METHOD TO DETERMINE AN EXPECTED STOPPING PERFORMANCE OF AN AIRCRAFT IN MOTION ON AN AIRSTRIP AND TAK

专利摘要:
method for determining a predicted stopping performance of an aircraft moving on a runway, and, apparatus, a system and method for determining a predicted stopping performance of an aircraft moving on a runway. a predicted stopping force acting on the aircraft to stop the aircraft is determined by a processing unit while the aircraft is moving on the runway. a predicted deceleration of the moving aircraft on the runway is determined by the processing unit using the predicted stopping force acting on the aircraft to stop the aircraft. the predicted stopping performance of the aircraft on the runway is determined by the processing unit using the predicted deceleration of the aircraft.
公开号:BR102014026388B1
申请号:R102014026388-8
申请日:2014-10-22
公开日:2021-09-21
发明作者:Michael Gian Catalfamo；Jean Marie Crane；Marisa R. Jenkins；John David Anderson；Thomas Todd Griffith；Bechara J. Mallouk
申请人:The Boeing Company；
IPC主号:

专利说明:

FUNDAMENTALS OF THE INVENTION
[0001] An aircraft may be moving at a relatively high speed immediately after landing on an airstrip. A fast-moving aircraft like this has to be slowed down in order for the aircraft to safely leave the runway via a taxiway. Most importantly, the aircraft must be decelerated at a sufficient rate so that the aircraft can be brought to a stop or exit from the runway and take-off safely via a taxiway before the aircraft passes the end of the runway and take-off.
[0002] A pilot or other operator of an aircraft can control various systems in the aircraft to decelerate and stop a moving aircraft on a runway. Aircraft systems that can be used to bring a moving aircraft to a stop on an airstrip may include an aircraft brake system, the aircraft thrust system, and the aircraft aerodynamic system. The aircraft's brake system can be pilot-controlled or automatically controlled to reduce the rotation of the aircraft's wheels as the wheels roll on the runway. The aircraft thrust system can be controlled to decelerate aircraft by controlling the aircraft engines to provide thrust in an appropriate direction to reduce aircraft movement. The aircraft's aerodynamic system may include, for example, a speed brake, flaps, other systems, or various combinations of systems that can be controlled to change the aircraft's aerodynamic characteristics. The aircraft's aerodynamic system can be controlled to decelerate the aircraft by increasing drag and reducing lift to destroy the lift of the aircraft's wing as it moves on the runway.
[0003] The ability of the various systems in an aircraft to decelerate and stop moving aircraft on a runway may depend on various conditions. For example, the condition of the runway can affect the ability of the aircraft's brake system to stop the aircraft. The ability of an aircraft's brake system to stop a moving aircraft on a runway is reduced when the frictional force between the aircraft wheels and the runway surface is reduced. Therefore, for example, the ability of the brake system on an aircraft to stop moving aircraft on a runway can be reduced when the runway is icy or wet.
[0004] A pilot or other operator of an aircraft can rely on experience, a judgment of runway conditions, and a judgment of the ability of various aircraft systems to stop the aircraft in such conditions to control the various systems in the aircraft to stop the aircraft moving on the runway. The pilot can be provided with information from various sources that can help the pilot to judge the current runway condition. For example, the pilot may be provided with data from airport friction measurement devices, weather reports, or other information that can help the pilot judge the current runway condition prior to landing. However, even with the availability of such information, a pilot may not always be able to accurately judge both the current runway condition and the effects of the current runway condition on the aircraft's stopping performance. For example, airstrip conditions can change relatively quickly.
[0005] Therefore, a pilot or other operator of an aircraft may not be able to rely solely on experience and reported condition to stop a moving aircraft on a runway effectively under all conditions and prevent the aircraft from overtaking the end of runway and runway. Experience and judgment alone may not be enough for a pilot or other operator of an aircraft to control multiple systems in the aircraft to effectively stop the aircraft moving on a runway. For example, a pilot may not be able to accurately judge the runway condition and the effect of the runway condition on the operation of the brake system in the aircraft. As a result, the pilot may not be able to accurately discern the current deceleration of the aircraft or whether the current deceleration will decelerate the aircraft enough to safely leave the runway via a desired taxiway or to stop before overtaking the end of runway and runway.
[0006] Automatic systems for determining a predicted stopping position of an aircraft moving on a runway have been developed. Such systems can provide an indication of the aircraft's predicted stopping position to the pilot or other operator of the aircraft. Such systems may also provide an audible or other warning when the aircraft's predicted stopping position indicates that the aircraft may pass the end of the runway.
[0007] Current automatic systems for indicating a predicted stopping position of a moving aircraft on a runway and for providing runway overtaking alerts can have several limitations. For example, current automatic systems may not be able to accurately predict the aircraft stopping position for various runway conditions and operating conditions of the various aircraft systems that can be used to stop a moving aircraft on a runway. landing and taking off. Therefore, current systems can provide an inaccurate indication of the aircraft's predicted stopping position and incorrect warnings as to when the aircraft is expected to pass the end of the runway in some cases. For example, such systems can provide inappropriate overtaking alerts in many cases where the aircraft is likely to stop in time or is able to leave the runway safely via a taxiway before passing the end of the runway and take-off.
[0008] Therefore, it would be desirable to have a method and apparatus that take into account at least some of the problems discussed above, as well as other possible problems. BRIEF SUMMARY OF THE INVENTION
[0009] Illustrative modalities of the present description provide a method to determine an expected stopping performance of an aircraft in motion on a runway. A predicted stopping force acting on the aircraft to stop the aircraft is determined by a processing unit while the aircraft is moving on the runway. A predicted deceleration of the moving aircraft on the runway is determined by the processing unit using the predicted stopping force acting on the aircraft to stop the aircraft. The aircraft's predicted stopping performance on the runway is determined by the processing unit using the aircraft's predicted deceleration.
[00010] Illustrative modalities of the present description also provide a method for displaying a predicted stopping position of an aircraft in motion on a runway. An aircraft's current position on the runway is identified by a processing unit. An aircraft's current speed on the runway is identified by the processing unit. A predicted deceleration of the aircraft moving on the runway is determined by the processing unit. The aircraft's predicted stopping position with respect to the runway is determined by the processing unit using the aircraft's current position, the aircraft's current speed, and the aircraft's predicted deceleration. A planned stopping performance for the aircraft with respect to the runway and runway is identified. An indication of the aircraft's predicted stopping position and an indication of the aircraft's planned stopping performance are displayed at the same time with respect to a runway representation.
[00011] Illustrative embodiments of the present description also provide an apparatus comprising a stopping force predicting device, a deceleration predicting device and a stopping performance predicting device. The stopping force prediction device is configured to determine a predicted stopping force acting on an aircraft to stop the aircraft while the aircraft is moving on a runway. The deceleration prediction device is configured to determine a predicted deceleration of the moving aircraft on the runway using the predicted stopping force acting on the aircraft to stop the aircraft. The stop performance prediction device is configured to determine an aircraft's predicted stopping performance on the runway using the aircraft's predicted deceleration.
[00012] The features and functions can be achieved independently in various embodiments of the present description or can be combined in other embodiments as well in which further details can be seen with reference to the following description and drawings. BRIEF DESCRIPTION OF THE FIGURES
[00013] The unpublished resources considered characteristic of the illustrative modalities are presented in the attached claims. The illustrative embodiments, however, as well as a preferred mode of use, additional purposes and features thereof will be better understood by reference to the following detailed description of an illustrative embodiment of the present description when read in conjunction with the accompanying drawings, in which: the Figure 1 is an illustration of an aircraft operating environment according to an illustrative embodiment; Figure 2 is an illustration of a block diagram of an aircraft in an aircraft operating environment according to an illustrative embodiment; Figure 3 is an illustration of a block diagram of information used by a stall performance predictor, and output provided thereby, for an aircraft according to an illustrative embodiment; Figure 4 is an illustration of a block diagram of a stall performance predictor according to an illustrative embodiment; Figure 5 is an illustration of a block diagram of a stall performance predictor and lane overrun warning generator according to an illustrative embodiment; Figure 6 is an illustration of a block diagram of lane overshoot alert activation conditions according to an illustrative embodiment; Figure 7 is an illustration of a runway condition information block diagram according to an illustrative embodiment; Figure 8 is a flowchart illustration of a process for generating a lane overrun alert in accordance with an illustrative embodiment; Figure 9 is an illustration of a flowchart of a process for determining predicted braking force in accordance with an illustrative embodiment; Figure 10 is a flowchart illustration of a process for determining predicted thrust in accordance with an illustrative embodiment; Figure 11 is a flowchart illustration of a process for determining predicted aerodynamic force in accordance with an illustrative embodiment; Figure 12 is an illustration of a block diagram of a stop performance predictor and predicted stop position display generator according to an illustrative embodiment; Figure 13 is an illustration of a predicted stop position display according to an illustrative embodiment; Figure 14 is an illustration of a flowchart of a process for generating a predicted stop position display in accordance with an illustrative embodiment; Figure 15 is a flowchart illustration of a process for determining a predicted deceleration of an aircraft in accordance with an illustrative embodiment; and Figure 16 is an illustration of a block diagram of a data processing system according to an illustrative embodiment. DESCRIPTION OF PREFERRED MODALITIES
[00014] The different illustrative modalities recognize and take in eqpVc woc rnwtcnkfcfg fg fkfgtgpVgu eqpukfgtc>õgUo "Woc plurclkcfifg". pc form used here with reference to items, means one or more items. By gzgorlq. “woc rnwtcnkfcfg fg fkfgtgpVgu eqpukfgtc>õgu” ukipkfíec woc qw more different considerations.
[00015] The different illustrative modalities recognize and take into account that it is desirable that a pilot or other operator of an aircraft can control multiple systems in an aircraft in an effective way to bring an aircraft in motion on a runway to a runway. stop before the aircraft passes the end of the runway. It may also be desirable for the pilot or other operator to be able to control the various systems on the aircraft in an effective manner to decelerate the aircraft sufficiently for the aircraft to leave the runway safely via a desired taxiway. For example, the efficiency of air traffic operations at an airport and of airline operations can be improved when the aircraft is able to leave a runway quickly via a desired taxiway or leave the runway via a desired taxiway that is close to a gate at which the aircraft must be parked. Either way, more effective control of the various systems in an aircraft to decelerate a moving aircraft on a runway under various runway conditions or other operational conditions is desirable.
[00016] The different illustrative modalities recognize and take into account that an aircraft overtaking the end of a runway can be avoided if the pilot or other operator of the aircraft has an accurate awareness of the real conditions of the runway and take-off and can identify the effect of runway and takeoff conditions during a The different illustrative modalities recognize and take into account that there may currently be no real time or direct means to determine the actual runway condition and to alert a pilot or other operator when conditions become adverse enough so that procedures Normal stopping points need to be modified in order to prevent an overtaking of the end of the runway. Similarly, normal stopping procedures may need to be modified to prevent an overrun of the runway end when an aircraft is moving on an airstrip at a higher speed than anticipated, when the runway quantity and takeoff remaining after landing is less than expected, or in other adverse conditions.
[00017] The different illustrative modalities recognize and take into account that an automatic system can be configured to predict a stopping position for an aircraft in motion on a runway, display an indication of the predicted stopping position to the pilot or other aircraft operator and provide an audible or other warning to the pilot or other operator when the aircraft's intended stopping position indicates that the aircraft may pass the end of the runway. The runway end overrun warning provided by such a system may alert the pilot or other aircraft operator to take appropriate action to prevent the aircraft from overtaking the runway end.
[00018] The different illustrative modalities recognize and take into account that current automatic systems may not be able to predict the stopping position of an aircraft precisely for various runway conditions and operating conditions of the various aircraft systems that may be used to stop a moving aircraft on an airstrip. For example, current automatic systems can provide an overrun warning at the end of the runway only when an automatic brake system on the aircraft is used to stop moving aircraft on an airstrip. The illustrative modalities also recognize and take into account, however, that an automatic brake system may not always be used to stop a moving aircraft on a runway or may be used only for a portion of the aircraft's rollover.
[00019] The different illustrative modalities also recognize and take into account that current automatic systems can only use the identified instantaneous deceleration of an aircraft to predict the stopping position of a moving aircraft on a runway. For this and other reasons, current automatic systems can provide an inaccurate indication of the aircraft's predicted stopping position and incorrect warnings for when an overrun of the runway end is anticipated in some cases. The different illustrative modalities recognize and take into account that such systems can provide unnecessary lane end overtaking alerts. For example, such systems can provide inappropriate runway end overtaking alerts in many cases where it is likely that the aircraft will stop in time or may safely leave the runway via a taxiway before passing the end of the runway. landing and taking off.
[00020] The different illustrative modalities recognize and take into account that inappropriate audible warnings or other lane end overtaking alerts in situations where an overtaking at the end of the runway is not likely may be unwise and inconvenient for the pilot or other operator of a aircraft, and can degrade the thrust in the system. Such alerts can be referred to as nuisance alerts.
