The Eurofighter ("Typhoon") uses its canards LE down like the Gripen on the landing roll.
The additional downforce helps to keep the wheels down, increasing the wheelbraking available (as on racing cars).

I turned mine LE up so that they would give additional lift that will reduce landing speed as I want to use them on the landing approach.
But, more importantly, the transient force (as they go through max lift, from normal position to braking position and back) is UP. That means that if I do a go-around (overshoot) from a landing approach the canards move from a high drag position with a bit of lift, down through maximum lift into their normal position. That gives a transient nose up effect which is just what you want in a go-around. A transient nose down might have unfortunate consequences.

I started by using about 60 degrees of LE up for braking, and there is a slight nose up pitch change which needs no compensation on the elevons.

Now I use 30 or 35 degrees of LE up which gives almost as much drag, still plenty of drag, but also a significant amount of lift which needs a little "down" elevon mixed in for trim compensation. That has a side effect of increasing wing camber and so increasing wing lift. It is not much but will knock another knot or two off the stalling speed.
The way I have it configured, up trim affects only the elevons, not the elevator.

I was flying it again on Sunday and noticed in particular that on an already stable approach, when I flicked the airbrake switch, the nose came up slightly but the flightpath angled down noticeably.

On my Lochstars I mounted the engine at zero degrees, no up or downthrust and I am quite happy with that.