Abstract: A portable two-wheeled self-balancing personal transport vehicle comprises a single support platform having first and second foot placement sections, one or more inertial sensors operable to provide pitch data for the platform. The first foot placement section and the second foot placement section are associated with a first wheel and a second wheel respectively controlled by a first and a second drive motor. At least one load sensor provides first load data for the first foot placement section and at least one load sensor provides second load data for the second foot placement section. Control circuitry is connected to the first and second drive motors, and operable to transmit to the first and second drive motors balancing signals for self-balancing the support platform housing in response to the pitch data, as well as one or more steering torque signals in response to the first and second load data.

Abstract: An apparatus for fault diagnosis and back-up of advanced driver assistance system sensors based on deep learning, the apparatus including: an individual sensor diagnosis unit configured to quantitatively evaluate a reliability of an output result of each sensor at each moment on the basis of a model for an output of each sensor under a normal operation; an inter-sensor mutual diagnosis unit configured to extract shared representation between the sensors and quantitatively evaluate a normal-operation reliability of the output result of each sensor on the basis of the extracted shared representation; and an integrated diagnosis unit configured to quantitatively evaluate a final reliability of each sensor on the basis of output results of the individual sensor diagnosis unit and the inter-sensor mutual diagnosis unit.

Abstract: A control device of an automatic drive vehicle includes: an information acquisition unit that acquires power generator information as information on a power generator provided in the automatic drive vehicle; an operation control unit that switches between a first state in which automatic driving of the automatic drive vehicle is executed without restriction and a second state in which the automatic driving is partially or entirely restricted; and a determination unit that determines whether to perform switching to the second state by the operation control unit.

Abstract: A steering control system includes: a deviation amount detection unit configured to detect a deviation amount of a car that travels on a track, from a reference traveling path of the car in a width direction of the track; a roll or lateral direction vibration amount detection unit configured to detect a roll or lateral direction vibration amount of the car; and a feedback control unit configured to perform feedback control of steering of the car so as to reduce the deviation amount and the roll or lateral direction vibration amount. The feedback control unit is configured to output a steering command value in which a specified frequency to be reduced is suppressed.

Abstract: The present invention relates to a user interface apparatus for vehicle comprising: an output unit; a driver sensing unit; and a processor configured to determine a driving level of a driver, based on driver information acquired through the driver sensing unit, select a traveling function based on the driving level of the driver among a plurality of traveling functions, and control to output information on the selected traveling function through the output unit.

Abstract: Methods, systems, and apparatus for providing an acceleration boost. The acceleration boosting system provides or outputs a boosted acceleration. The acceleration boosting system includes a communication device, a navigation unit or a first sensor that is configured to obtain acceleration information. The acceleration boosting system includes a second sensor that is configured to detect or measure an applied force of an accelerator pedal. The applied force corresponds to a first amount of energy that is used to power or propel the vehicle. The acceleration boosting system includes an electronic control unit that is configured to determine that the acceleration information indicates that a driver should accelerate. The electronic control unit is configured to determine that the accelerator pedal is depressed within a threshold time limit of the indication and cause a second amount of energy to be converted to move or propel multiple wheels.

Abstract: This disclosure relates to a system and method for determining vehicle operator preparedness for vehicles that support both autonomous operation and manual operation. The system includes sensors configured to generate output signals conveying information related to vehicles and their operation. During autonomous vehicle operation, the system gauges the level of responsiveness of an individual vehicle operator through challenges and corresponding responses. Based on the level of responsiveness, a preparedness metric is determined for each vehicle operator individually.

Abstract: An object of the present invention is to provide an alertness maintaining device useful for suppressing variation of an alertness of a driver and for maintaining the alertness at a comparatively high level. The alertness maintaining device includes a driver state monitoring section that detects at least one of an actual alertness of a driver and predicted change of the alertness; a voice output section that applies, to the driver, stimulus information; and an interaction control section that changes an output content of the stimulus information output section in accordance with a level of the alertness based on an output of the driver state monitoring section. The strength of the stimulus is changed in accordance with the level of the alertness. When a simple running state is detected, a stimulus for maintaining the alertness is applied. An interaction scenario according with preference of the driver is selectively used.