[00021] The illustrative modalities provide a pilot or other operator of an aircraft with an accurate awareness of the stopping performance of an aircraft moving on an airstrip under various operating conditions. The illustrative modalities hereby provide an accurate indication of the result of the control of various systems in the aircraft by the pilot or other operator to decelerate and stop the aircraft. According to an illustrative embodiment, an accurate prediction of an aircraft's stopping performance can be determined using a real-time estimate of runway conditions as the aircraft moves on the runway.
[00022] According to an illustrative modality, an accurate predicted stopping position of an aircraft with respect to a runway can be determined in various operational conditions. An indication of the predicted stop position may be displayed to the pilot or other operator of the aircraft in relation to a representation of the runway. The predicted stop position display can provide the pilot or other operator with an accurate indication of the aircraft's current deceleration and where the aircraft's speed can be reduced sufficiently to safely leave the runway. The predicted stop position display can help the pilot or other operator control various systems to stop the aircraft more effectively to prevent runway overtaking and safely and efficiently leave the runway via a desired taxi lane. This more effective control of aircraft stopping performance can result in better efficiency in air traffic control and airline operations.
[00023] Illustrative modalities may also provide an alert to alert a pilot or other operator of an aircraft moving on a runway when conditions are likely to result in an overrun of the end of the runway. For example, an overrun warning of the end of the runway may be provided when the aircraft's predicted stopping position is at or beyond the end of the runway. The runway end overtaking alert may include audible alerts and visual alerts provided on various monitors in the aircraft flight deck. Greater accuracy in determining the aircraft's predicted stopping performance for various operating conditions can reduce or eliminate the number of inaccurate nuisance alerts that are provided.
[00024] In figure 1, an illustration of an aircraft operating environment according to an illustrative modality is represented. The operating environment of aircraft 100 includes aircraft 102 and runway 104. Immediately after landing on runway 104, aircraft 102 may be moving at a relatively high speed in the direction of arrow 106.
[00025] In this example, the aircraft 102 can leave the runway 104 via the taxiway 108 or the taxiway 110. The aircraft 102 moving on the runway 104 has to be slowed down sufficiently before aircraft 102 reaches taxiway 108 or taxiway 110 in order for aircraft 102 to safely turn onto taxiway 108 or taxiway 110 to leave runway 104. More importantly, aircraft 102 has to be decelerated at a rate sufficient so that the aircraft 102 does not pass the end 112 of the runway 104.
[00026] The flight crew on the aircraft 102 can control various systems on the aircraft 102 to decelerate the moving aircraft 102 on the runway 104. The ability of the various systems on the aircraft 102 to decelerate the aircraft 102 may depend on various conditions operational. For example, the efficiency of a brake system on aircraft 102 to decelerate aircraft 102 moving on runway 104 may depend on the condition of runway 104. The brake system on aircraft 102 may be controlled to decelerate aircraft 102 more effectively when runway 104 is dry. However, the brake system on the aircraft 102 may not be able to decelerate the aircraft 102 equally when the runway 104 is wet or icy.
[00027] According to an illustrative embodiment, the flight crew on the aircraft 102 can be provided with an accurate indication of the stopping performance of the aircraft 102 in real time as the aircraft 102 moves on the runway 104. Accurate knowledge of the stopping performance of the aircraft 102 can help the flight crew more effectively control the various systems in the aircraft 102 that are used to decelerate and stop moving aircraft 102 on the runway 104. The flight crew can use stop performance information provided in accordance with an illustrative embodiment to more effectively control systems in aircraft 102 to decelerate aircraft 102 so that aircraft 102 can safely leave runway 104 on a taxiway 108 or runway taxi 110 and prevent the aircraft 102 from overtaking the end 112 of the runway 104.
[00028] For example, a system and method according to an illustrative modality can be configured to determine a predicted stopping performance of the aircraft 102 with respect to the runway 104 that takes into account in real time current and changing conditions of the runway 104 as the aircraft 102 moves on the runway 104. An indication of an anticipated stopping position of the aircraft 102 with respect to the runway 104 may be displayed to the flight crew. flight with respect to a runway 104 representation. The predicted stopping performance of aircraft 102 in motion on the runway 104 can also be used to provide an accurate runway end overtaking alert to the crew of flight of aircraft 102 when the predicted stopping performance of aircraft 102 indicates that aircraft 102 is likely to pass end 112 of runway 104.
[00029] In figure 2, an illustration of a block diagram of an aircraft in an aircraft operating environment is represented according to an illustrative modality. In this example, aircraft operating environment 200 may be an example of an implementation of aircraft operating environment 100 in Figure 1. Aircraft operating environment 200 may include aircraft 201 and runway 202.
[00030] Aircraft 201 may be any suitable type of aircraft that can land on runway 202 or take off on runway 202. For example, without limitation, aircraft 201 may be a commercial passenger aircraft, a cargo aircraft, a military aircraft, a private aircraft, an aerospace vehicle configured to operate in air and space, or any other suitable type of aircraft that can be configured for any appropriate purpose or mission. Aircraft 201 can be a manned or unmanned aircraft.
[00031] The operation of the 201 aircraft may be controlled by the 203 flight crew. For example, without limitation, the 203 flight crew may include a pilot, a co-pilot, a navigator, or any other person or combination of persons to control the operation of aircraft 201. Flight crew 203 may be referred to as aircraft operator 201.
[00032] Flight crew 203 may use various controls 204 and monitors 206 to control the operation of various systems 208 on aircraft 201 in a desired manner. Controls 204 and monitors 206 can be located in the cockpit of the 201 aircraft or in any other appropriate location. For example, when aircraft 201 is an unmanned aircraft, controls 204 and monitors 206 may be located in a remote location other than aircraft 201.
[00033] Controls 204 may include any suitable device that can be configured to receive input from flight crew 203 to control systems 208 on aircraft 201. Systems 208 may be configured to respond in an appropriate manner to input provided by the flight crew 203 via controls 204.
[00034] Monitors 206 can be configured to display system 210 information to flight crew 203. For example, system 210 information can include information indicating the current operating condition or state of systems 208. System 210 information presented on monitors 206 like this can provide feedback to flight crew 203 of systems response 208 to input provided by flight crew 203 via controls 204.
[00035] Monitors 206 may include overhead monitors 212, navigational monitor 214, primary flight monitor 216, other monitors 218, or various combinations of appropriate monitors. For example, without limitation, monitors 206 can include a plurality of multifunctional monitors. Suspended 212 monitors may include any transparent monitor that allows flight crew 203 to see information displayed on it while looking straight ahead through the windshield of the 201 aircraft.
[00036] Aircraft 201 may include alert system 220. Alert system 220 may be configured to provide audible alerts, visual alerts, or various combinations of alerts in any appropriate manner to draw the attention of flight crew 203. For example Without limitation, alert system 220 may be configured to provide such alerts in response to information from system 210 indicating what important action is to be taken by flight crew 203 in a timely manner.
[00037] Systems 208 on aircraft 201 may include various stop systems 221. Stop systems 221 may include any appropriate system on aircraft 201 that can be used to decelerate and stop moving aircraft 201 on runway 202. For example, without limitation, 221 stop systems may include thrust system 222, aerodynamic system 224 and brake system 226.
[00038] The 222 thrust system may include any appropriate number of engines 228 for the aircraft 201. The number of engines 228 may be controlled in an appropriate manner to provide 230 thrust. 230 thrust refers to the force provided by multiple engines 228 to accelerate the aircraft 201. For example, without limitation, when the thrust system 222 is used to stop the aircraft 201 moving on the runway 202, the number of engines 228 can be controlled in an appropriate manner to provide thrust 230 in an appropriate direction to oppose the direction of movement of the aircraft 201, to thereby decelerate the aircraft 201. The amount and direction of thrust 230 provided by the plurality of engines 228 can be defined by the thrust adjustment 232. The flight crew 203 can control the thrust adjustment 232 by the proper use of appropriate controls 204 for the thrust system 222. The thrust system 222 can be configured to produce an appropriate amount of thrust 230 in an appropriate direction in response to the thrust adjustment 232 established by flight crew 203 using appropriate controls 204.
[00039] The aerodynamic system 224 can include various surfaces on the 201 aircraft that can be controlled to effect the interaction of the 201 aircraft with the air around it. For example, without limitation, aerodynamic system 224 may include speed brake 234, flaps 236, or any other flight control surface or combination of surfaces on aircraft 201 that can be controlled to control the aerodynamic performance of aircraft 201. of speed 234 may include any suitable structure that can be configured to increase drag, also referred to as air resistance, of aircraft 201 when speed brake 234 is deployed. The 234 speed brake can also be referred to as an air brake.
[00040] The aerodynamic system 224 can be configured in an appropriate manner to control the aerodynamic force 238 when the aircraft 201 is moving on the runway 202. In this application, including the claims, aerodynamic force 238 refers to the force provided by the interaction of the aircraft 201 with the air around it to stop the aircraft 201 moving on the runway 202. In other words, aerodynamic force 238 can refer to the aerodynamic resistance to movement of the aircraft 201 on the runway and take-off 202. The configuration of aerodynamic system 224 can be defined by aerodynamic adjustment 240. Flight crew 203 can control aerodynamic adjustment 240 by appropriate use of appropriate controls 204 for aerodynamic system 224.
[00041] Brake system 226 may include brakes 242. Brakes 242 may be configured to be controlled to engage wheels 244 of aircraft 201 to decelerate and stop rotation of wheels 244 when aircraft 201 is moving on the runway and take-off 202. Brake system 226 may be manually controlled by flight crew 203. For example, flight crew 203 may control brake system 226 to apply brakes 242 to wheels 244 by appropriate use of appropriate controls 204 for the system brake system 226. Brake system 226 can also be controlled by automatic brake system 246. For example, flight crew 203 can activate automatic brake system 246 and deactivate automatic brake system 246 using appropriate controls 204 to turn on and turn off the automatic brake system 246. When the automatic brake system 246 is turned on and is active, the automatic brake system 246 can automatically control the brakes 242 to maintain an appropriate target deceleration 248 for aircraft 201 moving on the runway 202. When the automatic brake system 246 is turned off or not active, the brake system 226 can be manually controlled by the flight crew 203 using appropriate controls 204 for the brake system 226.
[00042] In the present application, including in the claims, braking force 250 refers to the force provided by the brake system 226 to stop the aircraft 201 in motion on the runway 202. Braking force 250 can be affected either by operation of the brake system 226 and by the amount of friction 252 between the surface of the runway 202 and the wheels 244 of the aircraft 201 when the aircraft 201 is moving on the runway 202. The amount of friction 252 between the wheels 244 and the runway 202 may be affected by condition 254 of the surface of the runway 202. Condition 254 of the runway 202 can refer to any condition or state of the runway 202, or any combination of conditions or states of the runway 202, which may affect the friction 252 between the runway 202 and the wheels 244 of the aircraft 201. For example, without limitation, friction 252 it may be relatively greater when condition 254 of the runway 202 is dry. Friction 252 may be relatively less when condition 254 of runway 202 is icy.
[00043] In some situations, friction 252 between the runway 202 and the wheels 244 of the aircraft 201 may be low enough such that the increase in braking of wheels 244 by brakes 242 does not increase the braking force 250 to stop the aircraft 201 moving on the runway 202. For example, without limitation, a situation like this can occur when condition 254 of the runway 202 is icy. In such a case, the braking force 250 may be limited by the amount of friction available 252. Therefore, a condition like this 254 may be referred to as a friction-limited condition. Full application of braking to wheels 244 by brakes 242 in such a friction-limited condition may cause brakes 242 to lock, resulting in non-rotation of wheels 244 of aircraft 201 sliding on the surface of runway 202. brakes 242 and wheels 244 in this manner can cause the aircraft 201 to skid on the runway 202 in an unpredictable manner that may be difficult or impossible to control.
[00044] Brake system 226 may include anti-skid system 256. Anti-skid system 256 may be configured to prevent unwanted skid of aircraft 201 on runway 202 when condition 254 of runway 202 provides relatively friction very low 252. For example, without limitation, the anti-skid system 256 can be configured to regulate the operation of the brakes 242 to prevent the wheels 244 from locking and skidding of the aircraft 201 on the runway 202. The anti-skid system 256 can be configured to reduce the braking applied either manually by the flight crew 203 or automatically by the automatic brake system 246 in an appropriate manner to prevent wheel lock 244 and aircraft 201 skidding on the runway 202 under limited friction conditions. Anti-skid system 256 can be configured to operate automatically to prevent skidding of the aircraft 201 on the runway 202 whenever limited friction conditions are identified. Therefore, limited friction conditions can also be referred to as limited anti-skid conditions.
[00045] The condition 254 of the runway 202 may be affected by environmental conditions 258 in the area of the runway 202. Air temperature 260 and precipitation 262 in the runway area 202 are examples, without limitations, of environmental conditions 258 that may affect the condition 254 of the runway 202. Other environmental conditions 258, or various combinations of environmental conditions 258, may also affect the condition 254 of the runway 202.
