Abstract: A vehicle parking method in a smart parking system is provided. The vehicle parking method includes measuring, by parked vehicles, inter-vehicle distance values by using sensors embedded therein, receiving, by a parking target vehicle, the inter-vehicle distance values from the parked vehicles by using vehicle-to-vehicle (V2V) communication, selecting one distance value from among the inter-vehicle distance values, and determining the selected distance value as a parking space, transmitting, by the parking target vehicle, a movement request message to two parked vehicles configuring the parking space by using the V2V communication, moving, by the two parked vehicles, based on the movement request message and extending the parking space to an available parking space, and performing, by the parking target vehicle, an automatic parking process for parking in the available parking space.

Abstract: An information processing apparatus configured to manage a vehicle with a cafeteria facility, the information processing apparatus includes a controller configured to acquire dispatch destination information including a designated location and a designated time period, and command the vehicle to be dispatched to the designated location in the designated time period.

Abstract: The present invention relates to a technical idea for providing a delivery service on regular and irregular roads using autonomous vehicles. More specifically, the present invention relates to technology in which, on a regular road, a lead vehicle and at least one droid vehicle are coupled to each other and a delivery service is provided based on autonomous driving; and on an irregular road, the coupling between the lead vehicle and the droid vehicle is automatically released and the droid vehicle provides a delivery service by remotely controlling the driving of the droid vehicle by the lead vehicle in the last mile delivery section corresponding to the irregular road.

Abstract: A vehicle control device has a processor configured to calculate an average speed of a vehicle traveling in a traffic lane and another vehicle in a predetermined range from the vehicle, for each of multiple traffic lanes of a traveling road on which the vehicle is traveling, as a traffic lane average speed, to determine whether the traffic lanes are congested based on the traffic lane average speed for each of the multiple traffic lanes of the traveling road and to estimate whether the traveling road as a whole is congested based on a proportion of traffic lanes of the traveling road that are congested, and to decide to drive the vehicle by automatic control when the traveling road as a whole is congested.

Abstract: A method of controlling switching to a manual driving mode of an autonomous vehicle allowing stable transition to the manual driving mode and prevention of collision accidents includes performing motor drive control of a motor controller and braking control of a braking controller according to a command of an autonomous driving controller in a complex manner, when there is a risk of a collision accident caused by a difference between a target yaw rate of the autonomous vehicle and an actual yaw rate of the autonomous vehicle in a transition section from an autonomous driving mode to a manual driving mode during turning of the autonomous vehicle.

Abstract: A vehicle control device includes a storage medium storing computer-readable instructions and a processor connected to the storage medium.

Abstract: A travel controller autonomously controlling a travel of a vehicle, detecting a departure preventer preventing the vehicle from running off a road at an edge of the road under autonomous control from surrounding data representing surroundings of the vehicle, when no departure preventer is detected, determining a possibility of the vehicle reaching the edge of the road based on an expected movement amount of the vehicle in the lateral direction until stopping and a distance from the vehicle to the road edge, and, when there is a possibility of the vehicle reaching the road edge, notifying the driver of a transition demand demanding transition from the autonomous control to manual control of a travel of the vehicle based on driving operations of the driver of the vehicle, and when there is no possibility of the vehicle reaching the road edge, not notifying the driver of the transition demand.

Abstract: A travel controller of a vehicle that can travel on a road under autonomous driving control detecting two-wheelers, including bicycles, located in surroundings of the vehicle from surrounding data representing the surroundings of the vehicle generated by a surrounding sensor mounted on the vehicle, determining whether a target road on which the vehicle was traveling when the surrounding data in which a two-wheeler was detected was generated is a shared road on which travel by bicycles is permitted, when it is determined that the target road is a shared road, notifying a driver of the vehicle of a transition demand demanding transition in control of the vehicle from autonomous driving control to manual driving control requiring driving operations by the driver of the vehicle, and when it is determined that the target road is not a shared road, not notifying the driver of the transition demand.