Abstract: An in-vehicle system is mountable on a vehicle having an automated driving function for automatically controlling at least one of steering and a vehicle speed of the vehicle. The in-vehicle system includes: an information presentation unit configured to present information related to automated driving to a driver of the vehicle; and a call management unit connectable to a mobile terminal capable of wireless communication. When a situation in which the information presentation unit presents information related to automated driving is detected, the call management unit automatically restricts an operation of the mobile terminal.

Abstract: A driving assistance system 1 comprises: an information providing device 2 providing information to a driver of a vehicle; a surrounding information acquiring device 3 acquiring information on surroundings of the vehicle; a target path calculating part 41 calculating a target path of the vehicle; a vehicle control part 42 making the vehicle run along the target path; a driving path calculating part 43 calculating a driving path of a preceding vehicle running in the same lane as the vehicle; a processing part 44 calculating a difference of the target path and the driving path; and an alarm part 45 issuing an alarm to the driver. The alarm part prompts the driver to pay attention or prompts the driver to perform at least one of steering and braking of the vehicle if the difference is equal to or larger than a predetermined value.

Abstract: A steering angle display device includes a display part disposed along a ring portion of a steering wheel of a vehicle; and a controller configured, during automated driving control in which a steering angle of the vehicle is controlled in accordance with road situations without rotating the steering wheel, to cause a steering angle indication indicating the controlled steering angle to be displayed at a position of the display part in accordance with the controlled steering angle.

Abstract: One embodiment of the present disclosure sets forth a technique for directing a user to modify an aspect of a vehicle via haptic output. The technique includes identifying one or more characteristics of a real-world condition located along a route of a vehicle. The technique further includes determining, based on the one or more characteristics of the real-world condition, a type of haptic sensation to deliver to a user associated with the vehicle. The technique further includes transmitting a first set of controls signals to at least one haptic output device that is proximate to the user, where the at least one haptic output device generates, based on the first set of control signals, haptic output corresponding to they type of haptic sensation.

Abstract: The present disclosure discloses a rail transport system. The rail transport system includes: a rail, the rail includes a steering portion and a travelling portion, the travelling portion is connected to the steering portion, and a first recess is constructed on the travelling portion to form an escape passage; and a rail vehicle, where the rail vehicle includes bogies and a vehicle body, the bogie movably straddles the rail, the bogie fits in with an inner bottom surface of the escape passage of the travelling portion and the steering portion, and the bogie travels by using the travelling portion and is steered by using the steering portion, and the vehicle body is connected to the bogie and pulled by the bogie to travel along the rail. The rail transport system according to this embodiment of the present disclosure has advantages such as facilitation of evacuation of passengers in an emergency, low costs, small occupied space, small rail weight bearing, and high stability.

Abstract: The present disclosure discloses a rail vehicle. The vehicle includes: bogies, where the bogie has a straddle recess suitable for straddling a rail, and the bogie is provided with a first dodge groove and a second dodge groove used to respectively dodge two side walls of the rail; and a vehicle body, where the vehicle body is connected to the bogie and pulled by the bogie to travel along the rail, and the vehicle body includes a plurality of compartments hinged sequentially along a length direction of the rail; and in the length direction of the rail, a surface that is of a compartment at at least one end of the vehicle body and that faces away from an adjacent compartment is provided with an escape door that can be opened and closed.

Abstract: The Curtis Protocol, an aircraft control interface, is provided. The Curtis Protocol standardizes the division and selection of aircraft flight regimes and flight modes within the selected flight regime.

Abstract: A system includes one or more processors, a communication device, and a positive train control (PTC) system. The one or more processors and communication device are onboard a lead vehicle of a vehicle system that includes the lead vehicle and a first remote vehicle. The PTC system is configured to restrict movement of the vehicle system based on a location of the vehicle system. The PTC system communicates a list of vehicle identifiers to the one or more processors. The communication device communicates a wireless linking message, which includes a vehicle identifier associated with the first remote vehicle, to the first remote vehicle. The communication device establishes a communication link between the lead vehicle and the first remote vehicle responsive to receipt of the wireless linking message at the first remote vehicle. The one or more processors remotely control movement of the first remote vehicle via the communication link.

