An intelligent ultrasonic system may include: a camera sensor unit configured to take an image of a road ahead of a driving vehicle; an ultrasonic signal input unit configured to receive an ultrasonic signal sensed through one or more ultrasonic sensors mounted on the vehicle; a feature extraction unit configured to extract a feature of the received ultrasonic signal; a data collision unit configured to collect one or more data related to a surrounding situation of the road on which the vehicle is driven; and a control unit configured to divide the surrounding situation into two or more classes based on the one or more data collected through the data collection unit, and change or reset an existing parameter to a parameter corresponding to any one class of the classes when the surrounding situation corresponds to the one class or is changed to the one class.

A brake control device adjusts a fluid pressure of a brake fluid in a wheel cylinder, and is provided with: a fluid passage which connects a master cylinder and the wheel cylinder; a first electromagnetic valve which is provided in the fluid passage; a second electromagnetic valve which is provided in the fluid passage between the first electromagnetic valve and the wheel cylinder; a fluid pump which is driven by an electric motor, suctions the brake fluid from the fluid passage at a suction part between the first electromagnetic valve and the second electromagnetic valve, and discharges the brake fluid to the fluid passage at a discharge part between the first electromagnetic valve UP and the second electromagnetic valve; a check valve which is provided between the fluid pump and the discharge part; and a controller which controls the first electromagnetic valve, the second electromagnetic valve, and the electric motor.

An aircraft brake control system for controlling anti-skid braking of at least first and second wheels in a wheel set of an aircraft is disclosed. The system includes a control assembly having wheel speed inputs including an input of an indication of the wheel speed of the first wheel, and an input of an indication of the wheel speed of the second wheel, a wheel speed comparator for determining which of the wheel speeds indicated is a lowest wheel speed, and an output for indicating a wheel speed other than the lowest wheel speed. An aircraft landing gear, an aircraft, and methods of braking an aircraft are also disclosed.

A vehicle is provided with: a main vehicle body having an attachment portion to which a towed vehicle can be attached, and a first onboard unit and a second onboard unit attached to the main vehicle body, the first onboard unit and the second onboard unit being installed so as to be capable of communicating with a roadside device. The first onboard unit has type information relating to the type of the main vehicle body, and is provided at a position at which communication with the roadside device is possible both when the towed vehicle is attached to the attachment portion and when the towed vehicle is not attached to the attachment portion. The second onboard unit is provided at a position at which communication with the roadside device is possible when the towed vehicle is not attached to the attachment portion and at which communication with the roadside device is not possible when the towed vehicle is attached to the attachment portion.

A component of a machine. The component has a measuring fixture for measuring forces and at least one metallic, magnetic portion. The measuring fixture includes at least one field-generating member for producing an electromagnetic alternating field and at least one detection member for detecting changes of the magnetic field produced. The field-generating member and the detection members are arranged on the metallic, magnetic portion and are designed to interact with the metallic, magnetic portion in such manner that by way of the measuring fixture, as a function of measurement signals from the detection member, forces acting on and/or deformations of the component can be detected.

A component of a machine. The component has a measuring fixture for measuring forces and at least one metallic, magnetic portion. The measuring fixture includes at least one field-generating member for producing an electromagnetic alternating field and at least one detection member for detecting changes of the magnetic field produced. The field-generating member and the detection members are arranged on the metallic, magnetic portion and are designed to interact with the metallic, magnetic portion in such manner that by way of the measuring fixture, as a function of measurement signals from the detection member, forces acting on and/or deformations of the component can be detected.

A method for monitoring at least two aircraft wheel electromechanical braking actuators. For each electromechanical actuator, the method includes first determining a current value representative of the power supply current of the electromechanical actuator and determining a reference current value estimated from the power supply currents of at least one other electromechanical actuator. Then, the representative current value and the reference current value are compared. Any abnormal operation of the electromechanical actuator is detected when the difference between the representative current value and the reference current value is above a predetermined threshold.

A braking force control apparatus for a saddle ride vehicle includes a transmission controller which reduces driving force of an engine by a predetermined speed reduction ratio and transmits the driving force to a drive wheel, a clutch device which connects—disconnects the driving force between the engine and the transmission, a brake device which generates braking force on the drive wheel, and a sensor which detects a state of the transmission. The transmission switches between a neutral state and an in-gear state, and when the sensor detects that the transmission is switching from the neutral state to the in-gear state, the controller causes the brake device to generate braking force on the drive wheel, and then releases the braking force upon completion of the switching to the in-gear state.

Methods and apparatuses for selecting a plurality of brake assemblies desired for activation during an aircraft taxi braking event from a total number of brake assemblies are disclosed. One method includes determining an estimated peak temperature for each brake assembly and determining a first subset of the brake assemblies having an estimated peak temperature within a predetermined temperature range. The method also includes determining whether the number of first subset brake assemblies is greater than or equal to the number of brake assemblies desired for braking. At least a portion of the first subset brake assemblies is then activated if the number of brake assemblies in the first subset is determined to be greater than or equal to the number of desired brake assemblies, wherein the number of brake assemblies in the activated portion of the first subset is greater than or equal to the number of desired brake assemblies.

A control apparatus includes a controller, a receiver and a discriminator. The receiver, in operation, receives an instruction for controlling a brake of a movable-body apparatus. The discriminator, in operation, determines, in response to the instruction being received by the receiver, whether or not the instruction is fraudulent based on whether or not a speed of the moving body and a distance between the moving body and an obstacle satisfies a predetermined condition for invalidating the instruction.