Abstract: A wire harness where the hard conductor portion is arranged inside of the hard outer covering portion and the hard outer covering portion and the hard conductor portion are bent together to form a bent portion, the conductor is formed by twisting together a plurality of strands, and includes a single core that is formed by the strands coming into close contact with each other and being integrated due to pressure being applied to a predetermined part of the conductor, and a twisted wire that is not pressed and is left in a state in which the plurality of strands are twisted together, the single core forms the hard conductor portion, a level difference is formed on a boundary between the single core and the twisted wire, and a positioner for positioning the level difference is provided on an inner circumferential surface of the outer covering.

Abstract: A vehicle includes a generator, a battery, a plurality of electrical devices configured to receive power from the generator and the battery, and a power controller. The power controller may group the plurality of electrical devices into a plurality of groups, and control an operation of an electrical device belonging to a group to which at least one electrical device among the plurality of electrical devices belongs, according to a fluctuation of an input voltage of the at least one electrical device.

Abstract: An electrical system can include a power supply configured to provide electrical power to components at a time at which the electrical system experiences an electrical fault. The electrical system can include a first battery electrically coupled in parallel to a second battery via an electrical bus, whereby the first and second batteries can provide electrical power to a first electrical load and a second electrical load. Upon experiencing a fault, a first circuit element can electrically decouple the first battery and the second battery by opening a circuit provided by the electrical bus, thereby isolating the first battery from the second battery. Next, the battery experiencing the fault can include a second circuit element that can electrically decouple the battery experiencing the fault from a respective electrical load, while the battery isolated from the fault can continue to provide electrical power to components.

Abstract: A computer implemented method of reconstructing vehicle behaviour for a vehicle that has been subject to a critical event, the method comprising: receiving vehicle sensor data associated with vehicle motion; receiving a critical event notification signal, the critical event notification signal being associated with a critical event time for the critical event; deriving, from the received vehicle sensor data, a vehicle trajectory within a time window prior and adjacent to the critical event time; analysing the vehicle trajectory to determine forces acting through the vehicle system; outputting a notification signal in the event that one or more of the determined forces exceeds one of more of the operating parameters of the vehicle.

Abstract: A restraint system for a driver of a vehicle comprises at least one protective bar (6), being supported on at least one pillar (2). To achieve an alignment, said at least on protective bar (6) is pivotably supported by means of at least on eccentric (8). The pivotability is lockable by at least one retaining means (11).

Abstract: A vehicle footrest impact deflection member includes a first portion and a second portion. The first portion is configured to be disposed outboard of a vehicle trim panel. The first portion includes a non-collapsible part having a first overall density. The second portion extends inboard from the first portion. The second portion includes a collapsible part having a second overall density that is less dense than the first overall density of the non-collapsible part.

Abstract: A concealment system for a first vehicle component having a cutout and receiving aperture exposed by removal of a second component, includes a pre-insert configured to be inserted into the receiving aperture, and a filler insert having an outer surface and configured to be inserted into the cutout such that the outer surface of the filler insert is substantially flush with a visible outer surface of the vehicle component. The filler insert being inserted into and retained within the pre-insert.

Abstract: A vehicle includes a first seat and a second seat occupying a vehicle body, a battery pack disposed between the first seat and the second seat, a first inboard airbag, and a second inboard airbag, and optionally a first outboard airbag and a second outboard airbag. The airbags are deployable from a packed position to or between an inflated position. The first inboard airbag is configured to deploy and occupy a space between the first seat and the battery pack, the first outboard airbag is configured to deploy and occupy a space between the first seat and the first side of the vehicle body, the second inboard airbag is configured to deploy and occupy a space between the second seat and the battery pack, and the second outboard airbag is configured to deploy and occupy a space between the second seat and the second side of the vehicle body.