[00046] The airstrip 202 may comprise any suitable surface on which the aircraft 201 may be moving immediately after landing or immediately prior to takeoff. The runway 202 may be any suitable length 264 for landing aircraft 201 on it. The runway 202 can have any appropriate slope 266. For example, without limitation, the slope 266 of the runway 202 can be defined with respect to the level or horizontal of a plurality of points on the runway. . The slope 266 of the runway 202 may be constant or may vary along the length 264 of the runway 202.
[00047] According to an illustrative embodiment, the stop performance predictor 282 can be configured to determine the predicted stopping performance 284 of the aircraft 201 in real time as the aircraft 201 moves on the runway 202. For example, without limitation, various functions performed by the stall performance predictor 282 described herein may be implemented in hardware or software in combination with hardware in any appropriate data processing system 285. The data processing system 285 may be located on aircraft 201. Alternatively, some or all of the functions performed by stop performance prediction device 282 may be implemented in data processing system 285 that may not be located on aircraft 201.
[00048] Predicted stopping performance 284 can identify the effects of control of stop systems 221 and condition 254 of runway 202 on deceleration and stopping of aircraft 201 moving on runway 202. For example, without limitations, the predicted stopping performance 284 may identify a predicted stopping position of the aircraft 201 with respect to the runway 202. An indication of the predicted stopping position of the aircraft 201 may be displayed to the flight crew 203 as part of the predicted stop position display 286. The predicted stop position display 286 can be configured to display the indication of the predicted stop position of the aircraft 201 to the flight crew 203 in an appropriate manner to help the flight crew 203 control the stop systems 221 to decelerate and stop the aircraft 201 moving on the runway 202 more effectively. For example, the predicted stop position display 286 may comprise a graphical indication of the predicted stop position of the aircraft 201 displayed with respect to a graphical representation of the runway 202. scheduled stop 286 may be provided to flight crew 203 on one or more of the appropriate 206 monitors.
[00049] Alternatively, or additionally, the predicted stopping performance 284 may indicate that the aircraft 201 moving on the runway 202 will likely pass the end 287 of the runway 202. For example, without limitation, the end 287 of the runway 202 may comprise the physical end of the runway 202. Alternatively, the end 287 of the runway 202 may refer to the end of the portion of the runway 202 in addition to the which it is not desirable for the aircraft 201 to be brought to a halt.
[00050] Runway end overrun warning 288 may be provided in response to a determination using predicted stopping performance 284 that aircraft 201 moving on runway 202 will likely pass runway end 287 and take-off 202. For example, without limitation, runway end overtaking warning 288 may comprise any audible warning, visual warning, other appropriate warnings, or various combinations of warnings to alert flight crew 203 that aircraft 201 is likely to will pass end 287 of runway end 202. Runway end overrun alert 288 may be provided to flight crew 203 via warning system 220. Alternatively, or additionally, runway end overrun alert landing 288 may be provided to flight crew 203 on one or more of the appropriate monitors 206. For example, no limitations, runway end overtaking warning runway 288 may be provided as part of the predicted stop position display 286 on one or more of the displays 206. In any event, runway end overtaking warning 288 may be provided to flight crew 203 in any appropriate manner such that flight crew 203 can respond to the runway end 288 overtaking alert by taking the appropriate action to prevent aircraft 201 from overtaking the runway end 287 202.
[00051] According to an illustrative embodiment, the predicted stop performance 284 can be determined in a precise manner such that the predicted stop position of the aircraft 201 indicated in the predicted stop position display 286 is accurate. In addition, predicted stopping performance 284 can be determined in a precise manner such that inaccurate nuisance warnings that aircraft 201 is likely to pass the end of runway 202 are reduced or eliminated. According to an illustrative embodiment, the stop performance predictor 282 may be configured to determine predicted stop performance 284 in an accurate manner taking into account the forces provided by the stop systems 221 to stop the aircraft 201 moving on the runway. from takeoff and landing runway 202 to condition 254 of the takeoff and landing runway 202.
[00052] The stop performance prediction device 282 can be configured to use various types of information from various sources to determine the predicted stopping performance 284 for aircraft 201. For example, without limitation, the stop performance prediction device 282 can be configured to use various combinations of information provided by flight crew 203, system information 210 for systems 208 on aircraft 201, aircraft status information 290, environmental information 292, and other appropriate information to determine predicted stopping performance 284 precisely.
[00053] For example, without limitation, information provided by flight crew 203 to stop performance predictor 282 may include operator input provided via appropriate controls 204. System information 210 provided to stop performance prediction device 282 may include information indicating the operational status of stop systems 221 and information from other appropriate systems 208 on the aircraft 201.
[00054] Aircraft status information 290 provided to stop performance predictor 282 may include information indicating the current state or condition of aircraft 201. For example, without limitation, aircraft status information 290 may include information indicating position geographic, speed, acceleration, pitch attitude, weight or mass, altitude, or other current state or condition, or various combinations of states or conditions of the 201 aircraft. .
[00055] Environmental information 292 may include information identifying environmental conditions 258 at the airstrip 202. For example, without limitation, environmental information 292 may be provided by appropriate environmental condition sensors 294. Environmental condition sensors 294 may or may not be located on the aircraft 201. Alternatively, or in addition, environmental information 292 may be indirectly provided by other appropriate systems 208 on the aircraft 201. For example, without limitation, precipitation 262 in the area of the runway 202 may be identified when a system of windshield cleaning on aircraft 201 moving on runway 202 and runway is turned on.
[00056] The illustration in figure 2 is not intended to imply physical or architectural limitations in the way in which different illustrative modalities can be implemented. Other components in addition to, in place of, or either in addition to or in place of those illustrated may be used. Some components may be unnecessary in some illustrative modalities. Also, blocks are presented to illustrate some functional components. One or more of these blocks can be combined or split into different blocks when implemented in different illustrative modalities.
[00057] For example, illustrative modalities are described here with reference to the deceleration and stopping of aircraft 201 after aircraft 201 lands on runway 202. However, illustrative modalities may have application in any situation where it is desirable to decelerate and stop the aircraft 201 moving on the runway 202 at a relatively high speed. For example, without limitation, illustrative modalities may be applicable in rejected take-off situations. A rejected takeoff is a situation in which it is decided to abort the takeoff of the aircraft 201 after the aircraft 201 has started movement on the runway 202 for the takeoff takeoff. Predicted Stop Position Display 286 can provide an indication to flight crew 203 whether or not the predicted stop performance 284 of the 201 aircraft is sufficient to stop the 201 aircraft before the 201 aircraft reaches the 287 end of the runway 202 after a rejected takeoff. Runway end overrun alert 288 may alert flight crew 203 to take appropriate action when the predicted stopping performance 284 indicates that aircraft 201 will likely pass runway end 287 202 after a rejected takeoff .
[00058] In figure 3, is represented an illustration of a block diagram of information used and output provided by a stop performance prediction device for an aircraft according to an illustrative modality. In this example, the stop performance predictor 300 can be an example of an implementation of the stop performance predictor 282 in Fig. 2.
[00059] The stall performance prediction device 300 can be configured to determine the predicted stall performance 301 for an aircraft. Predicted stopping performance 301 can identify the ability of an aircraft moving on a runway to be brought to a halt based on the condition of the runway and the control of various systems in the aircraft to stop the aircraft. Predicted stop performance 301 may be provided to one or both of the runway end overrun warning generator 302 and the predicted stop position display generator 304 to provide one or more indications of predicted stop performance 301 to a aircraft operator.
[00060] The runway end overrun alert generator 302 can be configured to generate runway end overrun alert 306 when the expected stopping performance 301 for an aircraft indicates that the aircraft will likely pass the end of the runway. runway or otherwise will be brought to a stop at an unwanted position to stop the aircraft with respect to the runway. For example, without limitation, runway end overrun alert 306 may comprise any audible alert, visual alert, other appropriate alerts, or various combinations of alerts to alert the aircraft operator that the aircraft is likely to pass the runway end. landing and taking off. For example, without limitation, runway end overrun warning 306 may be provided to the aircraft operator via an appropriate warning system 308.
[00061] The 304 predicted stop position display generator can be configured to use 301 predicted stop performance to generate 312 predicted stop position display. For example, without limitation, the 301 predicted stop performance may indicate a position of predicted stoppage of an aircraft with respect to a runway on which the aircraft is moving. The predicted stop position display 312 may be configured to provide an indication of the predicted stop position of the aircraft with respect to the runway to an aircraft operator. For example, without limitation, the predicted stop position display 312 may be displayed to the aircraft operator on one or more appropriate monitors 314.
[00062] Stop performance prediction device 300 can use various types of information from various sources to determine the predicted stopping performance 301 for an aircraft. For example, without limitation, stop performance predictor 300 may use aircraft information 316, environmental information 318, runway information 320, other information, or various combinations of such information to determine stopping performance predicted 301 precisely.
[00063] Aircraft 316 information may include information identifying the state or condition of an aircraft, the state or condition of various systems in the aircraft, or both. For example, without limitation, aircraft 316 information may include aircraft position 324, aircraft speed 326, aircraft deceleration 328, aircraft pitch 330, aircraft mass 332, other information 334 identifying the state or condition of the aircraft, or various combinations of such information.
[00064] Aircraft position 324 may refer to the aircraft's current geographic location on the earth's surface. For example, without limitation, the aircraft's position 324 may be determined using a space-based satellite navigation system, such as the Global Positioning System, GPS, or in any other appropriate manner. Aircraft speed 326 can refer to the magnitude of the aircraft's current speed with respect to a runway on which the aircraft is moving. For example, without limitation, aircraft speed 326 may be determined from changing aircraft position 324 or in any other appropriate manner.
[00065] Aircraft deceleration 328 may refer to the aircraft's actual speed reduction rate 326 as the aircraft moving on the runway is decelerated and brought to a stop. Deceleration 328 can also be referred to as acceleration with a negative value. Deceleration 328 can be determined from the change in aircraft speed 326 or in any other appropriate manner. An aircraft's deceleration ID 328 can be filtered to prevent sudden changes in the current identified deceleration value 328 over time. For example, without limitation, changes in an aircraft's actual 328 identified deceleration can be smoothed by averaging an appropriate number of deceleration samples over time to identify the aircraft's current 328 deceleration.
[00066] Pitch Attitude 330 may also be referred to as the aircraft's angle of attack. Aircraft mass 332 can be used to determine the aircraft weight in a known manner, and vice versa. For example, without limitation, the aircraft's mass 332 may be determined from the gross weight of the aircraft provided by a flight management computer on the aircraft and the acceleration due to gravity, or in any other appropriate manner.
[00067] Aircraft 316 information may also include information indicating whether the aircraft is on the ground 336, information identifying wheel turn 338 to the aircraft wheels, or both. Aircraft information may also include information identifying thrust adjustment 340 for a thrust system for the aircraft and information identifying air system adjustment 342 for an aircraft aerodynamic system.
[00068] Aircraft information 316 may also include brake system information 344. Brake system information 344 may identify the operating state of the brake system on the aircraft, one or more characteristics of the brake system on the aircraft, or both. For example, without limitation, brake system information 344 may include information identifying automatic brake system adjustment 346, target deceleration 348, and anti-skid system 350. Information identifying automatic brake system adjustment 346 may indicate whether an automatic brake system is on the aircraft is active or not. Targeted deceleration 348 can be used by the automatic brake system on the aircraft to control the aircraft's brake system. When the automatic brake system on the aircraft is turned on and active, the automatic brake system can automatically control the aircraft's brake system to maintain the targeted deceleration 348 for the aircraft. Information for the 350 anti-skid system can identify when the 350 anti-skid system in the aircraft brake system is activated to regulate the brake system control to prevent the aircraft brakes and wheels from locking in conditions of limited friction.
[00069] Environmental information 318 may include information identifying various environmental conditions in the area of an airstrip on which an aircraft is moving. For example, without limitation, environmental information 318 may include information identifying the air temperature in the airstrip area, information identifying precipitation in the airstrip area, or information identifying other environmental conditions or various combinations of environmental conditions in the airstrip area.
[00070] Environmental information 318 may be provided by 352 aircraft systems, by 354 external systems, or by both 352 aircraft systems and 354 external systems. 352 aircraft systems may include various systems in an aircraft that can be configured to provide information 318. For example, without limitation, aircraft 352 systems may include aircraft weather radar, an aircraft windshield cleaning system, various other systems or sensors on the aircraft, or various combinations of systems and sensors on the aircraft that may be configured to provide environmental information 318. For example, the windshield wiper system on an aircraft may indicate the presence of precipitation when the windshield wipers on the aircraft are turned on. External 354 systems may include various systems configured to provide environmental information 318 that are not located on the aircraft. For example, without limitation, external 354 systems may include airport weather sensors, weather services or forecasting systems, mathematical models of environmental conditions, various other systems or sensors that are not located on the aircraft, or various combinations of systems and sensors that are not located on the aircraft and that can be configured to provide environmental information 318.
