A system for performing frequency response health monitoring of a servo valve prior to flight of an aircraft may comprise: the servo valve; and a brake controller in electrical communication with the servo valve, the brake controller configured to: determine the brake controller is powering up, supply a variable current to the servo valve to perform the frequency response health monitoring to the servo valve in response to determining the brake controller is powering up, and determine a health status of the servo valve based on the frequency response health monitoring.

The present invention obtains a control system and a control method capable of appropriately suppressing rear lift-up of a straddle-type vehicle.

In the control system and the control method according to the present invention, damping forces of suspensions and a braking force generated to the straddle-type vehicle are controlled. Braking force adjustment control is executed to adjust the braking force generated to the straddle-type vehicle so as to suppress the rear lift-up that causes a rear wheel of the straddle-type vehicle to lift off from the ground, and initiation timing of the braking force adjustment control is controlled by using a physical quantity to which states of the suspensions are reflected.

A tipping avoidance system configured to modify operation of a collision avoidance system. The tipping avoidance system may include a payload determination system configured to generate a payload signal, and a load position determination system configured to generate a load position signal. The tipping avoidance system may also include a tipping avoidance controller configured to receive the payload signal and the load position signal, and determine, based at least in part on the payload signal and the load position signal, a minimum stopping distance at or above which the machine will not tip due at least in part to deceleration of the machine from a travel speed to a stopped condition. The tipping avoidance controller may be configured to communicate with a braking controller, such that the braking controller adjusts a stop triggering distance based at least in part on the minimum stopping distance.

A wheelie controller and a control method thereof or preventing a reduction of acceleration that is more than necessary and reducing a shock during a contact of a front wheel with the ground when a wheelie state is terminated. The wheelie controller for controlling a wheelie of a vehicle body computes a target trajectory, which is a target of a parameter and is used to control the wheelie state of the vehicle body, in accordance with the parameter that is related to pitch of the vehicle body and controls an increase/reduction of the pitch of the vehicle body so as to bring the parameter close to the target trajectory.

The safety device comprises a vehicle body inclination angle detector to detect an inclination angle of the vehicle body. In a vehicle body attitude in which the inclination angle of the vehicle body detected by the vehicle body inclination angle detector is less than a predetermined inclination angle, while any travel operation by the travel operation device is not performed, when a steering operation by the steering operation device is performed, the travel controller performs control to release braking the front wheels and the rear wheels by the brake device and to make the steering device turn the front wheels and the rear wheels in accordance with the steering operation.

A method for detecting a fault within a brake mechanism on an aircraft is disclosed. In various embodiments, the method includes activating, by a brake control unit, the brake mechanism; receiving, by the brake control unit, a wheel speed data for a wheel associated with the brake mechanism; determining, by the brake control unit, a wheel speed characteristic for the wheel associated with the brake mechanism; and detecting, by the brake control unit, whether the brake mechanism is faulty based on a comparison of the wheel speed characteristic and a wheel speed deceleration database.

A braking control system includes braking control modules configured to generate a braking torque request signal, indicative of a requested braking torque value CFr, which is variable until reaching a target value Vt, and to supply the braking torque request signal to a braking means which converts it into a braking torque with effective braking torque value CFe. The braking control modules are configured to calculate a total difference of instantaneous braking torque ΔCFt as the sum of the differences between the CFr values and the CFe values of all modules. If the calculated ΔCFt is greater than zero when Vt is reached, the braking control modules increase the braking torque until a ΔCFt subsequent to reaching Vt has a zero or negative value, or until the maximum available adhesion signal has indicated that a controlled axle has reached the maximum available adhesion.

The present invention relates to a brake control device and a brake control method for a vehicle comprising a plurality of brakes which are respectively installed on wheels, the brake control device comprising an auto leveling sensor which senses a load state of the vehicle according to a change in an angle; a control unit which calculates a correction value according to the load state of the vehicle sensed by the auto leveling sensor; and an electronic brake booster which corrects a predetermined braking power set according to a brake pedal force with the calculated correction value so that the braking operation of each brake is made.

A method for determining a tyre normal force range (F.sub.z,min, F.sub.z,max) of a tyre force (F.sub.z) acting on a vehicle (100), the method comprising; obtaining (S1) suspension data (310) associated with a suspension system of the vehicle (100); obtaining (S2) inertial measurement unit, IMU, data (320) associated with the vehicle (100); estimating (S3), by a suspension-based estimator (330) a first tyre normal force range (F.sub.z1,min, F.sub.z1,max) based on the suspension data (310); estimating (S4), by an inertial force-based estimator (340), a second tyre normal force range (F.sub.z2,min, F.sub.z2,max)based on the IMU data (320); and determining (S5) the tyre normal force range (F.sub.z,min, F.sub.z,max) based on the first tyre normal force range (F.sub.z1,min, F.sub.z2max) and on the second tyre normal force range (F.sub.z2,min, F.sub.z2,max).

A vehicle operational diagnostics and condition response system includes at least an axle supporting a vehicle frame, a suspension disposed between and secured to each the vehicle frame and the axle, a load detection device interacting with the suspension and communicating with a system controller, wherein the system controller is supported by the vehicle frame, and a vehicle pairing circuit, the vehicle pairing circuit interacting with the system controller. The vehicle pairing circuit activated by the system controller in response to load detection data received by the system controller from the load detection device.