Abstract: A steering wheel includes: a support member which is inserted into a bag holder of an airbag device; a slider which has a cylindrical shape and covers the support member so as to be slidable in a front-rear direction; a damper holder which has an annular shape and covers at least a part of a region around the slider; an elastic member which has an annular shape and is interposed between the slider and the damper holder, in which the airbag device functions as a damper mass of a dynamic damper and the elastic member functions as a spring of the dynamic damper; and a friction damping unit including: a part provided in a portion between the slider and the elastic member; and a part provided in a portion between the damper holder and the elastic member.

Abstract: A vehicle seat assembly includes a seat, two arms coupled to the seat, and an airbag coupled to each arm. Each arm is movable from a stowed position beside the seat to an extended position abutting the other arm. The airbags are inflatable toward the seat when the arms are in the extended position.

Abstract: A head protection airbag device includes: an airbag formed so as to cover a window of a vehicle; and a case for storing a folded body of the airbag. The airbag has an engaging hole through which an engaging protrusion passes. The case includes the engaging protrusion. A portion constituting a peripheral edge of the engaging hole has recessed sections recessed from an upper edge of the airbag in front of and behind the engaging hole so as to have a tab-shaped portion. In a state in which the airbag is flatly developed, an upper edge of the tab-shaped portion that has the engaging hole is disposed nearly on a same line as an upper edge of a general section of the airbag which is adjacent to the tab-shaped portion.

Abstract: An airbag includes a body and a redirecting cloth that is composed of a sheet material having flexibility and disposed inside the body. The redirecting cloth includes an inlet port for taking in an inflation gas; one or more outlet ports that release the inflation gas as flown from the inlet port towards predetermined regions of the body; and a sew region that sews first and second terminal edges of the sheet material together. Each of the first and second terminal edges of the sheet material includes a turned-and-sewn region that has been turned inward and sewn. At least a part of the sew region is formed by sewing terminals of the turned-and-sewn regions together.

Abstract: A method for folding a knee airbag may include: folding both sides of an airbag cushion a plurality of times, and fixing the folded portion of the airbag cushion; forming a roll folding part by rolling one side of the airbag cushion of which both sides are folded a plurality of times; and folding the other side of the airbag cushion toward the roll folding part, with the roll folding part formed at the one side of the airbag cushion, and fixing the other side of the airbag cushion.

Abstract: A passenger seat airbag includes a passenger side wall for catching a passenger, and a circumferential wall that extends forward from the passenger side wall in a converging fashion. The circumferential wall includes an upper wall, a lower wall, a left wall and a right wall, and is adapted to be mounted on a housing by the front end. An inlet port for introducing inflation gas is disposed at a front end region of the lower side wall, at a position displaced to the right from the center in a left and right direction of the passenger side wall. In the front end region of the circumferential wall, with respect to a substantial circumferential length which permits free expansion, a left circumferential wall region disposed on the left of the inlet port and a right circumferential wall region disposed on the right of the inlet port have equal substantial circumferential lengths.

Abstract: An airbag device includes an airbag provided with an inlet port of inflation gas, an inflator which includes gas outlet ports in an upper region of the body, a bag holder which is formed from synthetic resin and includes an insert opening for receiving the inflator body, and an airbag cover which includes a door openable at airbag deployment. The bag holder includes a support board which supports a bottom surface of the airbag as folded including a periphery of the inlet port, and a gas guide tube which extends upward from a periphery of the insert opening and is fitted in the inlet port of the airbag. The guide tube as fitted in the inlet port is greater in height than the upper region of the inflator body. The airbag further includes, in a vicinity of the bottom surface, a joint section which is joined to the support board.

Abstract: A side airbag device may include: an inflator mounted to a seat frame; a cushion unit covering the inflator and configured to be deployed by gas discharged from the inflator to protect a side portion of an occupant; and a tether unit mounted to the inflator and configured to enclose the cushion unit. The cushion unit may include: a cushion deployment part mounted to the inflator and configured to be deployed by gas discharged from the inflator; a cushion passing part formed in the cushion deployment part so that the tether unit passes through the cushion passing part; and a cushion penetration part formed in an upper end of the cushion deployment part so that the tether unit penetrates the cushion penetration part.