[00071] Runway 320 information may include information identifying various characteristics of the runway on which an aircraft is moving when the predicted stopping performance 301 of the aircraft is determined. For example, without limitation, a pilot or other operator of an aircraft may identify the airstrip on which an aircraft is landing using a flight management computer on the aircraft or in any other appropriate manner. Alternatively, the runway on which an aircraft is moving can be identified automatically. Either way, information from the runway 320 for the identified runway and runway can be retrieved or obtained by the stop performance prediction device 300 in any appropriate manner. For example, information from the runway 320 can be stored in an appropriate database that can be accessed by the stop performance predictor 300 or can be provided or made available to the stop performance predictor 300 of any other appropriate way.
[00072] For example, without limitation, runway information 320 may include information identifying the runway length 358, information identifying the runway slope 359, runway position information and take-off 360, information identifying other characteristics of the runway and runway, or information identifying various combinations of runway and runway characteristics. For example, without limitation, information identifying the slope 359 of the runway may include information identifying the slope 359 with respect to the level or horizontal of a plurality of points on the runway.
[00073] Airstrip 360 position information may include information identifying the geographic location of the runway. For example, without limitation, airstrip 360 position information may include information identifying the geographic position of various points that can define the geographic position of the airstrip. Landing runway 360 position information may include information identifying the position of the landing runway end 362. Landing runway end 362 may be the physical end of the runway or a position with respect to the runway beyond which an aircraft moving on the runway must not be brought to a stop. In other words, the end position of the runway 362 can identify the position of a boundary between runway and runway positions at which it may be desirable to bring a moving aircraft on the runway to a stop and undesirable positions to stop the aircraft in relation to the runway and takeoff.
[00074] Runway and runway 320 information may include reported runway and runway condition information 364. Reported runway and runway condition information 364 may include any appropriate information identifying the condition of an airstrip and take-off in which an aircraft is moving. Reported runway and runway conditions information 364 may be provided for use by Stop Performance Prediction Device 300 from any appropriate source and in any appropriate manner. For example, without limitation, reported take-off and runway conditions information 364 may be provided via operator input, a digital uplink from an airport, or in any other appropriate manner.
[00075] In figure 4, an illustration of a block diagram of a stop performance prediction device is represented according to an illustrative modality. In this example, the stop performance predictor 400 can be an example of an implementation of the stop performance predictor 282 in Fig. 2 and the stop performance predictor 300 in Fig. 3.
[00076] Stop performance prediction device 400 can be configured to determine the predicted stopping performance 402 for an aircraft. Predicted Stop Performance 402 can identify the ability of the aircraft moving on a runway to be brought to a stop based on the control of various systems in the aircraft to stop the aircraft and the condition of the runway. According to an illustrative embodiment, stop performance predictor 400 may include stop force predictor 404 and deceleration predictor 406.
[00077] The stopping force predicting device 404 can be configured to determine predicted stopping force 408. Predicted stopping force 408 can comprise a prediction of the force acting on an aircraft moving on a runway to stop the aircraft. For example, without limitation, predicted stopping force 408 may include a prediction of the force acting on the aircraft to stop the aircraft for a plurality of speeds, from the current speed of the aircraft on the runway to zero.
[00078] Predicted stopping force 408 can be determined by determining and combining predicted thrust 410, predicted aerodynamic force 412 and predicted braking force 414. Predicted thrust 410 may comprise a prediction of the force provided by a plurality of engines in the aircraft to stop the aircraft moving on the runway. Predicted Aerodynamic Force 412 may comprise a prediction of the aerodynamic force acting on the aircraft to stop the aircraft while the aircraft is moving on the runway. Predicted braking force 414 may comprise a prediction of the force provided by a brake system on the aircraft to stop the aircraft moving on the runway.
[00079] The stopping force prediction device 404 can be configured to use various types of information from various sources to accurately determine one or more of the predicted thrust 410, predicted aerodynamic force 412 and predicted braking force 414. For example, without limitations, stop force prediction device 404 may be configured to use one or more of aircraft information 416, environmental information 418, runway information 420, and other information, as described herein, to determine one or more than expected thrust 410, predicted aerodynamic force 412 and predicted braking force 414.
[00080] Stop force prediction device 404 may be configured to use thrust model 424 to determine predicted thrust 410. For example, without limitation, thrust model 424 may comprise any appropriate computer-implemented model or other model of the thrust provided by the engines of an aircraft moving on a runway for various thrust adjustments.
[00081] Stop force prediction device 404 may be configured to use aerodynamic model 426 to determine predicted aerodynamic force 412. For example, without limitation, aerodynamic model 426 may comprise any appropriate computer-implemented model or other model of the aerodynamic characteristics of an aircraft moving on an airstrip for various adjustments of aerodynamic systems in the aircraft.
[00082] Stop force prediction device 404 can also be configured to use thrust model 424 and aerodynamic model 426 to determine predicted braking force 414. Information identifying a relationship between braking force and speed 428 can also be used by the stop force predictor 404 to determine the predicted braking force 414. For example, without limitation, information identifying a relationship between braking force and speed 428 can identify a maximum braking force that can be provided by the brake system in an aircraft to a range of speeds of the aircraft moving on a runway. Information identifying a relationship between braking force and speed 428 may be provided for one or more considered runway conditions. For example, without limitation, information identifying a relationship between braking force and speed 428 can be based on an empirical analysis of the braking capabilities of aircraft or a similar type of aircraft.
[00083] The deceleration predictor 406 may be configured to use predicted stopping force 408, determined by the stopping force predictor 404, to determine predicted deceleration 430. Predicted deceleration 430 may comprise a prediction of the rate of decay of speed of a moving aircraft on a runway as the aircraft is decelerated and brought to a stop. For example, without limitation, predicted deceleration 430 may include a prediction of aircraft deceleration for a plurality of speeds, from the current speed of the aircraft on the runway to zero.
[00084] Stop performance predictor 400 can be configured to use predicted deceleration 430, determined by deceleration predictor 406, to determine predicted stop performance 402. An indication of predicted stop performance 402 can be provided to an operator of an aircraft on a plurality of monitors 432. A runway end overtaking warning may be provided via an appropriate warning system 434 in response to predicted stopping performance 402 indicating that the aircraft will likely pass the end of the runway. airstrip on which she is moving.
[00085] The illustrations in figure 3 and figure 4 should not imply physical or architectural limitations in the way in which different illustrative modalities can be implemented. Other components in addition to, in place of, or either in addition to or in place of those illustrated may be used. Some components may be unnecessary in some illustrative modalities. Also, blocks are presented to illustrate some functional components. One or more of these blocks can be combined or split into different blocks when implemented in different illustrative modalities.
[00086] In figure 5, an illustration of a block diagram of a stop performance predictor and runway end overtaking warning generator is represented according to an illustrative modality. In this example, the stop performance predictor device and the runway end overrun warning generator 500 can be an example of an implementation of the stop performance predictor device 300 and the runway end overrun warning generator runway 302 in Figure 3. Figure 5 illustrates relationships between the information that can be used and the calculations that can be done by the stop performance predictor and runway end overrun warning generator 500 to provide runway end overtaking warning 502.
[00087] Runway end overrun warning 502 may be provided to indicate that an aircraft will likely pass the end of the runway on which it is moving, unless appropriate action is taken. According to an illustrative embodiment, runway end overrun warning 502 may be provided only if a plurality of runway end overrun warning activation conditions 504 are satisfied. Runway end overrun alert activation conditions 504 can be selected to prevent the runway end overrun alert 502 from being provided in situations where a determination that the aircraft will likely pass the end of the runway and takeoff will likely be incorrect. Runway end overrun warning activation conditions 504 thus can be used to prevent runway end overrun warning 502 from being provided in situations where runway end overrun warning 502 can be one more nuisance than a help for an aircraft operator.
[00088] Runway end overrun alert 502 may be generated in response to a determination that the remaining distance 514 is less than the predicted distance to stop 516. Remaining distance 514 may refer to the distance between the position of the current aircraft 518 and the end position of the runway 520. The current aircraft position 518 may be the current position of an aircraft moving on a runway. The end position of the runway 520 may be the position of a boundary beyond which it is not desirable to bring the aircraft to a stop. In other words, end position of the runway 520 can refer to an undesirable position for stopping the aircraft. Remaining distance 514 can refer to the distance between the current aircraft position 518 and the runway end position 520 in the direction of movement of the aircraft on the runway from the current aircraft position 518 to the position of the end of runway 520.
[00089] The predicted stopping distance 516 can be determined from the aircraft's current speed 526 and the aircraft's predicted deceleration 524. Predicted distance to stop 516 can be determined from current aircraft speed 526 and predicted deceleration 524 in any appropriate manner. Predicted distance to stop 516 may also take into account other appropriate factors such that runway end overtaking warning 502 is timely and accurate in many situations. For example, without limitation, the predicted stopping distance 516 may take into account flight crew reaction speed 527, runway length factor 528, other appropriate factors, or various combinations of such factors.
[00090] Flight Crew Reaction Speed 527 may refer to the amount of time it may take for the flight crew or other operator of an aircraft to take appropriate action in response to the runway end overrun warning 502 Predicted stopping distance 516 may be increased to account for the reaction speed of flight crew 527. Increased predicted stopping distance 516 in response to the reaction speed of flight crew 527 may result in the provision of overdrive warning. end of runway 502 earlier, thereby providing an appropriate amount of time for the flight crew or other operator of the aircraft to respond to the runway end overrun warning 502 and take appropriate action to prevent runway overtaking of the runway and runway.
[00091] Predicted stopping distance 516 for an aircraft can be determined based on the assumption that the aircraft is landing on a runway with a runway length that is typical or common for an airstrip and takeoff on which the aircraft will land. However, if the aircraft is landing on an airstrip whose length is substantially less or substantially longer than the runway on which the aircraft typically lands, the predicted stopping distance 516 may not be accurately determined. The runway length factor 528 can be used to adjust the predicted stopping distance 516 in an appropriate manner in such cases when the aircraft is landing on a runway whose length is substantially different from the runway and takeoff on which the aircraft typically lands.
[00092] For example, without limitation, the length of a runway on which an aircraft is landing can be identified by an aircraft operator prior to landing, from runway information stored in an appropriate database, or in any other appropriate way. The length of a runway can refer to the landing distance available from the runway. The length of the runway on which the aircraft is landing can be compared to one or more landing length values to determine whether the length of the runway on which the aircraft is landing is substantially different from the length of the runway landing and takeoff distance considered to determine the predicted distance to stop 516. The takeoff runway length factor 528 can be calculated and used to modify the predicted distance to stop 516 in response to a determination that the runway length of The takeoff and landing runway on which the aircraft is landing is substantially different from the runway length considered to determine the predicted stop distance 516. For example, without limitation, the runway length factor 528 can be determined as a function of gross aircraft weight, pressure altitude, and runway length, or any use another appropriate way.
[00093] For example, without limitations, the runway length factor 528 can be used to adjust the predicted stopping distance 516 in an appropriate manner when a commercial passenger aircraft or other aircraft is landing on a runway of take-off and landing with an available stopping distance of less than approximately 6000 feet or another appropriate distance. A commercial passenger aircraft or other aircraft may only attempt to land on a runway that is substantially shorter than the length of the runway on which the aircraft typically lands when the landing weight and weather conditions allow for a stop that it is faster than conservative alert tolerance can assume possible. If this is not taken into account, it may be more likely that the runway end overrun warning 502 will be provided in cases where the aircraft is unlikely to cross the runway end. The runway length factor 528 can be used to allow aircraft to operate at normal operating parameters at airports where they could be dispatched and allow for some variation from an ideal speed and touchdown point to prevent nuisance alerts.
[00094] The predicted deceleration 524 of an aircraft moving on a runway can be determined by determining the predicted forces acting on the aircraft to stop the aircraft moving on the runway. For example, predicted stopping forces acting on an aircraft to stop a moving aircraft on a runway may include predicted braking force 529, predicted thrust 530, predicted aerodynamic force 531, other appropriate stopping forces, or various combinations of stopping force. For example, without limitation, the weight of an aircraft is another force that can affect the predicted deceleration 524 of an aircraft moving on a sloped runway. This force can be estimated using aircraft pitch or information from an appropriate runway database.
[00095] Predicted braking force 529 can be a prediction of the stopping force provided by the braking system of an aircraft moving on a runway. The predicted braking force 529 can take into account the anticipated friction between an aircraft's wheels and the runway surface on which the aircraft is moving. For example, without limitations, predicted braking force 529 may comprise a prediction of the stopping force provided by the brake system of an aircraft moving on a runway for each of a plurality of speeds of the aircraft moving on the runway. take-off and landing between current aircraft speed 526 and zero speed. For example, without limitation, the predicted braking force 529 can be determined using the current braking force 532, information identifying a relationship between braking force and speed 534, runway condition information 536, other appropriate information, or any appropriate combination of such information. For example, current friction between an aircraft's wheels and the runway on which the aircraft is moving can be determined and used as an alternative to, or in addition to, actual braking force 532 to determine predicted braking force 529.