Abstract: The vehicle controller includes a processor configured to determine a rear detection range within which an object is detectable behind a vehicle, based on a sensor signal from a sensor mounted on the vehicle, the sensor being capable of detecting objects around the vehicle, and change the level of autonomous driving control applied to the vehicle to increase the degree of a driver's involvement in driving, when the rear detection range has been less than a first distance threshold for more than a first predetermined time.

Abstract: When an object that may possibly collide with a vehicle is detected from a sensor signal of one of sensors mounted on the vehicle, a vehicle controller changes the level of autonomous driving control applied to the vehicle from a first level that does not require a driver to operate an accelerator and steering and does not require the driver to look around the vehicle to a second level that requires the driver to look around the vehicle but does not require the driver to operate an accelerator and steering. When an object that may possibly collide with the vehicle is detected from sensor signals of two or more of the sensors, the vehicle controller changes the level of autonomous driving control from the first level to a third level that requires the driver to operate at least an accelerator or steering.

Abstract: The invention relates to a levitation frame (7) for a vehicle (2) of a magnetic levitation railway (1) having a magnet unit (8) for the electromagnetic lateral guidance of the vehicle (2), and having a mechanical side guide (11). Furthermore, the invention relates to a vehicle (2) for a magnetic levitation railway (1) having at least one levitation chassis (6), wherein the levitation chassis (6) has at least one levitation frame (7). In addition, the invention relates to rail system (3) of a magnetic levitation railway (1) having a track (4) which is designed to at least partially enclose a levitation chassis (6) of a vehicle (2). Finally, the invention relates to a magnetic levitation railway (1) having a vehicle (2) and a rail system (3). For the levitation frame (7) it is proposed that the mechanical side guide (11) has a guide element (13) and at least one joint (14), wherein the guide element (13) is movably connected to the levitation frame (7) via the joint (14).

Abstract: The invention relates to a rail vehicle (1) comprising a first passenger car and a powerpack (2) having a longitudinal axis, the powerpack (2) and the passenger car being coupled together. The powerpack (2) comprises at least one fuel cell (20) and at least one fuel tank (21) having a fuel tank valve (33). The powerpack (2) is mounted on at least one bogie. The rail vehicle (1) comprises at least one driven bogie which can be supplied with electrical energy from the fuel cell (20).

Abstract: A railway vehicle includes a carbody frame which includes a roof, a bottom side opposed to and spaced apart from the roof, two opposite sides, a front end face, and a rear end face opposite to the front end face. The roof, the bottom side, the two opposite sides and the front and rear end faces delimit altogether an inner space. One or more posts are positioned at at least one of the front and rear end faces and extend, along a substantially vertical axis, for at least a portion of a vertical distance existing between the roof and the bottom side. One or more crushable devices are connected to and extend along the substantially vertical axis for at least a predominant portion of the vertical extension of an associated post of the one or more posts.

Abstract: A train having a protection device with self-adaptive crashworthiness is disclosed, which relates to the technical field of safety protection of trains. The train includes multiple vehicles, a head vehicle is located at the head end of the train, and a head vehicle energy absorbing coupler mechanism is mounted at the front end of the head vehicle, each two adjacent vehicles are connected to each other by a middle vehicle energy absorbing coupler mechanism. An image acquisition mechanism and a radar detector are mounted at the head vehicle for monitoring whether there is an obstacle ahead the train, measuring distance and collision speed between the train and the obstacle, and for transmitting measured data to a processing center of the train, the processing center optimizes and adjusts impact force at the head vehicle energy absorbing coupler mechanism and the middle vehicle energy absorbing coupler mechanisms based on a collision situation.