Abstract: A side airbag device may include: an inflator mounted to a seat frame; a cushion covering the inflator and configured to be deployed by gas discharged from the inflator to protect a side portion of an passenger; and a tether mounted to the inflator and configured to enclose the cushion and reduce collision energy applied to the passenger.

Abstract: A pedestrian protecting device according to one aspect of the present invention includes: a right air bag device including a right air bag configured to be deployed at a right region of the windshield; and a left air bag device including a left air bag configured to be deployed at a left region of the windshield. A wiper device includes a right wiper and a left wiper including a turning fulcrum located closer to a middle portion of a vehicle than a turning fulcrum of the right wiper. The right and left air bags and include respective tip end portions that vertically overlap each other at the middle portion of the vehicle. The right air bag of the air bag device is deployed before the left air bag of the air bag device is deployed.

Abstract: Disclosed are lock mechanisms for latch assemblies of vehicle compartment hoods, methods for making or using such lock mechanisms, and motor vehicles equipped with a multi-pull latch and lock system for releasably locking a hood assembly. A lock mechanism includes a gear that couples a closure latch to a latch release mechanism. The gear moves between a latched position, whereat the closure latch secures the closure in a closed position, and an unlatched position, whereat the gear transfers activation forces from the release mechanism to disengage the closure latch from the closure. A pawl is movable between a locked position, whereat the pawl engages and locks the gear in the latched position, and an unlocked position, whereat the pawl disengages the gear. An actuator is operatively engaged with a vehicle door to automatically move the pawl to the unlocked position responsive to movement of the door to an open position.

Abstract: A seatbelt of a work vehicle includes: a first stay provided in correspondence with a first fixing portion of a vehicle body on either one of right/left sides of a seat; a belt reeling portion that reels and stores a belt main body and is attached to the first fixing portion via the first stay; a second stay provided in correspondence with a second fixing portion on the other one of the right/left sides of the seat; and a buckle portion that fixes an insertion fixture extending from the belt reeling portion and is attached to the second fixing portion via the second stay. A first cover member is mounted to the first stay and covers an outward exposed portion of the first stay. A second cover member is mounted to the second stay and covers an outward exposed portion of the second stay.

Abstract: A seatbelt assembly includes a seatbelt retractor, a support spaced from the seatbelt retractor, and a webbing retractably engaged with the seatbelt retractor. The webbing is moveable relative to the support. The seatbelt assembly includes a magnet and a conductive material adjacent the magnet. One of the magnet and the conductive material is fixed to the support, and the other of the magnet and the conductive material is moveable by the webbing relative to the support.

Abstract: In a webbing take-up device, when a pre-tensioner is actuated and a spool then rotates in a pull-out direction in a state in which an engagement tooth of a restricting pawl has meshed with external teeth of a gear plate, the restricting pawl swings together with the gear plate. This suppresses release of the meshing between the engagement tooth of the restricting pawl and the external teeth of the gear plate. This thereby enables inertial force of a flywheel to be transmitted to the spool, irrespective of the rotational acceleration of the flywheel or the magnitude of a rotation speed of the flywheel.

Abstract: A control method for an electric seatbelt retractor and an electric seatbelt retractor including a spindle (2) and a seatbelt (3) wound thereon, and an electric motor (4) driving the spindle (2) via a rotor (3) in pull-in or in pull-out direction when activated, and a sensor device (10) detecting the movement of the spindle (2), wherein a spring (11) is provided, which is arranged between the spindle (2) and the rotor (3) enabling a relative movement of the spindle (2) to the rotor (3) or to a retractor-fixed part, wherein the electric motor (4) is controlled by a signal of the sensor device (10) generated by the relative movement of the spindle (2) to the rotor (3) or a retractor-fixed part with torsional tensioning or expanding the spring (11).