Abstract: A traction mechanism, a bogie assembly and a straddle-type monorail vehicle are disclosed. The traction mechanism comprises: a traction component, comprising a transmission shaft and a traction connecting rod, the transmission shaft and the traction connecting rod being connected, the transmission shaft being suitable to be rotatably connected to a vehicle body, and the traction connecting rod being suitable to be hinged to a bogie frame; and a traction crank, both ends of the traction crank being suitable to be respectively hinged to the bogie frame and the vehicle body. The traction mechanism of the present disclosure has a simple and compact structure, and a transmission path of a traction force is short. The traction mechanism is convenient to assemble and disassemble, occupies a small space, is wide in usage range, can be used for low-floor and high-floor vehicles, and is also applicable to a single-axle bogie, a double-axle bogie and a multi-axle bogie.

Abstract: A bearing housing including a casing; a rotary bearing with an exterior race mounted inside a bore of the casing, an interior race adapted to be mounted on a shaft and rolling members between the races; and a cap fastened to a front-end face of the shaft, the cap forming an abutment for the interior race on the front face. The bearing housing also comprises a sealing ring mounted in the cap and intended to be clamped axially between the end face of the shaft and the cap.

Abstract: A wayside friction management system, and method for monitoring and controlling a wayside friction management system is described. The system comprises one or more wayside device for mounting on a track of a rail system and configured to apply, through a delivery system, a friction control media onto a track. The wayside device further comprises one or more data collection module configured to collect and transmit data to a remote performance unit. The transmitted data is compared to reference values, and adjustments are made to the friction control media dispensing parameters, for example pump time, as required per the comparison. The data at least comprises measurements of the internal voltage of the delivery system. The wayside device may comprise a power source operatively connected to one or more components of the wayside device.

Abstract: An improved switch point machine is provided which can seal out water, even if the machine itself becomes submerged. The operating rod and the point indicating rod that extend out of the switch box housing should be ground round and have a smooth surface for an improved seal. Those rods are preferably chrome plated. Dynamic hydraulic seals can be used to seal out moisture. Internal components, within the switch box housing, should also be sealed to be water resistant in the event water does enter the housing.

Abstract: An anti-collision system for railcars and locomotives provides a distance ranging and worker coupling protection system utilizing remote-sensing radar techniques for use with a locomotive and railcar. The anti-collision system may include an object detector device attached to a railcar or a locomotive that detects objects in a path of the railcar and the locomotive and a train display device electrically connected to the object detector device. The anti-collision system may also include an emergency action device which enables a crew member to stop the railcar or locomotive without communication to a locomotive operator when a hazard is recognized. The object detector device may include a remote sensor, a radio, and a microprocessor programmed to include data-logging to record and log all data from the anti-collision system.

Abstract: Provided is a constant monitoring system for a railway vehicle that is monitorable of a dimensional change of a railroad truck during running. The present disclosure is the constant monitoring system for the railway vehicle that includes a sensor and a calculator. The sensor detects passage therethrough of wheels included in the railroad truck of the railway vehicle. The calculator calculates an inter-axle distance between two axles of the railroad truck based on a detection result obtained from the sensor. The sensor includes two displacement sensors of non-contact type that detect the passage of the wheels from respective different locations.

Abstract: An athletic trainer cart is disclosed. The cart may include a frame, wheels connected to a bottom of the frame, padding connected to a top of the frame, and a drawer assembly. The padding may enable a top surface of the cart to be used as an examination table. The drawer assembly may selectively translate in and out of an interior volume of the frame. The drawer assembly may include a drawer and a drawer cover. The drawer cover may have a flat surface that may be used as a work surface when the drawer assembly is deployed and the drawer cover is in a closed position. A user may pivot the drawer cover with respect to the drawer to access one or more contents of the drawer.

Abstract: A convertible cargo case for a wagon is provided. The cargo case has a housing and a frame. The frame has frame members in a first plane and frame members in a second plane substantially parallel to the first plane. Cross members connect the frame members in the first plane with the frame members in the second plane. The housing has a first side wall, a second side wall, a third side wall, a fourth side wall, and a bottom wall defining a cavity. The housing is releasably secured to the frame with a plurality of locks. The cargo case is positioned adjacent a rear of the wagon in a cargo use configuration, and the wagon is positioned partially within the cavity of the housing in a storage configuration.

Abstract: A stroller rocking device includes a hollow housing and a strap mount pivotally attached to an outer surface thereof. A strap is provided, having a fixed end and a free end. The fixed end of the strap is secured to the strap mount, and the strap is adapted for releasably securing the hollow housing to a handle of a baby stroller. A motor is housed within a central chamber of the hollow housing, and a weighted piston is slidably disposed within a longitudinally extending chamber of the hollow housing. The weighted piston is selectively driven to linearly oscillate within the longitudinally extending chamber by the motor. The linear oscillation of the weighted piston within the longitudinally extending chamber of the hollow housing imparts an oscillating rocking motion to the baby stroller, the rocking motion being selectable between horizontal motion and vertical motion relative to the handle of the stroller.