[00096] Current braking force 532 can refer to the current force provided by the braking system of an aircraft moving on a runway to stop the aircraft when the aircraft is moving on the runway at speed. of current aircraft 526. Current braking force 532 can be determined using runway information 538, aircraft information 540, aircraft thrust determined from thrust model 544, aircraft lift and drag determined from model aerodynamic 546, other appropriate information, or any appropriate combination of such information. Runway information 538 may include any appropriate information identifying various characteristics of the runway on which the aircraft is moving. Aircraft information 540 may include any appropriate information identifying the current state or condition of the aircraft, the state or condition of various systems in the aircraft, or both. Thrust model 544 may comprise any appropriate computer-implemented model or other model of thrust provided by the engines of an aircraft moving on a runway. Aerodynamic model 546 may comprise any appropriate computer-implemented model or other model of the aerodynamic characteristics of an aircraft moving on a runway.
[00097] For example, without limitation, information identifying a relationship between braking force and speed 534 can identify a maximum braking force that can be provided by the brake system on an aircraft for a range of speeds of the aircraft moving on a runway landing and takeoff. Predicted braking force 529 for each of a plurality of speeds of an aircraft moving on an airstrip between current aircraft speed 526 and zero speed can be determined by extrapolating the current braking force 532 using information identifying a relationship between braking force and speed 534.
[00098] Information identifying a relationship between braking force and speed 534 can be provided for one or more considered runway conditions. Runway and runway conditions considered for information identifying a relationship between brake force and speed 534 that is used to determine predicted brake force 529 can be selected to reduce the likelihood of providing runway end overtaking alert 502 improperly when an aircraft is not likely to cross a runway. For example, without limitation, the use of information identifying a relationship between braking force and speed 534 that takes into account a wet runway condition can provide a desired balance between providing overtaking warning of the end of runway 502 when a aircraft will likely pass a runway and the reduction of nuisance alerts when the aircraft is unlikely to pass the end of the runway.
[00099] Runway condition information 536 may include any appropriate information identifying the condition of a runway on which an aircraft is moving. Runway and runway conditions information 536 can be used to determine how much actual braking force 532 and information identifying a relationship between braking force and speed 534 is used to more accurately determine the predicted braking force 529. For example, without limitation, runway conditions information 536 can include real-time information to identify the condition of an airstrip and can be used to reduce the likelihood that the overtaking alert at the end of the runway. runway 502 is provided in situations where an aircraft is not likely to pass the end of the runway on which it is moving.
[000100] Predicted buoyancy 530 can be a prediction of the stopping force provided by the buoyancy system of an aircraft moving on a runway as the aircraft is brought to a stop. Predicted thrust 530 can be determined using thrust model 544. Predicted thrust 530 can be determined using assumption of the operation of thrust system 560, actual configuration for thrust system 562, or both, to more accurately determine predicted thrust 530. For example, without limitation, assumption for operation of thrust system 560 may include the assumption that the thrust system in an aircraft will be used to decelerate moving aircraft on a runway even if the thrust system is not engaged immediately after landing on the runway. Assumption for operation of thrust system 560 can be used to determine predicted thrust 530 a few seconds after landing. Actual configuration for thrust system 562 may indicate the actual inputs provided by an operator of an aircraft to control the thrust system in the aircraft to stop the aircraft in motion on a runway. Actual setting for thrust system 562 can be used to determine predicted thrust 530 after a few seconds after landing. Using assumption for thrust system operation 560 and actual configuration for thrust system 562 to determine predicted thrust 530 in this manner may reflect normal operating procedures and prevent nuisance alerts yet still take into account risk factors that can cause an overdrive from the end of the most likely runway, such as use of delayed reverse thrust.
[000101] Predicted aerodynamic force 531 can be a prediction of the stopping force provided by the aerodynamic system of an aircraft moving on a runway. Predicted aerodynamic force 531 can be determined using aerodynamic model 546. Predicted aerodynamic force 531 can be determined using assumption for operation of aerodynamic system 564, actual configuration for aerodynamic system 566, or both, to more accurately determine predicted aerodynamic force 531.
[000102] For example, without limitation, assumption for operation of aerodynamic system 564 may include the assumption that a speed brake on an aircraft will be used to decelerate moving aircraft on a runway even if the speed brake is not deployed immediately after landing on the runway. Alternatively, or in addition, assumptions for operating aerodynamic system 564 may include assumptions for operating a plurality of other components of an aircraft aerodynamic system to stop moving aircraft on a runway. Assumption for aerodynamic system operation 564 can be used to determine predicted aerodynamic force 531 a few seconds after landing. Actual configuration for aerodynamic system 566 may indicate the actual inputs provided by an aircraft operator to control the speed brake, other components of the aircraft aerodynamic system, or various combinations of aerodynamic system components in an aircraft to stop the aircraft in movement on an airstrip. Actual configuration for the 566 aerodynamic system can be used to determine the predicted 531 aerodynamic force after a few seconds after landing. The use of assumption for aerodynamic system operation 564 and actual configuration for aerodynamic system 566 to determine predicted aerodynamic force 531 in this manner may reflect normal operating procedures and prevent nuisance alerts, yet take into account risk factors that can cause overtaking from the end of the most likely runway, such as delayed deployment of the speed brake.
[000103] In figure 6, an illustration of a block diagram of overrun alert activation conditions at the end of the runway is represented according to an illustrative mode. In this example, runway end overrun alert triggering conditions 600 can be an example of an implementation of runway end overrun alert triggering conditions 504 in Figure 5. A particular illustrative modality may use some , all or none of the Runway End 600 overpass alert activation conditions described as examples here.
[000104] Runway end overrun warning activation conditions 600 can be selected to prevent an runway end overrun warning from being provided at involuntary times when the runway end overrun warning is likely must be incorrect. For example, without limitation, a runway end overrun warning can be provided only when all runway end overrun warning activation conditions 600 are determined to be true. Alternatively, or additionally, a plurality of runway end overrun alert activation conditions 600 may be defined such that the issuance of an airstrip end overrun alert is prevented when at least one of numerous runway end overrun warning activation conditions 600 is determined to be not true.
[000105] An overrun warning of the end of the runway may be provided to an aircraft only when it is determined that the aircraft is on the ground 602. For example, without limitation, appropriate sensors in an aircraft's landing gear may be used to determine if the aircraft is on the ground 602. An aircraft landing on a runway may jump onto the landing gear a plurality of times before the aircraft settles on the runway. Such a jump can cause sensors on the landing gear to switch indicating that the aircraft is on the ground and that the aircraft is not on the ground. An appropriate time delay can be used in such a way that the determination that the aircraft is on the ground 602 is made only when sensors in the landing gear indicate that the aircraft is on the ground continuously for at least the time delay. The length of the time delay can be appropriately selected to prevent the determination of which aircraft is on the ground 602 by sensors in the aircraft's landing gear until any landing gear hopping has stopped and the aircraft is established on the runway. landing and taking off. For example, without limitations, the time delay can be selected to be approximately 0.5 seconds or any other appropriate duration.
[000106] A runway end overrun warning may be provided to an aircraft only when it is determined that the aircraft altitude is less than a 604 plateau altitude. For example, without limitation, the landing altitude used to determine if the aircraft altitude is less than a 604 plateau altitude it can be selected such that the aircraft altitude is less than a 604 plateau altitude when the aircraft is on the ground 602. The aircraft altitude that is used to determine whether the aircraft's altitude is less than a 604 plateau altitude can be determined in any appropriate way. For example, without limitation, if the aircraft's altitude is less than a 604 plateau altitude it can be determined using an altitude for the aircraft that is determined using a radio altimeter or another appropriate device or method for determining the altitude of an aircraft. .
[000107] A runway end overrun warning may be provided for an aircraft only when it is determined that the identified current position of the aircraft is updated 606. The current position of an aircraft moving on a runway may need to be identified to determine whether a runway end overtaking warning should be provided for the aircraft. The current identified position of an aircraft moving on a runway must be changing while the aircraft is moving on the runway. If the aircraft's identified position does not change as the aircraft moves on the runway, there may be something wrong with the system used to identify the aircraft's current position and the aircraft's current identified position will likely not be accurate. In this case, the determination of whether a runway end overtaking warning should be provided for the aircraft is also likely to be imprecise. Therefore, a runway end overrun warning may not be provided unless the aircraft's identified current position is updating 606 as the aircraft moves on a runway.
[000108] An overrun warning of the end of the runway may be provided for an aircraft only when it is determined that the runway information is valid 608 and the lateral distance of the aircraft to the runway centerline and takeoff is less than a 610th distance threshold. Runway and runway information, such as information identifying the position of the end of a runway end, can be used to determine whether a runway end overtaking alert must be provided for an aircraft moving on the runway. If the information for the runway on which the aircraft is moving is not accurate, the determination of whether a runway end overtaking warning should be provided is likely to be inaccurate. For example, a pilot or other operator of an aircraft can identify the runway on which an aircraft is landing using a flight management computer on the aircraft or in any other appropriate manner. If the runway identified by the aircraft operator is not a valid runway for landing the aircraft or if valid information for the identified runway is not available to determine whether a final overtaking alert of the runway end must be provided, so the determination whether an overtaking warning from the end of the runway should be provided is likely to be inaccurate. Therefore, an overrun warning of the end of the runway cannot be provided unless it is determined that runway information is valid 608.
[000109] The operator of an aircraft may identify a valid runway for landing an aircraft and valid runway information for the identified runway may be available to determine whether an overtaking warning for the aircraft. end of runway must be provided. However, the aircraft may land on a runway that is different from the runway identified by the aircraft operator. In this case, erroneous runway information may be used to determine whether a runway end overrun warning should be provided and the determination of runway end overrun warning provision will likely be inaccurate.
[000110] If the lateral distance of the aircraft to the centerline of the runway is less than a distance threshold 610, then it is likely that the aircraft is on the runway identified by the aircraft operator and that the correct runway and runway information is being used to determine whether an overtaking warning from the end of the runway should be provided. Any appropriate distance threshold to determine whether or not an aircraft is on a runway identified by the aircraft operator can be used to determine whether the lateral distance of the aircraft to the runway centerline is less than a distance plateau 610. For example, without limitation, a distance plateau of approximately 300 feet, or any other appropriate distance plateau, can be used to determine whether the aircraft's lateral distance to the centerline of the runway is take-off is less than a 610 distance threshold. Alternatively, or additionally, other appropriate conditions may be included in runway end overrun warning activation conditions 600 to prevent providing an runway end overrun warning to an aircraft when the aircraft is moving on a runway that is different from the runway identified by the aircraft operator.
[000111] An overrun warning of the end of the runway may be provided for an aircraft only when it is determined that the remaining runway distance is greater than a 612 threshold distance and the aircraft speed is greater than one speed threshold 614. An overrun warning at the end of the runway that is provided as an aircraft is about to pass the end of a runway, when impediment to overtaking the end of the piston may not be possible, it can be more of a nuisance than a help. Therefore, an overrun warning at the end of the runway may not be provided unless the remaining distance from the runway end is greater than a 612 distance threshold. when an aircraft is stationary or practically stationary it may be unnecessary and is more likely to be considered a nuisance. Therefore, a runway end overrun warning may not be provided unless the aircraft speed is greater than a 614 speed threshold. Any distance threshold that may be appropriate to reduce runway end overrun warnings nuisance landing strips can be used to determine if the runway distance is greater than a 612 distance threshold. Any speed threshold that may be appropriate to reduce nuisance runway end overtaking alerts can be used to determine whether the aircraft speed is greater than a 614 speed threshold.
[000112] A runway end overrun warning may be provided to an aircraft only when it is determined that choke lever positions indicate stop 616. A runway end overrun warning that is provided to an aircraft when the aircraft is not trying to slow down or stop on an airstrip and takeoff can be a nuisance. A choke lever on an aircraft can be operated by the pilot or other operator of an aircraft to control the thrust system on the aircraft. The operating position of a choke lever on an aircraft may indicate that the aircraft is attempting to take off on a runway or is moving on the runway for some purpose other than after a landing. An overtaking warning at the end of the runway that is provided in a situation like this can be a nuisance. Therefore, an overrun warning of the end of the runway may not be provided unless throttle lever positions indicate stop 616.
[000113] Choke lever positions indicating stop 616 may include any appropriate operating position for a choke lever on an aircraft that may be consistent with operating a moving aircraft on an airstrip to decelerate and stop the aircraft. Alternatively, or in addition, other appropriate conditions may be included in runway end overrun warning activation conditions 600 to prevent providing a runway end overrun warning to an aircraft when the aircraft's thrust system is being controlled in a way that indicates an intention other than to decelerate and stop the aircraft in motion on a runway.
[000114] An overrun warning of the end of the runway may be provided for an aircraft only when it is determined that other conditions 618 are satisfied or true. Other 618 conditions may include any appropriate condition to prevent a runway end overtaking alert from being provided at involuntary times, such as when the runway end overtaking alert is likely to be a nuisance rather than a help. .