Abstract: A terminal performs communication with an in-vehicle device to control a vehicle. The terminal includes a controller configured to switch and set a plurality of operation modes, and a vibration detection unit configured to detect vibration of the terminal. The operation modes include a first mode, a second mode different from the first mode, and a third mode where communication with the in-vehicle device is more restricted than in the first mode and the second mode. The controller is configured to, when the first mode is executed, in a case where vibration is not detected in the vibration detection unit for a predetermined time, switch the operation mode to the third mode, and when the second mode is executed, in a case where vibration is not detected in the vibration detection unit for a time longer than the predetermined time, switch the operation mode to the third mode.

Abstract: Described are techniques for monitoring use of a shared resource, such as physical resource, for example, a motor vehicle. The techniques include receiving an electronic representation of a user's identity, by a vehicle access application executable in a computing system in the vehicle, sending by the computing system to an identity and access management system the received electronic representation of the user's identity, receiving by the computing system from the identity and access management system credentials that validate the electronic representation of the user's identity, and enabling by the computing system starting of the vehicle when the computing system receives the credentials that validated the user's identity.

Abstract: A system for authorizing temporary access and operation of a vehicle via a mobile computing device, the system includes a processor and a memory device. The system also includes a SRWC module configured to communicate with the mobile computing device; and a CNG module being in communication with the SRWC module, the CNG module includes a NAD, configured to communicate with one or more remote entities over a wireless carrier system; a GPS module, configured to generate vehicle position information and communicate that position data to the one or more remote entities; a CGM, configured to monitor and control incoming communications from the SRWC module, NAD, and GPS module. The CGM further configured to establish communications across a CAN; and a CMS, configured to encrypt the communications established by CGM as well as store the communications in the memory device.

Abstract: A vehicle control system includes a terminal device and a vehicle. The terminal device includes a first verification unit that verifies whether the terminal devices matches the vehicle through wireless communication when the terminal device enters an area in which wireless communication between the terminal device and the vehicle is available, and an operation instruction unit that receives an instruction to execute a predetermined operation of the vehicle from the user and the first verification unit has verified that the terminal device matches the vehicle, and transmits a signal according to the instruction to the vehicle, and the vehicle includes a second verification unit that communicates with the first identification unit and verify whether with the vehicle matches the terminal device, and an operation controller that receives the signal from the operation instruction unit and executes the predetermined operation according to the signal.

Abstract: One variation of an upgrade kit—for an ignition key corresponding to a vehicle and including an immobilizer transponder and a keyless entry transmitter—includes: a wireless jammer configured to interfere with wireless transmission from the immobilizer transponder; a wireless receiver configured to receive an unlock request from an external device; a relay configured to actuate the keyless entry transmitter to unlock a door of the vehicle in response to the unlock request; and an enclosure configured to contain the wireless receiver and a portion of the ignition key.

Abstract: A vehicle includes a horn, a plurality of exterior lights, and at least one controller. The at least one controller is configured to grant vehicle system access to a nomadic device paired to the vehicle, and in response to receiving a message that contains data identifying a source of the message while the vehicle is in a key-off state from a nomadic device not paired to the vehicle, activate the horn and exterior lights according to respective patterns.

Abstract: The invention discloses a wiper bracket and a wiper. The wiper bracket comprises a main bracket, at least one first sub-bracket and a connecting device. The connecting device contains a baffle located at the bottom of the first sub-bracket and the main bracket, with one end fixed at the main bracket or the first sub-bracket, and the other end being a free end. The free end is located on the bracket opposite to the fixed end of the baffle. A side of the first sub-bracket is pivotally connected to the main bracket by a pivotal shaft. A spring is disposed between the main bracket and the first sub-bracket, and located at an upper portion of the baffle. The compression resilience of the spring applies downwardly curved preload to the first sub-bracket.