Abstract: A steering wheel includes a handle, a first movement unit, and a second movement unit. The handle is held by an occupant and configured to steer a vehicle by the occupant, and is divided into at least a first division and a second division. The first movement unit is configured to allow the first division to move. The second movement unit configured to allow the second division to move. After the first division is separated from the second division, the second movement unit moves the second division forward, and the first movement unit moves the first division to a region in which the second division was initially disposed.

Abstract: An industrial truck comprising a driver's cab including a steering unit, a steering bracket having a base plate and a profile structure for receiving the steering unit, a fastener disposed in combination with the driver's cab and configured to secure the steering bracket to the driver's cab, and an adapter unit mounting the steering bracket to the driver's cab while allowing variations in the vertical position of the steering unit. More specifically, the steering unit defines a longitudinal cavity for receiving the outwardly projecting profile structure of the steering bracket. Additionally, the adapter plate defines at least two apertures, at least one of the apertures mounting to one of the at least two height differentiating positions of the fastener. As such, the vertical height of the steering unit may be varied relative to a fixed vertical height or position within the driver's cab.

Abstract: A rake adjustment mechanism for an electronically adjustable steering col disclosed.

Abstract: A steering device includes a main pipe, an inner shaft supported by the main pipe so as to be rotatable, and an outer shaft into which the inner shaft is fitted and which is rotatable together with the inner shaft. The outer shaft is provided so as to be relatively movable along an axial line via a movement mechanism. The inner shaft includes a first inner shaft and a second inner shaft. The first inner shaft includes a first abutting member and a second abutting member arranged side by side along the axial line and having different hardness. The outer shaft abuts either the first abutting member or the second abutting member only upon operation given to the movement mechanism.

Abstract: An inner shaft of a steering device and an outer shaft thereof are provided so as to be movable relative to each other via a movement mechanism along an axial line. The inner shaft includes a first abutting member and a second abutting member which are disposed along the axial line and which have different hardness. The outer shaft includes a torque transmitting portion which abuts either the first abutting member or the second abutting member only upon operation given to the movement mechanism, and which is capable of transmitting torque with either the one abutting member only. The movement mechanism includes a movement mechanism main body which is provided on the main pipe and which moves along the axial line.

Abstract: A steering system for a vehicle, including an input shaft, via which a steering force can be input by a steering element, an output shaft acting on a steering actuating mechanism, a coupling for connecting and disconnecting the input shaft and the output shaft with and from each other, respectively, and at least one actuator, by which the coupling can be actuated to couple and uncouple the input shaft and the output shaft with and from each other, wherein in the uncoupled state, the output shaft is independently rotatable relative to the input shaft in such a manner that a steer-by-wire drive controllable by a control unit is provided.

Abstract: There are provided two sets of control units for driving an electric motor having two sets of independent windings; a power source is supplied through a single power-source connector; a conductive member connected with a terminal of the power-source connector branches into at least two portions in the vicinity of the power-source connector; two sets of power source relays, filters, and inverter circuits are arranged symmetrically with respect to the power-source connector.

Abstract: An electronic control device includes: a circuit board including a substrate and an electrolytic capacitor connected to the substrate; a heat sink including a recess that houses the electrolytic capacitor; and heat dissipation material provided in the recess. The electrolytic capacitor has an end surface facing a bottom surface of the recess, and the heat dissipation material is in contact with the end surface and the bottom surface.

Abstract: Technical solutions are described for attenuating dither noise in a steering system. An example method includes computing multiple filter parameters, each filter parameter based on a corresponding signal in the steering system. The method further includes determining at least one final filter parameter from the plurality of filter parameters by arbitrating the plurality of filter parameters. The method further includes dynamically configuring a filter using the at least one final filter parameter. Further, the method includes filtering a motor torque command using the filter, a filtered motor torque command being applied to a motor to generate a corresponding amount of torque.

Abstract: Apparatus and methods are disclosed that adjust for steering kickback. A disclosed example apparatus includes a vehicle controller configured to control a torque of a motor operatively coupled to a steering wheel based on detected driver input. The vehicle controller is also configured to adjust the torque of the motor to vary an amount of steering kickback transferred to the steering wheel.