[000115] In figure 7, is represented an illustration of a block diagram of information of runway conditions of the runway according to an illustrative mode. In this example, runway condition information 700 may be an example of an implementation of runway condition information 536 in Figure 5. A particular illustrative modality may use part, all, or no condition information. of the runway 700 described as examples here.
[000116] Airstrip condition information 700 may include any appropriate information identifying the condition of an airstrip on which an aircraft is moving. Airstrip Condition Information 700 can identify the condition of an airstrip directly or indirectly. For example, without limitation, airstrip condition information 700 may include information from which the condition of an airstrip can be inferred. Various combinations of Airstrip 700 Condition information can be used to identify the condition of a Runway and Runway 700. For example, a portion of the Runway Condition Information 700 can be used to confirm or contradict a determination of the condition of a Runway and Runway Condition that can be made based on another portion of the Runway Condition Information. landing and take-off 700.
[000117] Airstrip conditions information 700 may include airstrip conditions information reported 702. Airstrip conditions information reported 702 may include any appropriate information identifying the condition of a runway. landing and take-off in which an aircraft is moving. Information on reported runway conditions 702 can be provided from any appropriate source and in any appropriate manner. For example, without limitation, airstrip condition information and reported take-off 702 may be provided via operator input, a digital uplink from an airport, or in any other appropriate manner.
[000118] Airstrip conditions information 700 may include time for wheels to accelerate after they touch the ground 704. Time for wheels to accelerate after they touch the ground 704 can refer to the amount of time that the wheels for an aircraft take to accelerate to synchronous speed after the aircraft lands on a runway. Acceleration time of the wheels after touching the ground 704 can be determined using information provided by appropriate sensors to detect the speed of rotation of the aircraft wheels. Wheel acceleration time after touching the ground 704 can be used to identify the condition of the runway on which the wheels are running. For example, without limitations, the acceleration time of the wheels after touching the ground 704 which is relatively short may indicate that the surface of the runway is dry.
[000119] Airstrip conditions information 700 may include air temperature 706. Air temperature 706 may refer to the outside air temperature in the area of an airstrip. Air temperature 706 can be determined in any appropriate way. For example, air temperature 706 can be determined using an appropriate temperature sensor that can be located on an aircraft, on or near the runway, or any other suitable location. Air Temperature 706 can be used in combination with other information to determine the condition of a runway. For example, air temperature 706 above freezing point in combination with information indicating precipitation in the area of a runway may indicate that the runway is wet. Air temperature 706 below freezing point in combination with information indicating precipitation in the area of a runway may indicate that the runway is icy.
[000120] Airstrip conditions information 700 may include information provided by the antiskid system 708 on an aircraft. The anti-skid system 708 can be configured to prevent unwanted skidding by an aircraft that brakes on a runway when runway and runway conditions provide relatively very low friction. Therefore, the condition of a runway can be identified as slippery when the anti-skid system 708 is controlling the braking of a moving aircraft on a runway to prevent skidding.
[000121] Airstrip 700 airway condition information may include information identifying the operation of the 710 windshield wipers on an aircraft. For example, precipitation may be identified in the area of a runway in response to a determination that the windshield wipers 710 on an aircraft on the runway are turned on. This information can be used either alone or in combination with other information, such as air temperature 706, to identify the condition of the runway.
[000122] Runway conditions information 700 may include information identifying the actual braking force 712 provided by an aircraft's braking system moving on a runway to stop the aircraft. For example, the condition of a runway can be identified from the current braking force 712 or from a change in the current braking force 712 provided by the braking system of an aircraft moving on the runway with time, either alone or in combination with other information.
[000123] Airstrip 700 information may include radar 714 information. For example, without limitation, radar 714 information may identify precipitation, other environmental conditions, or various combinations of environmental condition or other condition in the area of an airstrip. Radar 714 information can be used either alone or in combination with other information to identify the condition of a runway. Radar information 714 may be provided by a plurality of suitable radars located on a moving aircraft on the runway or any other suitable location.
[000124] Airstrip conditions information 700 may include other airstrip conditions information 716. Other airstrip conditions information 716 may include any appropriate information identifying the condition of an airstrip 716. landing and take-off in which an aircraft is moving. Further information on airstrip conditions 716 can be provided from any appropriate source. For example, without limitation, other airstrip condition information 716 may include environmental information or other information that is provided by systems in an aircraft, systems that are not in an aircraft, or both.
[000125] In figure 8, an illustration of a flowchart of a process to generate an overrun alert at the end of the runway is represented according to an illustrative modality. In this example, process 800 can be an example of an implementation of a process performed by the runway end overrun warning generator 302 to provide runway end overrun warning 306 in Fig. 3 or of a process performed by the stop performance predictor device and runway end overrun warning generator 500 to provide runway end overrun warning 502 in figure 5.
[000126] Process 800 can start by determining a current braking force (802 operation). Current braking force can be an estimate of the actual force provided by an aircraft's braking system to stop a moving aircraft on a runway. The actual braking force can be determined in any appropriate way. For example, without limitations, the actual braking force µB can be determined using the following equation:

[000127] where T is the current thrust provided by the cgtqpcxg thrust system. θ fi c cVkVwfg fg crfcggm fc cgtqpcxg. g fi c kpenkpc>«q fc rkuVc fg landing and takeoff, D is the aircraft drag, W is the aircraft weight, nX is a longitudinal load factor, nZ is a vertical load factor, and L is the lift of the aircraft. The actual thrust T can be determined using an appropriate 808 thrust model of the aircraft. Drag D and lift L can be determined using an appropriate 810 aerodynamic model of the aircraft. Longitudinal load factor nX is the net force in the longitudinal direction, minus the weight component in the longitudinal direction, divided by the aircraft weight. Vertical load factor nZ is the net force in the vertical direction, minus the weight component in the vertical direction, divided by the aircraft weight.
[000128] The current braking force determined in 802 operation can then be used to determine a predicted braking force for each of a plurality of different speeds of the aircraft moving on the runway between the current speed of the aircraft and the zero speed (operation 814). For example, without limitation, the predicted braking force for each of the plurality of aircraft speeds moving on the runway can be determined from the actual braking force using information identifying the relationship between braking force and speed 816 for the aircraft. For example, without limitations, information identifying relationship between braking force and speed 816 can identify a maximum braking force that can be provided by the brake system on the aircraft for a range of speeds of the aircraft moving on an airstrip and take-off.
[000129] Runway conditions information 818 can also be used to determine the predicted braking force for each of the plurality of aircraft speeds more accurately. Runway condition information 818 may include any appropriate information identifying the condition of the runway on which the aircraft is moving.
[000130] For example, without limitation, runway condition information 818 may include an initial estimate of the runway condition by the aircraft flight crew. Such runway 818 condition information may be based on the airport weather forecast and may be fed by the flight crew via a multifunctional monitor or in another appropriate manner.
[000131] Runway conditions information 818 can also be provided by the acceleration time of the aircraft wheels after touching the ground. For example, without limitation, an aircraft touching the ground on a runway, the acceleration time of the wheels after touching the ground can be monitored to determine the time required after the aircraft touches the ground for the wheels to accelerate up to synchronous speed. If the acceleration time of the wheels after touching the ground is below a selected threshold, the runway can be classified as dry. Otherwise, the runway may be classified as not dry and an initial wet condition of the runway may be considered.
[000132] After an initial runway condition classification is made, runway 818 condition information provided by the anti-skid system on the aircraft and overall braking performance can be monitored to detect changes in relation to the condition considered the initial runway for the runway. For example, without limitation, when the runway on which an aircraft is moving is very slippery, the stopping force provided by the aircraft's brake system may be limited by friction. In this case, the actual braking force can provide a smaller jump in the runway's friction-generating capability, which is described by the aircraft's maximum braking force. If the actual aircraft braking force determined at any time is greater than the previous value, the current aircraft braking force can be updated to the new value.
[000133] When the applied brake pressure is sufficiently high, a factor for remaining braking capacity can be computed by the aircraft's anti-skid system. This factor allows the aircraft's maximum braking force to be estimated, which provides an additional indication of the runway condition before the aircraft is limited by friction. The aircraft is limited by friction when an application of greater brake pressure does not cause greater braking force. The parameter for remaining braking capacity can be computed as a function of actual wheel slip and an ideal wheel slip.
[000134] Only a small percentage of landing is limited by friction. Having 818 runway condition information for runway and runway condition in conditions not limited by friction can provide a robust runway condition prediction system via the same provisions as the warning algorithm. overtaking. When the aircraft is friction limited, the braking force of the current aircraft represents the full friction-generating capacity of the runway and the considered runway condition can be estimated according to the computed force value. of the current aircraft's braking.
[000135] Having an estimate of the aircraft's current maximum braking force, an estimate can be made of how the aircraft's maximum braking force will vary during the remainder of the roll for the purpose of computing an estimated stopping distance. Outside air temperature is another example of runway 818 condition information that can be used to determine the anticipated braking force during the remainder of the aircraft's roll. For example, without limitations, it can be considered that, when the outside air temperature is sufficiently high, it is unlikely that the runway will be icy and therefore the maximum braking force of the aircraft can be predicted increase with decreasing speed if the runway is wet, because of tire physics in the ground contact stretch on a wet runway. However, when the outside air temperature is sufficiently low, it can be assumed that the aircraft's maximum braking coefficient will remain constant throughout the landing roll to account for potentially contaminated runways. Filters can be used to determine whether the aircraft's maximum braking force is increasing or remaining constant, as opposed to the considered estimate of runway condition based on air temperature.
[000136] Other runway 818 condition information that can be used to determine the anticipated braking force for the aircraft may include, without limitation, the operation of windshield wipers and the presence of radar returns at the airport, both of which may indicate a high probability of non-dry runway conditions.
[000137] After determining the expected braking force for the aircraft in operation 814, predicted deceleration for the aircraft can be determined (operation 826). For example, the predicted deceleration determined in operation 826 may include a predicted deceleration for each of a plurality of aircraft speeds moving on a runway between the aircraft's current speed and zero speed. The predicted deceleration of the aircraft can be determined using the predicted braking force for the aircraft determined in operation 814 along with the predicted thrust 828 and predicted aerodynamic force 830. Predicted thrust 828 may comprise a prediction of the thrust provided by a thrust system on the aircraft to stop the aircraft moving on the runway. Predicted aerodynamic force 830 may comprise a prediction of the aerodynamic force provided by the aircraft moving on the runway to stop the aircraft. The combination of predicted braking force, predicted thrust 828, and predicted aerodynamic force 830 may comprise a prediction of the stopping force that acts to stop the aircraft moving on the runway.
[000138] Predicted thrust 828 can be determined using thrust model 808. Predicted thrust 828 can be determined using appropriate assumptions for operating the thrust system in an aircraft during a landing to reduce the occurrence of inaccurate nuisance alerts. Predicted aerodynamic force 830 can be determined using model 810 aerodynamic. Predicted aerodynamic force 830 can be determined using appropriate assumptions for operating aerodynamic systems in an aircraft during a landing to reduce the occurrence of inaccurate nuisance alerts.
[000139] Stopping distance for the aircraft can then be determined (operation 832). A predicted stopping distance for the aircraft can be determined using the predicted deceleration for the aircraft determined in operation 826 and the current speed of the aircraft on a runway. For example, without limitations, the stopping distance d can be determined using the following equation:

[000140] where V0 is the aircraft's current speed, V is the aircraft's ground speed, and a(V) are the expected aircraft decelerations as a function of the aircraft speed determined in operation 826.
[000141] Flight Crew Reaction Distance 834 can be added to the given stopping distance (operation 836). Flight crew reaction distance 834 can be an estimate of the distance an aircraft moves on a runway before the flight crew can respond to an alert.
[000142] The stopping distance can also be modified by the takeoff runway length factor 838 if appropriate (operation 840). The runway length factor 838 can be calculated and used to modify the predicted stopping distance in response to a determination that the runway length on which the aircraft is landing is substantially different from the length of the runway. airstrip considered to determine the planned stopping distance.
[000143] Runway end overrun warning activation conditions 842 can be used in operation 840 to enable or suppress the issuance of a runway end overrun warning. Runway end overrun alert activation conditions 842 can be used to prevent the issuance of an runway end overrun alert in conditions where the alert is unlikely to be accurate. Runway end overrun warning activation conditions 842 may be taken into account at other points in process 800 to enable or suppress the issuance of a runway end overrun warning when appropriate.
[000144] Then it can be determined whether the predicted stopping distance is greater than a remaining distance (operation 844). The remaining distance 846 used to make the determination in operation 844 can be determined from the difference between the current aircraft position 848 and the runway end position 850. The current aircraft position 848 can be the current position of the aircraft on a determined runway using a global positioning system or in any appropriate manner. The end position of the runway 850 may be the position of a boundary beyond which it is not desirable to bring the aircraft to a stop. In other words, the end position of the runway 850 may refer to an undesirable position for stopping the aircraft. The end position of the runway 850 may be identified from a database of runway information, or in another appropriate manner. The position of the end of the runway 850 may take into account a displaced landing fed by a pilot or other aircraft operator. A runway end overtaking warning according to an illustrative modality may be particularly suitable when an airstrip is shortened and the risk of overtaking is increased.
