Abstract: A brake controller function to optimally brake a wheel of a vehicle in motion, such as an aircraft. The brake pressure control self regulates by means of applying brake pressure in accordance with vehicle acceleration information and the change in acceleration over time in the horizontal plane. Vehicle acceleration and information about its change enable a brake pressure control function to determine the brake pressure associated with maximum obtainable retardation for a vehicle at that given point in time. By continuously monitoring acceleration change and detecting retardation pinnacles, the culmination and turning points of retardation, with their associated brake pressure, maximum braking ability is assured at any given time. By applying acceleration data in real time as a controls reference in a brake logic control function to increase or reduce brake pressure, such a brake control function will assure a brake pressure perfectly fit with net of all the forces that a vehicle is subjected to.

Abstract: A brake controller function to optimally brake a wheel of a vehicle in motion, such as an aircraft. The brake pressure control self regulates by means of applying brake pressure in accordance with vehicle acceleration information and the change in acceleration over time in the horizontal plane. Vehicle acceleration and information about its change enable a brake pressure control function to determine the brake pressure associated with maximum obtainable retardation for a vehicle at that given point in time. By continuously monitoring acceleration change and detecting retardation pinnacles, the culmination and turning points of retardation, with their associated brake pressure, maximum braking ability is assured at any given time. By applying acceleration data in real time as a controls reference in a brake logic control function to increase or reduce brake pressure, such a brake control function will assure a brake pressure perfectly fit with net of all the forces that a vehicle is subjected to.

Abstract: The friction between vehicle wheels provided with rubber tires follows three influence curves (5, 6, 8). The friction between a wheel with rubber tire and a road surface is represented by a measuring result curve (1-4) the shape of which is determined symptotically from the rubber tire influence curve (6). Thus the measuring result curve (1-4) will have a characteristic shape with maximum values (1A-4A). The maximum friction is determined by the influence curve of the rubber tire and the road surface respectively, also denoted the maximum friction influence curve (8). Each influence curve has its mathematical model. In the mathematical model for the maximum friction influence curve (8) there is incorporated a slip speed, properties of the car tire and road surface-to-car tire properties. The car tire properties and the pavement-to-car tire properties can be determined as process parameters by measurement.

Abstract: A method and apparatus for controlling a propulsion engine output in a vessel, based on the net axial force on a propeller shaft in the vessel. The apparatus includes a regulating loop with a computer which continuously controls the delivery of fuel to the vessel's engine, and optionally controls the attack angle of the vessel's propeller blades. Control of the fuel delivery is performed in accordance with predetermined control algorithms, and optionally, by operator-set parameter values and maneuvering operations. The apparatus further includes at least one force sensor mounted to a bearing which supports the vessel's propeller shaft. The force sensor, which is preferably mounted to a thrust bearing, detects a net axial force on the propeller shaft. The net axial force detected is then used as a parameter in the control algorithms and therefore as a factor in controlling the delivery of fuel.

Abstract: System and methods for achieving optimum braking/traction for a vehicle wheel, based upon measurement of road normal and road parallel force on the wheel axle. The measuring signals are continuously recorded in an electronic control unit which undertakes running calculations of the friction coefficient of the wheel against the ground, as well as the variation of the coefficient. The braking force is altered in a continuous manner on the basis of the values of the friction coefficient and the variation thereof, in either an increasing or decreasing direction so that optimum slip for the prevailing conditions is set quickly to achieve optimum braking or traction.

Abstract: Systems and methods are described for achieving optimum braking/traction for a vehicle wheel (1), based upon measurement of road normal and road parallel force on the wheel axis (3). The measuring signals are continuously recorded in an electronic control unit (6) which undertakes running calculations for the friction coefficient of the wheel (1) against the ground (2), as well as the variation of the coefficient. The braking force, possibly the traction force is then altered in a continuous manner on the basis of the values of the friction coefficient and the variation thereof, in such a direction that optimum slip for the prevailing conditions is set rapidly, whereby optimum braking or traction is achieved.

Abstract: In order to determine conditions of runway friction by measuring and recording forces acting on a braked wheel rolling on a runway, a vertical force and a horizontal force are exerted on the wheel, the horizontal force being provided by braking the wheel. The forces are recorded directly and the friction coefficient and its sense of change are determined on the bases of recorded values and by the fact that the braking force is continuously changed, to find the peak of the friction coefficient/slip-curve.