in the tilt direction, and is connected to the connecting member (33) and to the column bracket (31).

Abstract: A steering shaft for a vehicle includes a hollow outer shaft arranged telescopically and coaxially about an inner shaft and connected in a torque-transmitting manner via at least one rolling body. The rolling body bears against the inner shaft and the outer shaft in a positively locking manner in the circumferential direction with regard to a rotation about the longitudinal axis. The steering shaft includes a securing element fixed on the outer shaft and a torque-transmitting coupling section via which the inner shaft and the outer shaft are connected. For an improved redundant transmission of torque in the case of the failure of rolling bodies, the coupling section has at least one transmission body which engages in a loose positively locking connection with regard to a rotation about the longitudinal axis between the rolling body raceways of the inner shaft and the outer shaft.

Abstract: A steering column for a vehicle may include a lower column; and an upper column with a lower end portion thereof being fitted into the lower column to slidably overlap the lower column, and with an upper end portion of the upper column coupled to a steering wheel, wherein the upper column may include a guide slot, which extends in the same direction as a direction in which colliding force, generated in a collision, is applied, and wherein a tilt bolt is disposed to extend through the guide slot

Abstract: A collapsible steering column assembly includes: a mounting bracket having a pair of arms and is configured to be fixed to a vehicle body; a supporting housing which is disposed between the pair of arms to be tiltable about the mounting bracket; a steering column which passes through the supporting housing so as to be able to undergo a tilt motion together with the supporting housing; and a locking device which is configured to be in a locking state or an unlocking state to selectively allow a telescopic motion and a tilt motion of the steering column by selectively applying clamping force to the pair of arms. The steering column comprises an outer jacket and an inner jacket which is slidably inserted into the outer jacket.

Abstract: A worm shaft for a steering assembly includes a first end. The worm shaft also includes a second end located opposite the first end. The worm shaft further includes a middle portion between the first end and the second end, the middle portion including a plurality of teeth, each tooth of the plurality of teeth defining a pair of flank segments extending from a tooth base and meeting at a tip region, the pair of flank segments defining a non-continuously curving geometry within the tip region.

Abstract: A method operates a steering device which comprises at least one electric motor that can be operated with an increased torque lying between a nominal torque of the electric motor and a maximum torque of the electric motor over an entire basic setting range. In at least one operating state, a threshold torque of the electric motor is at least temporarily limited to a reduced torque, in particular in comparison to the maximum torque, at least depending on at least one temperature characteristic variable.