Abstract: A mover for an independent cart system includes a drive member for a linear drive system, a power source configured to supply electrical power to at least one device mounted on the mover, and a mounting plate secured to the mover. The mounting plate is configured to selectively receive one of multiple fixtures. The mounting plate includes at least one electrical connector configured to engage a complementary electrical connector on each of the fixtures, at least one connector configured to engage a complementary connector on each of the fixtures to positively retain each of the fixtures to the mounting plate, and a control circuit operative to either transfer at least one control signal to or receive at least one feedback signal from each of the fixtures.

Abstract: A train control device (20) to be installed on a train (10) includes an acquisition unit (21) that obtains first pulses from a velocity sensor (31) for detecting the first pulses generated on a first axle of the train (10) and obtains second pulses from a velocity sensor (32) for detecting the second pulses generated on a second axle of the train (10), a storage unit (22) that stores the first pulses and the second pulses, and a control unit (23) that determines occurrence or non-occurrence of a slip or a slide of the train (10) based on a pulse ratio, where the pulse ratio is a ratio between a number of first pulses detected during a time period in which the train (10) traveled a given distance among the first pulses, and a number of second pulses detected during a time period in which the train (10) traveled the given distance among the second pulses.

Abstract: The invention relates to a CTC3.0-based locomotive decoupling and coupling plan automatic generation and execution method. According to the method, by upgrading a track occupancy display terminal and a data platform in a CTC3.0 system, automatic generation of a locomotive decoupling or coupling plan is triggered when the route display terminal receives a train plan, so as to complete a locomotive decoupling or coupling task. The method has the advantages of high automation degree and high transportation efficiency.

Abstract: A train control device includes: a control unit that calculates a control speed of the train at a current position with respect to a target speed at a target position of the train, by using a travel distance from the current position to the target position of the train, an altitude difference between the current position and the target position, a braking force of a brake device of the train, first potential energy including an influence of an altitude difference based on a gradient of the track in a section from a head position to a tail position of the train at the current position, and second potential energy including an influence of an altitude difference based on a gradient of the track in a section from a head position to a tail position of the train at the target position.

Abstract: A system and method for managing operations of a train relative to a fouling mark is disclosed. The system comprises one or more sources, an End-of-Train device mounted at a rear-end of the train, and a Head-of-Train device mounted at a front-end of the train communicatively coupled to the End-of-train device and the one or more sources. The Head-of-Train device is configured to detect the fouling mark based on inputs from the one or more sources. The Head-of-Train device is further configured to dynamically determine whether the train clears the fouling mark, upon detecting the fouling mark. The Head-of-Train device is further configured to identify one or more actions to be performed using a predefined logic, before the train clears the fouling mark. The Head-of-Train device is further configured to execute one or more machine-readable instructions for performing the one or more actions identified.

Abstract: A method for operating rail vehicles in a traffic network, which includes a reserved operating area that is reserved for the rail vehicles and a shared operating area which is shared with traffic participants other than the rail vehicles. A computer-assisted method for train control is performed automatically in the reserved operating area. The method for automatic train control is also performed in a computer-assisted manner in the shared operating area, wherein automatic train protection does not take place but automatic operation and supervision do take place. Using a range of functions modified thus, continuous train tracking is advantageously realized. There are also described a traffic network for operating rail vehicles, a rail vehicle for operation in a traffic network, and a computer program and an associated delivery device.

Abstract: A method for operating rail vehicles in an operational area of a traffic network that is shared with traffic participants other than the rail vehicles. The rail vehicles communicate with line elements arranged in the operational area. Here, the rail vehicles and the line elements use a V2X standard for communication between each other within the shared operational area. In an operational area that is reserved for the rail vehicles, the rail vehicles communicate with the line elements via a communication standard that is different from the V2X standard.

Abstract: A hand truck includes a base plate assembly that can rotate between an extended position and a retracted position. The base plate assembly includes a base plate and upright extending base plate brackets. At least one of the base plate brackets comes into contact at least indirectly with the frame when the base plate assembly is rotated to the extended position. A biased lock and release member is mounted at least indirectly to the frame. The lock and release member is arranged to rotate to an open position against its bias when pressed upon by the base plate bracket. The base plate bracket is secured when the lock and release member returns to its closed position. If the lock and release member is pressed to the open position, the base plate bracket is released and the base plate assembly may be rotated to the retracted position.