Abstract: A leading-edge steering system is provided for a front suspension of an off-road vehicle. The leading-edge steering system is comprised of a spindle assembly that supports a drive axle assembly to conduct torque from a transaxle to a front wheel. A first rod-end joint pivotally couples an upper suspension arm and the spindle assembly, and a second rod-end joint pivotally couples a lower suspension arm and the spindle assembly. A steering rod-end joint pivotally couples a first end of a steering rod with a leading-edge portion of the spindle assembly. A steering gear is coupled with a second end of the steering rod and configured to move the steering rod, such that the spindle assembly rotates with respect to the upper and lower suspension arms. The leading-edge portion is configured to exert primarily tensile forces on the steering rod during travel over rough terrain.

Abstract: A track belt comprises a bearing element (10) having an inner surface (12), an outer surface (14) and a width. On the inner surface, a guide element (16) extends in the longitudinal direction of the track belt, comprising a first edge protrusion (20a) and a second edge protrusion (20b). The width of the guide element is substantially smaller than the width of the bearing element. The track belt comprises a first guide groove (18a) having a first flank surface (22a) formed by the first edge protrusion, and a second guide groove (18b) having a first flank surface formed by the second edge protrusion. The first flank surfaces of the edge protrusions are uniform and continuous substantially over the entire length of the guide element. Preferably, the guide element comprises a traction surface (24) parallel to the inner surface of the bearing element, having engaging members (25) for receiving the engaging parts of the drive wheel.

Abstract: The steering control device includes an automatic steering controller that generates an automatic steering control amount and a manual steering controller that generates a manual steering control amount, and selects either one of an automatic steering mode and a manual steering mode to control an electric motor. When steering torque exceeds a predetermined value during the control in the automatic steering mode, the manual steering controller generates a manual steering control amount change based on the change in the manual operation amount with reference to the time of exceeding, generates the manual steering control amount based on the steering torque, controls the electric motor based on a control amount obtained by adding the manual steering control amount change to the automatic steering control amount at the time of exceeding, and then controls the electric motor in the manual steering mode.

Abstract: A vehicle, system and method for steering a trailer attached to a vehicle via a hitch along a selected path. A display of the vehicle shows a view behind the trailer. A processor projects a predicted path of the trailer and an instantaneous path of the trailer onto the display. The predicted path is affected by a steering angle at the vehicle and a hitch angle and the instantaneous path is affected by the hitch angle. A steering system is used to change the steering angle at the vehicle to adjust the predicted path, wherein an effect of the predicted path on the instantaneous path brings the instantaneous path of the trailer into alignment with the selected path.

Abstract: The disclosure relates to art auxiliary frame for a vehicle, including: a longitudinal member with a first longitudinal member end that may include a first adapter socket configured to accommodate different attachment adapters configured to fix the longitudinal member on different vehicle frames that may include different frame geometries; and a first attachment adapter in the first adapter socket, wherein the first attachment adapter is configured to fix the longitudinal member on a first particular vehicle frame.

Abstract: A vehicle lower structure includes: a pair of rear side members having a kick-up part bent toward an upper rear side of a vehicle; a rear cross member that connect parts of the pair of rear side members on a rear side from the kick-up parts; a battery pack; and a bracket including a lower flange placed against a rear end of the battery pack, and has a lower fastening hole through which a first fastening member is inserted; and an upper flange that is placed against the rear cross member, and has an upper fastening hole through which a second fastening member is inserted. The bracket has a fragile portion at least either between the upper fastening hole and an end edge of the upper flange or between the lower fastening hole and an end edge of the lower flange.

Abstract: A vehicle lower structure includes: a battery pack provided under a floor of a vehicle cabin; a framework member fixed to a bottom surface of the case, the framework member extending across the case in a vehicle width direction; a first extension framework member detachably attached to one end of the framework member in the vehicle width direction such that at least one of distal ends of the first extension framework member in the vehicle width direction is located outward of one end of the case in the vehicle width direction; and a second extension framework member detachably attached to the other end of the framework member in the vehicle width direction such that at least one of distal ends of the second extension framework member in the vehicle width direction is located outward of the other end of the case in the vehicle width direction.