[000145] If it is determined that the stopping distance is greater than the remaining distance, an overrun warning of the end of the runway can be provided (operation 852), with the process then ending. The runway end overrun alert provided may include any appropriate combination of audible alerts, visual alerts, or both audible and visual alerts. If it is determined that the stopping distance is not greater than the remaining distance, process 800 can be repeated with the next iteration (operation 854).
[000146] In figure 9, an illustration of a block diagram of a process to determine the predicted braking force according to an illustrative mode is represented. Process 900 may be an example of an implementation of a portion of a process to use runway 818 condition information in combination with a determined actual braking force and information identifying a relationship between braking force and speed 816 for determine a predicted braking force at a particular speed of an aircraft moving on a runway in operation 814 in figure 8.
[000147] Runway condition information used in process 900 includes information provided by an anti-skid system on an aircraft and air temperature information. Various other types of runway condition information can be used in addition to or in place of system anti-skid and air temperature information to determine the predicted braking force for an aircraft moving on a runway. according to an illustrative modality. Process 900 is an example of a possible way in which anti-skid system information and air temperature information can be used to determine predicted braking force according to an illustrative modality. Anti-slip system information, air temperature information, other runway condition information, or various combinations of runway condition information can be used to determine the predicted braking force for a moving aircraft on an airstrip in other ways according to an illustrative modality.
[000148] Process 900 can begin by determining whether the anti-skid system in an aircraft is actively controlling the aircraft's braking (operation 902). If it is determined that the anti-skid system is not active, the aircraft may be considered not to be in a friction-limited condition. In this case, the predicted braking force for a particular speed of the aircraft moving on the runway can be determined using the current braking force and information identifying the relationship between braking force and speed for the aircraft (operation 904), with the process ending next.
[000149] If it is determined in operation 902 that the anti-skid system is actively controlling the aircraft's braking, it can be determined whether the air temperature is less than a freezing threshold (operation 906). If it is determined that the anti-skid system is active, the aircraft can be considered to be in a friction-limited condition. If the aircraft is in a friction-limited condition, the runway on which the aircraft is moving can be considered to be icy. However, a determination in Operation 906 that the air temperature is not less than a freezing threshold may indicate that the runway is not icy. In this case, the predicted braking force can be determined in operation 904 using the actual braking force and information identifying the relationship between braking force and speed, with the process then ending.
[000150] If it is determined in operation 906 that the air temperature is lower than the freezing threshold, it can be confirmed that the runway is icy and that the aircraft is limited by friction. In this case, it can be assumed that the braking force is limited to the current braking force and the predicted braking force can be set equal to the current braking force (operation 908), with the process ending next.
[000151] In Figure 10, an illustration of a flowchart of a process to determine thrust predicted according to an illustrative embodiment is shown. In this example, process 1000 can be an example of an implementation of a process to determine predicted thrust 828 in process 800 in Figure 8. Process 1000 uses assumptions for operating an aircraft's thrust system during a landing and actual adjustments to the thrust system to determine the anticipated thrust for an aircraft moving on an airstrip in a manner that can reflect normal operating procedures and prevent nuisance alerts, yet taking into account risk factors that can cause an overrun at the end of the runway. most likely clue, such as use of delayed reverse thrust.
[000152] Process 1000 can start by determining whether the time since an aircraft touches the ground on a runway is less than a T1 time period threshold or whether the time since an aircraft touches the ground is less that a threshold of time period T2 and at least one nominal reverse throttling command is present (operation 1002). Time period thresholds T1 and T2 can be time thresholds of any appropriate duration. For example, without limitations, thresholds of time periods T1 and T2 can be on the order of a few seconds. The time period threshold T1 can be less than the time period threshold T2.
[000153] In response to a determination that the time since the aircraft touches the ground is less than the time period threshold T1 or the time since the aircraft touches the ground is less than the time period threshold T2 and at least one nominal reverse throttling command is present, a thrust adjustment can be considered (operation 1004). For example, the thrust adjustment considered may assume that the thrust system will be used in a normal way to decelerate moving aircraft on the runway. The thrust setting considered can then be used to determine the anticipated thrust for the aircraft (operation 1006), with the process then ending. Otherwise, the actual configuration for the thrust system on the aircraft can be identified (operation 1008) and used to determine the anticipated thrust in operation 1006, with the process then ending.
[000154] In this example, for a relatively short period of time after touching the ground on a runway, the anticipated thrust can be determined based on the reasonable assumption that the aircraft's thrust system will be used to decelerate the aircraft, even if the thrust system has not yet been activated for this purpose. This assumption is only used for the short period of time after landing, when there is still time for an alert to be activated if the assumption turns out to be incorrect. Using guesswork can prevent unnecessary alerts from being provided.
[000155] In figure 11, an illustration of a flowchart of a process to determine the predicted aerodynamic force according to an illustrative modality is represented. In this example, process 1100 can be an example of an implementation of a process to determine predicted aerodynamic force 830 in process 800 in Figure 8. Process 1100 uses assumptions for operating an aircraft's aerodynamic systems during a landing and actual adjustments to the aerodynamic systems to determine the anticipated aerodynamic force to stop the aircraft moving on a runway in a way that can reflect normal operating procedures and prevent nuisance alerts, while still taking into account risk factors that can make a final overtake the most likely runway, such as delayed deployment of an aircraft speed brake.
[000156] Process 1100 can start by determining whether the time since the touch of an aircraft to the ground on a runway is less than a threshold of time period T3 (operation 1102). Time period threshold T3 can be a time plate of any appropriate duration. For example, without limitations, the threshold of time period T3 can be on the order of a few seconds.
[000157] In response to a determination that the time since the aircraft touches the ground is less than the threshold of time period T3, it can be assumed that the aircraft speed brake will be deployed to decelerate the aircraft in a manner normal (operation 1104). This assumption can then be used to determine the predicted aerodynamic force to stop the aircraft (operation 1106), with the process then ending. Otherwise, the actual speed brake setting can be identified (operation 1108) and used to determine the anticipated aerodynamic force in operation 1106, with the process then terminating. Either way, flap adjustment 1110 for the flaps on the aircraft can be used in combination with the assumed or actual speed brake adjustment to determine the anticipated aerodynamic force in operation 1106.
[000158] In this example, for a relatively short period of time after touching the ground, the predicted aerodynamic force to stop a moving aircraft on a runway can be determined based on the reasonable assumption that the speed brake of the aircraft will be used to decelerate the aircraft, even if the speed brake has not yet been deployed. This assumption is only used for the short period of time after landing, when there is still time for an alert to be activated if the assumption turns out not to be correct. Using guesswork can prevent unnecessary alerts from being provided.
[000159] In Figure 12, an illustration of a block diagram of a stop performance predictor and predicted stop position display generator according to an illustrative embodiment is represented. In this example, stop performance predictor device and predicted stop position display generator 1200 can be an example of an implementation of stop performance predictor 300 and predicted stop position display generator 304 in Fig. 3. Figure 12 illustrates the relationships between the information that can be used and the calculations that can be made by the stop performance predictor and predicted stop position display generator 1200 to provide predicted stop position display 1202.
[000160] Expected stop position display 1202 may comprise an indication of predicted stop position 1204 for an aircraft with respect to a representation of a runway on which the aircraft is moving. Predicted Stop Position Display 1202 can be generated using Predicted Stop Position 1204 for the aircraft moving on the runway and runway 1206 information. Runway 1206 information may include information identifying various characteristics of the runway on which the aircraft is moving. An indication of the current 1208 aircraft's position with respect to the runway may also be included in the 1202 predicted stop position display.
[000161] An indication of 1210 planned stop performance may also be included in the 1202 predicted stop position display. 1210 Planned stop performance may indicate a plan by an aircraft operator to decelerate and stop moving aircraft on a runway. landing and taking off. Planned stop 1210 performance can be determined before the aircraft lands on the runway. The planned stop performance indication 1210 may be displayed along with the predicted stop position indication 1204 in the predicted stop position display 1202 in an appropriate manner to provide comparison between the aircraft's predicted stop performance determined while the aircraft is moving. on the runway and planned stop performance 1210.
[000162] Predicted stop position 1204 may be determined using current aircraft position 1208, current aircraft speed 1212 and predicted aircraft deceleration 1214 in any appropriate manner. For example, without limitation, predicted deceleration 1214 can be determined for each of a plurality of speeds of an aircraft moving on the runway from the current aircraft 1212 to zero speed.
[000163] Predicted deceleration 1214 can be selected to be current deceleration 1216 of the aircraft moving on a runway. Alternatively, predicted deceleration 1214 can be determined using predicted stopping force 1217. Predicted stopping force 1225 can include predicted braking force 1226, predicted thrust 1228, and predicted aerodynamic force 1230. Predicted stopping force 1225 can be determined using information from airstrip conditions from various sources. Predicted thrust 1228 can be determined using an appropriate thrust model for an aircraft and appropriate assumptions for operating an aircraft's thrust system to stop a moving aircraft on a runway. Predicted aerodynamic force 1230 can be determined using an appropriate aerodynamic model of the aircraft and appropriate assumptions for operating aerodynamic systems in the aircraft to stop the aircraft in motion on a runway.
[000164] The adjustment of the 1232 automatic brake system on an aircraft can be used to select the predicted 1214 deceleration of the aircraft moving on a runway. For example, without limitation, in response to a determination that the automatic brake system 1232 is not active 1233, predicted deceleration 1214 may be set equal to the aircraft's current deceleration 1216 or at a predicted deceleration determined using predicted stopping force 1217. If the automatic brake system 1232 is active 1234, predicted deceleration 1214 can be set equal to the predicted deceleration without brakes 1236, if the predicted deceleration without brakes 1236 is greater than or equal to the targeted deceleration 1240 of the automatic brake system 1232. For example, predicted deceleration without brakes 1236 can be determined using predicted thrust 1228 and predicted aerodynamic force 1230 to stop the aircraft. If automatic brake system 1232 is active 1234, predicted deceleration 1214 can be set equal to predicted deceleration because of maximum braking 1242 if the predicted deceleration assigned to maximum braking 1242 is less than the targeted deceleration 1240 of automatic brake system 1232 For example, predicted deceleration because of maximum braking 1242 can be determined using predicted braking force 1226, predicted thrust 1228, and predicted aerodynamic force 1230 to stop the aircraft. Otherwise, if the automatic brake system 1232 is active 1234, the predicted deceleration 1214 can be set equal to the targeted deceleration 1240 of the automatic brake system 1232.
[000165] In figure 13, an illustration of a display of predicted stop position according to an illustrative embodiment is shown. Predicted Stop Position Display 1300 may be an example of an implementation of Predicted Stop Position Display 312 in Figure 3 or Predicted Stop Position Display 1202 in Figure 12.
[000166] Predicted Stop Position Display 1300 may include graphical representation of the runway 1302. The indicator 1304 may indicate the current position of the aircraft with respect to the runway. Indicator 1306 can indicate the aircraft's predicted stopping position with respect to the runway. The remaining distance from the aircraft's current position to the end of the runway can also be displayed in numerical form 1308.
[000167] The display of predicted stop position 1300 can be improved in an appropriate way to get the attention of the flight crew or other operator of an aircraft when the predicted stop position of the aircraft is beyond the end of the runway . In this case, indicator 1306 may be positioned at the graphical end of runway 1302, or just beyond. The 1306 indicator may flash or a different color may be used for the 1306 indicator when the aircraft's predicted stop position is beyond the end of the runway.
[000168] Planned stop performance indicator 1310 can be used to indicate the aircraft's planned stop performance with respect to the runway. The planned stop performance indicator 1310 may indicate a range for the planned stop performance between the first end 1312 and the second end 1314 of the planned stop performance indicator 1310. The first end 1312 and the second end 1314 of the performance indicator 1310 planned-stop performance can match an aircraft's planned-stop performance for different levels of surface friction corresponding to different runway conditions. Runway conditions corresponding to the first end 1312 and the second end 1314 of the planned stop performance indicator 1310, and their positions with respect to the graphical representation of the runway 1302 in the display of the planned stop position 1300 , may be established by standard specification or selected by the pilot or other operator of the aircraft.
[000169] In the present example, without limitation, the first end 1312 of the planned stop performance indicator 1310 may indicate planned stop performance for a dry runway. The second end 1314 of the planned stop performance indicator 1310 can indicate planned stop performance for a wet takeoff and landing runway. In the present example, the position of the planned stop position indicator 1306 is further away in the graphical representation of the runway 1302 than the second end 1314 of the planned stop performance indicator 1310. Therefore, in this case, position display Predicted stoppage capacity 1300 may indicate that the aircraft's predicted capacity to stop on the runway is less than the planned capacity to stop on the runway when the runway is wet.