Abstract: A collapsible utility wagon includes a push-back function device assembly, and a collapsible utility wagon body assembly, wherein the push-back function device assembly is provided behind the collapsible utility wagon body assembly. The push-back function device assembly includes a rear wheel frame assembly, a front handlebar strut assembly, two rear handlebar strut assemblies, a lock device assembly, a handlebar assembly, a lock hook, a lock column, a mesh bag and rear wheels. The push-back function device assembly is provided behind the collapsible utility wagon body assembly, so that a sheet-like collapsible wagon is enabled to implement a push-back function instead of being able to be pulled only forward as that of the prior art. The collapsible utility wagon has a good link ability, and can be unfolded or collapsed with a simple process and a minimal effort with ease of use.

Abstract: The invention provides a folding trolley, including a front frame assembly, a rear frame assembly, a bottom frame folding and unfolding assembly; side frame folding and unfolding assemblies are arranged on both sides of the bottom frame folding and unfolding assembly; the side frame folding and unfolding assembly includes a scissor rod group, the upper sides of both ends of the scissor rod group are connected to the front frame assembly and the rear frame assembly respectively, and the lower sides of both ends of the scissor rod group are hinged to the front frame assembly and the rear frame assembly respectively; and the front frame assembly and the rear frame assembly are provided with vertical slide grooves, slide blocks are hinged to the both ends of the scissor rod group, and the slide block is arranged within the vertical slide groove.

Abstract: A drive wheel, comprising: a first input shaft and a second input shaft coaxially disposed; a first output shaft and a second output shaft disposed on different axes; a first spur gear mechanism that transmits rotational force of the first input shaft to the first output shaft; a second spur gear mechanism that transmits rotational force of the second input shaft to the second output shaft; a wheel connected to an axle; a pivot shaft that supports the wheel in a pivotable manner via the axle; a first power conversion mechanism that transmits the rotational force of the first output shaft to one end portion of the axle; a second power conversion mechanism that transmits the rotational force of the second output shaft to another end portion of the axle; a first slide mechanism; a second slide mechanism; and an elastic member.

Abstract: A one-hand operated wheel orientation structure and a child carrier including the same. The one-hand operated wheel orientation structure includes an orientation operating portion arranged on the frame of a child carrier; a plurality of wheel orientation assemblies to lock or unlock the orientation of the corresponding wheel set; and a plurality of traction devices arranged corresponding to the wheel orientation assemblies one by one, one end of each of the traction devices is connected to the orientation operating portion, and the other end of each of the traction devices is connected to each of the wheel orientation assemblies, respectively. The actuation action or release action of the orientation operating portion is transferred to the wheel orientation assemblies through the traction devices, respectively, to unlock or lock the orientation of the corresponding wheel set.

Abstract: The invention comprises an apparatus, comprising: a baby stroller, comprising: a set of handles; a set of wheels; a foldable frame, the foldable frame comprising at least three hollow tubes and an elastic cord running through the at least three hollow tubes, the foldable frame attaching the set of handles to the set of wheels; and a baby seat attached to the foldable frame. Optionally, the three hollow tubes are members of a set of at least eight hollow tubes with the elastic cord passing through the at least eight hollow tubes with a tension of two to five pounds within at least one tube.

Abstract: What is disclosed is a baby carrier, including a frame body and a locking mechanism. The frame body is configured to be selectively folded or unfolded, and includes a rod and a pivotable joint-component. The rod is connected to the joint-component, and a pivot of the joint-component is configured to deviate from a connection between the rod and the joint-component. The locking mechanism is slidably arranged on the rod, and is movable between a locking position restricting pivoting of the joint-component and a releasing position allowing the pivoting of the joint-component.