Abstract: A vehicle rear structure includes: a pair of rear side frames provided on right and left sides at a rear part of a vehicle body; side sills connected to front parts of the rear side frames and extending on the right and left sides of the vehicle body, respectively; and an on-board component, at least part of which is arranged side by side with the rear side frames in a vehicle width direction. Each side sill includes a weak part located ahead of the on-board component and having a lower strength than a strength of a region of the rear side frame arranged side by side with the on-board component.

Abstract: A protective cage assembly includes a frame, a bracket assembly mounted to a first tubular member of the frame, a gusset of the bracket assembly extending between the bracket assembly and a second tubular member of the frame, and a third tubular member of the frame removably received by the bracket assembly. The protective cage assembly may be mounted within a cargo space of an electrified vehicle for both protecting the battery pack and establishing a load bearing floor of the cargo space.

Abstract: A side sill outer panel and a side sill inner panel form a closed cross-sectional structure. A front end of a side sill is located at a rear of and spaced apart from a front tire-wheel unit on a front side of a vehicle. The side sill extends rearward. A front end portion of an outer reinforcement is located rearward from front end portions of both the side sill outer panel and the side sill inner panel.

Abstract: A vehicle frame assembly can include a lower frame member extending in a longitudinal direction of the vehicle; a pillar member extending upwardly away from the lower frame member, and a first frame member including a first end connected to the lower frame member and a second end connected to the pillar member. The pillar member can extend upwardly along a vertical direction of the vehicle. The first frame member can include an inward bend located between first end and the second end such that the first frame member can extend upwardly from the lower frame member along the vertical direction of the vehicle from the first end of the first frame member to the inward bend and the first frame member can extend from the inward bend rearwardly along the longitudinal direction of the vehicle and outwardly along a transverse direction of the vehicle toward the pillar member.

Abstract: A vehicle-body lower structure includes: a side sill; and a cross member, wherein the side sill includes a side sill outer and a side sill inner, a bulk having a shape corresponding to the cross member is provided on the opposite side of the side sill inner from the cross member in a closed-section space formed by the side sill outer and the side sill inner, and the bulk includes a front wall portion, a rear wall portion placed behind the front wall portion in the vehicle-body front-rear direction, and a connecting wall portion connecting the front wall portion and the rear wall portion, the front wall portion and the connecting wall portion forming a first edge line extending in the vehicle width direction, and the rear wall portion and the connecting wall, portion forming a second edge line extending in the vehicle width direction.

Abstract: A roof side rail inner member and a roof side rail outer member of a roof side rail are coupled to each other in a first coupling portion. The roof side rail and a center pillar are coupled to each other in a second coupling portion. A bulkhead is coupled to the roof side rail outer member in a third coupling portion in a space within the roof side rail. The bulkhead is coupled to the roof side rail inner member in a fourth coupling portion. The roof side rail inner member and the roof side reinforcement are coupled to each other in a fifth coupling portion below the first coupling portion. The second, third, fourth, and fifth coupling portions together form a route along which impulsive force exerted to the center pillar is transmitted to the roof side reinforcement.

Abstract: A center pillar includes: an outer panel located outward in a vehicle-width direction; and an inner panel located inward of the outer panel in a vehicle-width direction, and forming a closed section, wherein the inner panel includes an installation opening formed in a lower end portion in a vehicle-height direction of the inner panel, a predetermined component being housed in the closed section via the installation opening, a pair of longitudinally long bead portions formed at both side edges of the inner panel so as to extend in the vehicle-height direction from an upper end portion to a peripheral edge of the installation opening, and a reinforcing coupling bead portion formed at a position above and near the installation opening in the vehicle-height direction, the reinforcing coupling bead portion coupling the pair of longitudinally long bead portions along the vehicle front-rear direction.

Abstract: A center pillar structure includes a pillar inner panel, a lower pillar outer panel disposed outward of the pillar inner panel in the vehicle-width direction, and an upper pillar outer panel disposed upward of the lower pillar outer panel in the vehicle-height direction. The lower pillar outer panel includes a side wall portion, a front wall portion connected to a front end of the side wall portion, and a rear wall portion connected to a rear end of the side wall portion. The upper pillar outer panel includes an overlapping portion overlapping the side wall portion, and the overlapping portion is provided at a lower end portion of the upper pillar outer panel in the vehicle-height direction. At least one of the front wall portion and the rear wall portion is provided with a linear bent portion extending in the vehicle-height direction.