Abstract: The present invention relates to a locking device (14, 45, 52, 56, 66) between a windscreen wiper blade holder (2) and a windscreen wiper blade (13), said blade (13) consisting of a top part (15) that is capable of cooperating with said blade holder (2) and a bottom part (16) in direct contact with the windscreen or window to be wiped, said device (14, 45, 52, 56, 66) having a shape that complements said top part (15) of said blade (13), characterised in that it is capable of being solidly attached to linking means (29), said linking means (29) connecting one of the ends of said blade holder (2) to one of the ends of said blade (13).

Abstract: A method is disclosed for cleaning a surface of a vehicle which comprises a holder connected to the vehicle, wherein the holder comprises at least one nozzle. Within the scope of the method, a cleaning agent is applied at a pressure above atmospheric pressure by the at least one nozzle onto the surface to be cleaned, wherein the at least one nozzle is moved in a contactless manner over the surface.

Abstract: The present disclosure provides systems and methods for controlling a sensor system. More particularly, a sensor control system can access respective first data and second data descriptive of one or more monitored parameters associated with a first sensor of an autonomous vehicle. Based on the first data and the second data, the sensor control system can determine that a change in the one or more monitored parameters between the first sensor and the one or more second sensors has exceeded a predetermined threshold level. In response, the sensor control system can implement a control action relative to at least the first sensor (e.g., initiating cleaning of the first sensor, adjusting alignment of the first sensor, determining a compensation factor for the first data received from the first sensor, or communicating a signal request for service of the first sensor).

Abstract: The invention relates to a vehicle (1), in particular a truck-mounted concrete pump, having a pivotable turntable (3), arranged on a frame (2), with a boom (4) constructed thereon, and a frame outrigger (5) which has carriers (6, 6a) that are retractable into the vehicle profile and/or extendable out of the vehicle profile, wherein the carriers (6, 6a) are each guided on an extension portion (7, 7a) fixed to the vehicle and form a telescope (8, 8a) therewith, wherein the extension portions (7, 7a) fixed to the vehicle are arranged behind a cab (9) in the direction of travel, wherein a folding part (11, 11a) connected via a joint (10, 10a) is arranged in each case at a free end of the carriers (6, 6a), wherein a support leg (12, 12a) is arranged on each folding part (11, 11 a), wherein the joint (10, 10a) is arranged outside the respective extension portion (7, 7a) in the retracted transport position of the carriers (6, 6a), such that the folding part (11, 11a) is foldable laterally into the vehicle profile in

Abstract: A brake pedal device 1 includes a pedal bracket 10, an operating pedal 20, an intermediate lever 25, a coupling link 30, and a cylindrical member 40. A side plate 11 of the pedal bracket 10 includes an opening for preventing rearward movement 16 and a movement allowing part 17. The opening for preventing rearward movement 16 is located in a separating direction D relative to a second shaft hole 15. The movement allowing part 17 is configured to include a holding protrusion 18 and a cutout 19. When a load caused by a vehicle collision acts, a second support shaft 13 for supporting the intermediate lever 25 moves from the second shaft hole 15 toward the opening for preventing rearward movement 16 through the movement allowing part 17, forcibly causing the operating pedal 20 to pivot toward the vehicle front side about a first support shaft 12.

Abstract: A method for determining a slope of a roadway on which a vehicle is located includes imputing image data, supplied by an image sensor, pertaining to surroundings of the vehicle, identifying a defined reference object in the surroundings of the vehicle using the image data, determining an angle relationship between the reference object and the surroundings, estimating a slope of the roadway with reference to the determined angle relationship, and generating a signal indicative of the slope of the roadway. A device for determining a slope of a roadway on which a vehicle is located is configured to execute such a method.

Abstract: A method for operating at least one vehicle relative to at least one passable object in a surrounding area of the at least one vehicle includes inputting map data values from a map, the map data values including the at least one passable object in the form of first object data values; recording surrounding area data values, which represent the surrounding area of the at least one vehicle and include the at least one passable object in the form of second object data values; reconciling the input map data values with the recorded surrounding area data values in accordance with predefined first comparison criteria; and operating the at least one vehicle as a function of the reconciliation of the data values.