Abstract: The height adjustment mechanism comprises a positioning member, an elastic member, a release operation member, and a fixing seat for assembling and connecting with the carrier body. The fixing seat is slidably arranged on a carrier frame and is slidably adjustable with respect to the carrier frame. The carrier frame comprises at least two positioning portions. The positioning member is movably assembled on the fixing seat and enables to selectively engage with any of the positioning portions. The release operation member is movably installed on the fixing seat and is linked with the positioning member through the elastic member.

Abstract: A vehicle brake actuated to stop a vehicle drive system upon separation of the rider from the vehicle by a threshold distance and/or upon power being cut to the vehicle ignition. Thus, the proximity device is sensitive to the proximity of a rider to the vehicle. The brake includes an actuator and a switch. The brake actuator applies a braking force to a vehicle drive member. The proximity device triggers the switch to provide an activation signal to the brake actuator upon a determination of crossing a pre-set proximity threshold. Stoppage of engine ignition may also activate the brake.

Abstract: A vehicle includes first and second wheel assemblies, a steering wheel, a driver-actuatable input supported on the steering wheel, and an active stabilizer bar. The stabilizer bar has a first end connected to the first wheel assembly, a second end connected to the second wheel assembly, and a coupler connected between the first and second ends and configured to provide a variable torsion force between the first and second ends. A controller is programmed to, in response to actuation of the driver-actuatable input, command the coupler to modify the torsion force.

Abstract: A steer-by-wire system for a vehicle includes a rack moveable in an axial direction and defining a groove extending in the axial direction of the rack. The steer-by-wire system also includes a housing surrounding at least a portion of the rack. The steer-by-wire system further includes an anti-rotation device disposed proximate an outer surface of the rack at the mounting location of the rack and within the housing. The anti-rotation device includes a plurality of balls disposed in the groove defined by the rack. The anti-rotation device also includes a running plate having a radially inner surface disposed radially outward of the rack, wherein the plurality of balls are disposed between the plate and the rack.

Abstract: A steer-by-wire steering system for a vehicle includes a rack moveable in an axial direction. The steer-by-wire steering system also includes an anti-rotation mechanism disposed proximate an outer surface of the rack at the mounting location of the rack. The anti-rotation mechanism includes a yoke having a bearing journal extending therefrom. The anti-rotation mechanism also includes a bearing disposed on the bearing journal of the yoke. The anti-rotation mechanism further includes a running plate structure disposed within a rack housing and extending in a longitudinal direction of the rack, wherein the bearing and the yoke are positioned to move along a surface of the running plate structure during movement of the rack in the axial direction.

Abstract: A turning control device includes a first processor, a second processor, a third processor, and a fourth processor. The first processor calculates a torque command value based on a difference between a target pinion angle and a pinion angle. The second processor calculates a compensation value compensating resistance of a turning mechanism based on a difference between a target pinion angular velocity and a pinion angular velocity. The third processor limits a variation range of the torque command value based on a limit value of the torque command value and limits a variation range of the compensation value based on a limit value of the compensation value. The fourth processor calculates a turning torque command value by subtracting the compensation value from the torque command value. The third processor changes the limit values based on a traveling state of a vehicle.

Abstract: A rotating machine control device comprises: a first inverter that applies an alternating-current voltage to three-phase windings of a first system included in a rotating machine, based on a first direct-current voltage that has been output from a direct-current power supply of the first system; a second inverter that applies an alternating-current voltage to three-phase windings of a second system included in the rotating machine, based on a second direct-current voltage that has been output from a direct-current power supply of the second system; a first controller; and a second controller, in that the first controller and the second controller each limit an own system voltage command related to a voltage to be applied to the three-phase windings of an own system by use of a direct-current voltage of an other system, in a case where a direct-current voltage of the own system is higher than the direct-current voltage of the other system, and also generate a value obtained by normalizing the own system voltag

Abstract: A method operates an electromechanical steering assistance device of a vehicle. The steering assistance device is operated by a storage battery charged by an electric motor operated as a generator. It is predictively detected that the steering assistance device has, at a future time, a power demand higher than power currently requested for charging the storage battery. Following this detection, a higher voltage is applied to the storage battery at the future time so that the steering assistance device exerts the predicted higher power at the predicted time. The higher voltage is applied to the storage battery only if, in the predictive determination, it is detected that a design limit of the steering assistance device is reached and/or exceeded at the future time.

