A method for plausibilizing a sensor signal of a single-track vehicle. The method includes: estimating gear ratios between a wheel speed of a wheel and a pedaling frequency of a pedal of a pedal unit and/or a drive speed of a drive of the single-track vehicle at multiple points in time; ascertaining a value of a reliability indicator based on the estimated gear ratios, the value of the reliability indicator being ascertained with the aid of a statistical parameter, in particular a variance, of the estimated gear ratios and/or a histogram of the estimated gear ratios; and plausibilizing the sensor signal based on a comparison of the value of the reliability indicator with a threshold value, the threshold value corresponding to a maximally permissible value of the reliability indicator.

A magnetic field sensor includes a first magnetic field sensing element configured to produce a first signal representing a detected external magnetic field; a circular vertical hall element configured to produce a second signal representing an amplitude of the external magnetic field; and an error compensation circuit coupled to receive the first and second signal, compute an error value based on the amplitude of the external magnetic field, and apply the error value to the first signal to compensate for an error in the first signal.

A method of calibrating a magnetic field sensor includes setting a first input signal at a first input node of a processor of the magnetic field sensor to a constant value. While the magnetic field sensor experiences a magnetic field, a first transition at an output node of the processor is measured. A second input signal at a second input node of the processor is set to the constant value. While the magnetic field sensor experiences the magnetic field, a second transition of at the output node of the processor is measured. An orthogonality error value is calculated based on a deviation of the first transition and the second transition. The first and/or second input signal is adjusted by modifying the first and/or second input signal by a function of the calculated orthogonality error value to compensate for the orthogonality error.

An aircraft air data probe contamination monitor includes at least two air data sensor probes, a first probe located on one side of the aircraft, a second probe located on an opposite side of the aircraft, each probe being operable to generate a parameter value from an airflow passing the in-flight aircraft. The monitor also includes a processor operable to compare the generated parameter value from the first probe to the generated parameter value from the second probe to determine if one of the first probe and the second probe is contaminated.

In a method for calculating, by an estimator, an instantaneous velocity vector {right arrow over (V.sub.u)} of a rail vehicle, the estimator receives measurements from an inertial unit at a fixed point in the vehicle body and determines a mathematical model M of the dynamics of the vehicle moving on a track, the model being dependent on the bias of the inertial unit and installation parameters, a virtual sensor is determined based on the model M, the virtual sensor enabling calculation, from model parameters, two theoretical transverse velocities δv.sub.y.sub.c, and δv.sub.z.sub.c along axes y.sub.c and z.sub.c, respectively. An iterative estimator calculates {right arrow over (V.sub.u)}, and includes the virtual sensor, the estimator being configured so the two theoretical transverse velocities are zero regardless of the rail configurations, the estimator enabling correction of the biases of the inertial unit and estimate installation parameters. Auxiliary velocity or distance travelled sensors are not used to calculate {right arrow over (V.sub.u)}.

In a method for calculating, by an estimator, an instantaneous velocity vector {right arrow over (V.sub.u)} of a rail vehicle, the estimator receives measurements from an inertial unit at a fixed point in the vehicle body and determines a mathematical model M of the dynamics of the vehicle moving on a track, the model being dependent on the bias of the inertial unit and installation parameters, a virtual sensor is determined based on the model M, the virtual sensor enabling calculation, from model parameters, two theoretical transverse velocities δv.sub.y.sub.c, and δv.sub.z.sub.c along axes y.sub.c and z.sub.c, respectively. An iterative estimator calculates {right arrow over (V.sub.u)}, and includes the virtual sensor, the estimator being configured so the two theoretical transverse velocities are zero regardless of the rail configurations, the estimator enabling correction of the biases of the inertial unit and estimate installation parameters. Auxiliary velocity or distance travelled sensors are not used to calculate {right arrow over (V.sub.u)}.

A method assesses the rotational speed of a machine, and more particularly the rotational speed of a rotating equipment prime mover controlled by a governor. Such machines include turbo machinery and relate to a measurement device for measuring speed. The method measures a number of pulses during a measurement interval, determines a portion of a pulse pattern, determines an integration period, and calculates the rotational speed based on the portion of the pulse pattern.

Estimating the speed of an aircraft estimates three components of the speed vector (TAS, AOA, SSA) of an aircraft relative to the surrounding air. The static pressure is estimated on the basis of measurements of geographical altitude. A first intermediate variation of a linear combination of the three components of the speed vector of the aircraft relative to the surrounding air is estimated using explicitly the fact that the pressure measured by the static probe is falsified by a known quantity under the effect of the three components of this speed vector of the aircraft relative to the surrounding air. The process then estimates the three components of the speed vector of the aircraft relative to the air by likening the latter to the speed vector of the aircraft relative to an inertial reference frame and by using inertial measurements. The various estimates are fused to provide a final result.

A speed control system and a power load balance detector for a turbine is provided. The speed control system includes a speed wheel with a plurality of teeth. A timer stores a time stamp when each of the teeth passes by a speed probe. A first speed estimate is determined for overspeed protection, and a second speed estimate is determined for operational speed control. The power load balance detector trips or shuts down the turbine when an unbalance is above a first threshold and the speed of the turbine is above a second threshold.

A speed control system and a power load balance detector for a turbine is provided. The speed control system includes a speed wheel with a plurality of teeth. A timer stores a time stamp when each of the teeth passes by a speed probe. A first speed estimate is determined for overspeed protection, and a second speed estimate is determined for operational speed control. The power load balance detector trips or shuts down the turbine when an unbalance is above a first threshold and the speed of the turbine is above a second threshold.