Abstract: A rear automatic braking system is automatically overridden and released if the accelerator pedal is depressed with the rate of change which is greater than empirically determined threshold beyond a predetermined percentage of its travel for at least a predetermined length of time and if the vehicle's brake pedal is not depressed.

Abstract: A brake fluid pressure control device for a vehicle that can perform fluid pressure control on the brake fluid pressure applied to wheel brakes. It is determined whether the pressure increasing time in the current pressure increasing control exceeds determination time which is set on the basis of the pressure increasing time in past pressure increasing control. If the pressure increasing time in the current pressure increasing control exceeds the determination time, it is determined that the road surface on which the vehicle is travelling has changed from the road surface with a low coefficient of friction to the road surface with a high coefficient of friction.

Abstract: A method for controlling a solenoid valve current of a brake system may include: determining, by a controller, whether a difference between the pressure of a master cylinder and the pressure of a wheel cylinder is equal to or more than a preset reference value; and forming, by the controller, the pressure of the wheel cylinder by applying a sine wave pattern to an on/off control pattern while applying a current to a solenoid valve for adjusting the pressure of the wheel cylinder such that the pressure of the wheel cylinder is changed in an LMV control manner based on an upward sloping pattern, when the determination result indicates that the difference between the pressure of the master cylinder and the pressure of the wheel cylinder is equal to or more than a preset reference value.

Abstract: Disclosed are an electronic brake system and a method of operating the same, the electronic brake system including a master cylinder configured to discharge a pressurized medium according to a displacement of a brake pedal, a simulation device configured to provide a driver with a pedal feel, a fluid pressure supply device configured to generate a fluid pressure by operating a hydraulic piston according to an electrical signal output to correspond to the displacement of the brake pedal, and a fluid pressure control unit configured to control a fluid pressure of a pressurized medium supplied to each wheel cylinder, in which a normal operation mode, an abnormal operation mode, and a test mode are performed.

Abstract: A motor control device includes a drive control device that controls turning on/off of a motor, and a voltage obtaining device that obtains a voltage across terminals of the motor. The drive control device determines whether or not the motor drive signal is OFF (ST01). If the determination is Yes, the drive control device determines whether or not the voltage across the terminals, which is obtained by the voltage obtaining device, has decreased and reached a target voltage (ST02). If the determination at ST02 is Yes, an ON time is set on the basis of the immediately preceding OFF time (ST03), and the motor drive signal is switched from OFF to ON (ST04). After the ON time elapses, the motor drive signal is switched from ON to OFF (ST05). Low-rotational-speed motor control can be performed while suppressing heat generation in a motor relay.

Abstract: A system includes a first brake actuator for controlling pressure applied to a first brake, a BCU configured to receive a first plurality of inputs and to output a first BCU control signal for controlling the first brake actuator based on the first plurality of inputs, and a first switch coupled between the first brake actuator and the BCU. The system also includes a backup controller designed to receive a second plurality of inputs, determine a first backup control signal for controlling the first brake actuator based on the second plurality of inputs, determine that the BCU is functioning improperly based on the second plurality of inputs, and control the first switch to prevent the first BCU control signal from controlling the first brake actuator and to output the first backup control signal to the first brake actuator in response to determining that the BCU is functioning improperly.

Abstract: A braking device for a hydraulic motor vehicle braking system having an electromechanically driven booster stage and a ball screw drive. In order to provide a braking device which is of particularly compact, cost-effective and weight-saving construction and has short pedal strokes, and an easily adjustable pedal characteristic curve, at the same time enabling effective direct action in case of failure of the booster stage and comfortable haptic feedback at the pedal during normal operation, the actuating force from a piston rod is introduced into the spindle, wherein the piston rod can be moved axially to a limited extent relative to the spindle and a spring element is inserted in the flow of force of the actuating force between the piston rod and the spindle, which spring is compressed axially when the actuating force is introduced.