Abstract: The present disclosure concerns an electromechanical steering system with a steering shaft, with a magnetic torque sensor device for measuring a torque applied to the steering shaft and with a shielding element. The steering shaft comprises an input shaft which can be rotationally fixedly connected to a steering handle and penetrates through the shielding element, and an output shaft which is connected to the input shaft via a twistable torsion bar. The torque sensor device comprises a multipole magnetic ring rotationally fixedly connected to the input shaft, a stator ring element rotationally fixedly connected to the output shaft and surrounding the magnetic ring, a magnetic flux collector and a sensor for detecting a magnetic flux density. The shielding element is arranged following the magnetic ring, wherein the shielding element covering the surface of the magnetic ring and the stator ring element with respect to the steering handle.

Abstract: In the present disclosure, the method and apparatus for controlling an electronic power steering system include estimating a vehicle's rack force value when the vehicle's cumulative driving distance is greater than or equal to a reference driving distance, comparing the estimated rack force value with learning data, increasing the number of friction detections when the estimated rack force value is greater than the learning data, and outputting an alarm when the number of friction detections is greater than or equal to a critical number, and it may be applied to other exemplary embodiments.

Abstract: Disclosed is a control device for a hydraulic steering device, having a control input device and an electrically operable valve for actuating a steering actuator of the steering device, which valve can be electrically actuated as a function of steering setpoint values detected at the control input device via at least one first control path between the control input device and the valve, wherein the control device is set up in such a way that the relevant first control paths can be deactivated as a function of steering setpoint values detected at the control input device via respective second control paths, which are assigned to this relevant first control path and differ at least partially from the respective first control paths when this first control path is active, or can be activated when this first control path is deactivated.

Abstract: A method is for reducing an energy demand and/or energy consumption by a vehicle, in particular a motor vehicle. The vehicle includes a steering system having at least two wheel steering angle actuators for changing a respective wheel steering angle of a vehicle wheel on an individual wheel basis, and a vehicle sensor system for driving situation recognition. In at least one operating state, in which a predefined driving situation is identified using the vehicle sensor system, a power consumption by at least one wheel steering angle actuator is reduced in order to reduce the energy demand and/or energy consumption, in particular such that the power consumption by the at least one wheel steering angle actuator is below a power consumption by the at least one wheel steering angle actuator planned for in the identified predefined driving situation.

Abstract: The present embodiments relate to a steering control device and method and may provide a steering control device and method capable of compensating for the effect on the increased friction level of the road wheel actuator (RWA) mechanism at a low temperature in a steer by wire (SBW) system. In particular, there may be provided a steering control device and method capable for compensating for heavy steering that the driver may feel at low temperature by determining a friction level at a low temperature while driving according to a preset compensation condition and compensating for rack force information with respect to the friction level.

Abstract: A method is provided for operating an actuator of a steer-by-wire steering system of a motor vehicle at speeds from a standstill up to parking and/or maneuvering speeds. The method includes detecting an instantaneous steering angle of at least one wheel on an axle of the motor vehicle, detecting a steering angle demand, determining a limit value of an acceleration of a drive mechanism of the actuator at least as a function of the instantaneous steering angle, and activating the actuator for setting a steering angle of at least one wheel as a function of the steering angle demand and using the limit value of the acceleration.

Abstract: A method is provided for operating an actuator of a steer-by-wire steering system of a motor vehicle in a speed range from standstill to parking and/or maneuvering. In one example, the method includes detecting an instantaneous speed of the motor vehicle, determining a limited steering angle as a function of at least the instantaneous speed, detecting a steering angle demand, and activating an actuator for setting a steering angle of at least one wheel, at least as a function of the steering angle demand and having regard to the limited steering angle.

Abstract: A lane departure suppression device includes an object information acquisition device configured to acquire object information around a vehicle, and an electronic control device. The electronic control device is configured not to execute lane departure suppression control when determination is made that there is a possibility or a fact of lane departure of the vehicle and that a driver intends the lane departure. The electronic control device is configured to execute at least issuance of alert as the lane departure suppression control when the determination is made that there is the possibility or the fact of the lane departure of the vehicle and that the driver intends the lane departure but determination is made that a traveling lane of the vehicle is a lane-off prohibition lane or an overtaking prohibition lane based on the object information.

Abstract: A method, system and software product for maneuvering a vehicle-trailer unit in reverse travel with a trailer backing system is disclosed. The vehicle has a trailer hitch and a trailer is coupled to the trailer hitch thereby allowing a horizontal swivel movement of the trailer around the hitch. The trailer backing system includes an electronics control unit (ECU) and an input device communicatively coupled thereto. The method includes receiving, at the ECU, a selection of a trailer maneuver from a plurality of defined trailer maneuvers; and configuring the input device based upon the selected trailer maneuver, the input device being operable with the ECU to operate the vehicle for performing the trailer maneuver selected.

Abstract: A front side frame has a first deformation promotion portion to bend and deform a front side frame inwardly in a case where a collision load is applied to a vehicle from a vehicle front side, a front vehicle-body structure further comprises a load transmission portion positioned in front of a suspension housing between the front side frame and an apron reinforcement so as to transmit the collision load to the suspension housing, the load transmission portion being provided to connect the front side frame and the apron reinforcement so as to transmit a tensional load applied in a vehicle width direction between the front side frame and the apron reinforcement, and the load transmission portion has a second deformation promotion portion positioned in the vicinity of the first deformation promotion portion and promoting the bending/deforming of the front side frame.

Abstract: A vehicle body structure includes: a rocker configuring a portion at an outer side, in a vehicle width direction, of a vehicle body lower section, the rocker extending in a vehicle front-rear direction; and a metal center pillar, which is a separate component from the rocker, a lower section in a vehicle up-down direction of the center pillar being detachably attached to the rocker by an attachment member.

Abstract: An all-terrain vehicle includes a vehicle frame, seats, and a fuel tank. The vehicle frame defines a cockpit. The seats include a driver seat and a co-driver seat. The driver seat and the co-driver seat are arranged in the cockpit, the cockpit is provided with a driver foot space in front of the driver seat, and the cockpit is also provided with a co-driver foot space in front of the co-driver seat. The fuel tank is arranged in the cockpit, and is located between the driver foot space and the co-driver foot space.

Abstract: A car having: two front wheels; two rear wheels; an internal combustion engine, which is provided with a plurality of cylinders, where respective pistons slide on the inside, and with a crankshaft connected to the pistons; an engine compartment, where the internal combustion engine is arranged; and a bottom, which is the lowest part of the car and, in use, faces a road surface on which the car moves. The body has no openable hood allowing access to the engine compartment.

Abstract: A vehicle body structure includes: a front pillar lower member configuring a portion, at a vehicle lower side, of a front pillar that configures a portion, at a vehicle front side, of a vehicle body, a cross-section of the front pillar lower member seen from a vehicle up-down direction having a closed cross-section; a front pillar upper member disposed at a vehicle upper side of the front pillar lower member, and the front pillar upper member configuring a portion at a vehicle upper side of the front pillar; and a pillar reinforcing section provided with respect to the front pillar upper member, the pillar reinforcing section being partially insertable into the front pillar lower member, and the pillar reinforcing section being detachably attached to the front pillar lower member by an attachment member.