Abstract: The invention relates to a railway braking system (1) comprising a first pneumatic distribution device (51) formed by a first distributor provided with a single inlet opening (54a,b) connected to a source for supplying pneumatic pressure mediums (73) and with a single outlet opening (55a,b) connected to a parking brake chamber (25) in order to optionally supply a parking brake (7) with a second pneumatic pressure medium so as to place said brake in either of inoperative and operative configurations, and a second pneumatic distribution device (61) formed by a second distributor provided with a single inlet opening (64a,b) connected to said supply source and with a single outlet opening (65a,b) connected to a service pressure chamber (13) in order to supply a service brake (6) with a third pneumatic pressure medium of which the pressure value is predetermined, so as to apply a predetermined braking force when said parking brake is in the operative configuration thereof.

Abstract: Disclosed herein are an electric brake system and an operating method thereof. The electric bake system includes a master cylinder discharging pressure medium according to a displacement of a brake pedal, a simulator providing a sense of pedal to a driver, a hydraulic supplier generating hydraulic pressure by operating a hydraulic piston in response to an electrical signal output by corresponding to the displacement of the brake pedal, and a hydraulic control unit controlling hydraulic pressure of the pressure medium supplied to each wheel cylinder. The electric brake system performs a normal operation mode having a low pressure mode and a high pressure mode, an abnormal operation mode and an inspection mode.

Abstract: Disclosed herein are an electric brake system and an operating method thereof. The electric brake system includes a master cylinder to discharge a pressurized medium in accordance with displacement of a brake pedal, a simulation device to provide a driver with a pedal feeling, a hydraulic pressure supply device to generate a hydraulic pressure by operating a hydraulic piston in accordance with an electrical signal output in response to the displacement of the brake pedal, and a hydraulic control unit to control a hydraulic pressure of the pressurized medium supplied to each wheel cylinder. The electric brake system may perform a normal mode, an abnormal mode, and an inspection mode.

Abstract: An electronic brake system and a method for operating the same are disclosed. The electronic brake system includes a hydraulic-pressure supply device and a hydraulic-pressure control unit. The hydraulic-pressure supply device operates a hydraulic piston using an electric signal corresponding to a displacement of a brake pedal, and thus generates hydraulic pressure. The hydraulic-pressure control unit controls hydraulic pressure of a pressure medium supplied to individual wheel cylinders. The electronic brake system controls a plurality of valves mounted to the hydraulic-pressure control unit, and thus performs a normal operation mode, an abnormal operation mode, a regenerative braking mode, and an inspection mode using the valves.

Abstract: A brake control device adjusts a front wheel braking hydraulic pressure of front wheel cylinders 71, 72 provided on front wheels of a vehicle and a rear wheel braking hydraulic pressure of rear wheel cylinders 73, 74 provided on rear wheels of the vehicle. The brake control device includes a hydraulic pressure generating unit 1A configured to adjust a hydraulic pressure generated by an electric motor 11 to an adjusted hydraulic pressure and apply the adjusted hydraulic pressure as the rear wheel braking hydraulic pressure and a hydraulic pressure correcting unit 1B configured to adjust to decrease the adjusted hydraulic pressure to be a corrected hydraulic pressure, and apply the corrected hydraulic pressure as the front wheel braking hydraulic pressure.

Abstract: A brake system for actuating a pair of front wheel brakes and a pair of second wheel brakes. The brake system includes a reservoir and a brake pedal unit having a housing with first and second pistons slidably disposed in the housing. The first and second pistons are operable during a manual push-through mode by actuation of a brake pedal connected to the brake pedal unit. The first and second pistons are movable to generate brake actuating pressure at first and second outputs for actuating the pair of front wheel brakes and the pair of rear wheel brakes. A first source of pressurized fluid actuates the pair of front wheel brakes and the pair of rear wheel brakes during a non-failure normal braking event. A first electronic control unit controls the first source of pressurized fluid. A second source of pressurized fluid is hydraulically connected to the brake pedal unit and actuates the brake pedal unit to cause movement of the first and second pistons for generating pressure at the first and second outputs.