[000170] In Figure 14, an illustration of a flowchart of a process to generate a display of predicted stop position according to an illustrative modality is represented. In this example, process 1400 can be an example of an implementation of a process implemented in predicted stop position display generator 304 to generate predicted stop position display 312 in Fig. 3 or in stop performance predictor and generator Predicted Stop Position Display 1200 to generate Predicted Stop Position Display 1202 in Figure 12.
[000171] Process 1400 can begin by identifying the current position of an aircraft on a runway (operation 1402). The aircraft's current speed can then be identified (operation 1404). Predicted deceleration of aircraft moving on the runway can be determined (operation 1406). The current aircraft position, current aircraft speed and predicted aircraft deceleration can then be used to determine the aircraft's predicted stopping position with respect to the runway (operation 1408). An indication of the aircraft's predicted stop position can then be displayed in a runway representation (operation 1410).
[000172] Then it can be determined if the predicted stopping position is an unwanted stopping position for the aircraft (operation 1412). For example, a predicted stopping position that is beyond the end of the runway may be an unwanted stopping position for the aircraft. In response to a determination that the predicted stopping position is not an unwanted stopping position, the process may terminate. Otherwise, the indication of the predicted stop position can be improved to provide an alert (operation 1414), with the process terminating thereafter. For example, without limitation, operation 1414 may include flashing the predicted stop position indication, changing the color of the predicted stop position, or both.
[000173] In Figure 15, an illustration of a flowchart of a process to determine a predicted deceleration of an aircraft according to an illustrative modality is represented. For example, without limitation, process 1500 can be an example of an implementation of a process for operating 1406 in process 1400 in Figure 14.
[000174] Process 1500 can begin by determining whether the automatic brake system for an aircraft moving on a runway is active (operation 1502). In response to a determination that the automatic brake system is not active, the predicted deceleration may be set equal to an aircraft's current deceleration or a predicted deceleration determined using a predicted stopping force to stop the aircraft moving on the runway. landing and taking off (operation 1504), with the process then finishing.
[000175] In response to a determination that the automatic brake system is active, a predicted deceleration without brakes can be determined (operation 1506). For example, predicted deceleration without brakes can be determined using thrust and aerodynamic models for the aircraft along with assumptions regarding the operation of an aircraft's thrust and aerodynamic systems. It can then be determined whether the predicted deceleration without brakes is greater than or equal to the intended deceleration of the automatic brake system (operation 1508). If the predicted deceleration without brakes is greater than or equal to the intended deceleration of the automatic brake system, the predicted deceleration can be set equal to the predicted deceleration without brakes (operation 1510), with the process then terminating.
[000176] In response to a determination that the predicted deceleration without brakes is not greater than or equal to the intended deceleration of the automatic brake system, a predicted deceleration because of maximum braking can be determined (operation 1512). For example, the predicted deceleration due to maximum braking can be determined using the predicted braking force, predicted thrust, and predicted aerodynamic force to stop the aircraft. It can then be determined whether the predicted deceleration assigned to maximum braking is less than the targeted deceleration of the automatic brake system (operation 1514). In response to a determination that the predicted deceleration attributed to maximum braking is less than the intended deceleration of the automatic brake system, the predicted deceleration can be set equal to the predicted deceleration attributed to maximum braking (operation 1516), with the process ending in followed.
[000177] In response to a determination that the predicted deceleration assigned to maximum braking is not less than the target deceleration of the automatic brake system, the predicted deceleration may be set equal to the target deceleration of the automatic brake system (operation 1518), with the process ending next.
[000178] In Figure 16, an illustration of a data processing system according to an illustrative modality is represented. The data processing system 1600 can be an example of an implementation of the data processing system 285 in which the stall performance predictor 282 in Fig. 2 can be implemented.
[000179] In this illustrative example, data processing system 1600 includes communications structure 1602. Communications structure 1602 provides communications between processing unit 1604, memory 1606, persistent storage 1608, communications unit 1610, input unit/ output (I/O) 1612 and monitor 1614. Memory 1606, persistent storage 1608, communications unit 1610, input/output (I/O) unit 1612 and monitor 1614 are examples of features accessible by processing unit 1604 via the communications structure 1602.
[000180] Processing unit 1604 serves to run software instructions that can be loaded into memory 1606. Processing unit 1604 can be a plurality of processors, a multi-core processor, or some other type of processor, depending on the implementation private. Additionally, processing unit 1604 can be implemented using a plurality of heterogeneous processing systems in which a main processor is present with secondary processors on a single chip. As another illustrative example, processing unit 1604 may be a symmetric multiple processor system containing multiple processors of the same type.
[000181] Memory 1606 and persistent storage 1608 are examples of storage devices 1616. A storage device is any piece of hardware that is capable of storing information such as, for example, without limitation, data, program code in functional form , and other appropriate information either temporarily or permanently. Storage devices 1616 may also be referred to as computer readable storage devices in these examples. Memory 1606 in these examples can be, for example, random access memory or any other suitable volatile or non-volatile storage device. Persistent 1608 storage can take many forms, depending on the particular implementation.
[000182] Persistent Storage 1608 can contain one or more components or devices. For example, persistent storage 1608 can be a hard disk, a flash memory, a rewritable optical disk, a rewritable magnetic tape, or some combination of these. Media used by the 1608 persistent storage can also be removable. For example, a removable hard drive can be used for 1608 persistent storage.
[000183] The communications unit 1610, in these examples, allows communications with other data processing systems or devices. In these examples, the communications unit 1610 is a network interface card. Communications unit 1610 can provide communications through the use of either one or both physical and wireless communications links.
[000184] The 1612 input/output unit allows input and output of data with other devices that can be connected to the data processing system 1600. For example, the input/output unit 1612 can provide a connection for user input via keyboard, mouse, and/or some other suitable input device. Additionally, the 1612 input/output unit can send output to a printer. Monitor 1614 provides a mechanism for displaying information to a user.
[000185] Instructions for the operating system, applications and/or programs can be located on storage devices 1616, which are in communication with the processing unit 1604 through the communications structure 1602. In these illustrative examples, the instructions are in one form functional in persistent storage 1608. These instructions can be loaded into memory 1606 for execution by processing unit 1604. Processes of different modalities can be performed by processing unit 1604 using computer-implemented instructions, which can be located in a memory, such as like memory 1606.
[000186] These instructions may be referred to as program instructions, program code, computer usable program code, or computer readable program code that can be read and executed by a processor in processing unit 1604. The program code in different modalities it can be designed on different physical or computer readable storage media, such as memory 1606 or persistent storage 1608.
[000187] Program code 1618 is located in functional form on computer readable media 1620 which is selectively removable and can be loaded or transferred to data processing system 1600 for execution by processing unit 1604. Program code 1618 and computer readable media 1620 form the computer program product 1622 in these examples. In one example, computer readable media 1620 may be computer readable storage media 1624 or computer readable signal media 1626.
[000188] Computer readable storage media 1624 may include, for example, an optical or magnetic disk that is inserted or placed in a drive or other device that is part of persistent storage 1608 for transfer to a storage device, such as a hard disk, which is part of the 1608 persistent storage. Computer-readable storage media 1624 can also take the form of persistent storage, such as a hard disk, memory card, or flash memory, that is plugged into the storage system. data processing 1600. In some cases, computer-readable storage media 1624 may not be removable from the data processing system 1600.
[000189] In these examples, computer readable storage media 1624 is a physical or tangible storage device used to store 1618 program code rather than a media that propagates or transmits 1618 program code. Computer readable storage media 1624 is also referred to as a computer-readable tangible storage device or a computer-readable physical storage device. In other words, 1624 computer readable storage media is media that can be played by a person.
[000190] Alternatively, program code 1618 may be transferred to data processing system 1600 using computer readable signal media 1626. Computer readable signal media 1626 may be, for example, a program code containing data signal propagated 1618. For example, computer readable signal media 1626 may be an electromagnetic signal, an optical signal, or any other suitable type of signal. These signals can be transmitted over communications links, such as wireless communications links, fiber optic cable, coaxial cable, a wire, or any other suitable type of communications link. In other words, the communications link or connection can be physical or wireless in the illustrative examples.
[000191] In some illustrative embodiments, program code 1618 may be teletransferred over a network for persistent storage 1608 from another data processing device or system via computer readable signal media 1626 for use in data processing system 1600 For example, program code stored on computer-readable storage media in a server data processing system may be teletransferred over a network from the server to data processing system 1600. The data processing system that provides code program code 1618 may be a server computer, a client computer, or some other device capable of storing and transmitting program code 1618.
[000192] The different components illustrated for the data processing system 1600 are not intended to provide architectural limitations on the way in which different modalities can be implemented. The different illustrative embodiments may be implemented in a data processing system including components in addition to and/or in place of those illustrated for data processing system 1600. Other components shown in Figure 16 may be varied in relation to the illustrative examples shown. The different modalities can be implemented using any device or hardware system capable of running program code. As an example, data processing system 1600 may include organic components integrated with inorganic components and/or may be comprised entirely of organic components, excluding a human. For example, a storage device can be comprised of an organic semiconductor.
[000193] In another illustrative example, the processing unit 1604 can take the form of a hardware unit that has circuits that are manufactured or configured for a particular use. This type of hardware can perform operations without requiring program code to be loaded into memory from a storage device to be configured to perform the operations.
[000194] For example, when the processing unit 1604 takes the form of a hardware unit, the processing unit 1604 may be a system circuit, an application-specific integrated circuit (ASIC), a programmable logic device, or some other suitable type of hardware configured to perform a plurality of operations. With a programmable logic device, the device is configured to perform numerous operations. The device can be reconfigured at a later time or it can be permanently configured to perform numerous operations. Examples of programmable logic devices include, for example, a programmable logic array, a programmable logic array, a field-programmable logic array, a field-programmable gate array, and other suitable hardware devices. With this type of implementation, program code 1618 can be omitted, because the processes for the different modalities are implemented in one hardware unit.
[000195] In yet another illustrative example, the processing unit 1604 can be implemented using a combination of processors found in computers and hardware units. Processing unit 1604 may have a plurality of hardware units and a plurality of processors that are configured to run program code 1618. With this example shown, some of the processes may be implemented on the plurality of hardware units, while other processes may be implemented on the plurality of processors.
[000196] In another example, a system bus may be used to implement communications structure 1602 and may be comprised of one or more buses, such as a system bus or an input/output bus. Of course, the bus system can be implemented using any type of suitable architecture that allows for a data transfer between different components or devices attached to the bus system.
[000197] Additionally, communications unit 1610 may include a plurality of devices that transmit data, receive data, or transmit and receive data. Communications unit 1610 can be, for example, a modem or a network adapter, two network adapters, or some combination of these. Additionally, a memory may be, for example, memory 1606, or a cache, such as found in an interface and memory controller cube that may be present in communications structure 1602.
[000198] The flowcharts and block diagrams described here illustrate the architecture, functionality and operation of possible implementations of systems, methods and computer program products according to several illustrative modalities. In this regard, each block in flowcharts or block diagrams may represent a module, segment, or piece of code, which comprises one or more executable instructions for implementing the specified logic function or functions. It should also be noted that, in some alternative implementations, the functions noted in a block may occur outside the order noted in the figures. For example, the functions of two blocks shown in succession may be performed substantially simultaneously, or the functions of the blocks may sometimes be performed in the opposite order, depending on the functionality involved.
[000199] The description of illustrative modalities is presented for purposes of illustration and description and is not intended to be exhaustive or to limit the modalities in the disclosed form. Many modifications and variations will be apparent to those skilled in the art. Additionally, different illustrative modalities can provide different features compared to other illustrative modalities. The selected modality or modalities are chosen and described in order to better explain the principles of the modalities, the practical application, and to allow those skilled in the art to understand the description for various modalities with various modifications suitable for the particular use contemplated. Additionally, the description comprises modalities in accordance with the following clauses: Clause 9. A method for displaying a predicted stopping position of a moving aircraft on a runway, comprising: identifying, by a processing unit, a position current of the aircraft on the runway; identify, by the processing unit, a current speed of the aircraft on the runway; determine, by the processing unit, an expected deceleration of the aircraft moving on the runway; determine, by the processing unit, the aircraft's predicted stopping position with respect to the runway using the aircraft's current position, the aircraft's current speed and the aircraft's predicted deceleration; identify a planned stopping performance for the aircraft with respect to the runway and runway; and display, at the same time, an indication of the aircraft's predicted stopping position and an indication of the aircraft's planned stopping performance with respect to a runway representation. Clause 10. The method of Clause 9, further comprising: determining a predicted braking force provided by a brake system on the aircraft to stop the aircraft; determining a predicted thrust provided by a plurality of engines in the aircraft to stop the aircraft; determining a predicted aerodynamic force provided by an aerodynamic system in the aircraft to stop the aircraft; and determine the aircraft's predicted deceleration using the predicted braking force, the predicted thrust, and the predicted aerodynamic force. Clause 11. The method of Clause 10, in which determining the anticipated braking force provided by the brake system on the aircraft comprises: identifying information on runway conditions indicating a current runway condition; determine an actual braking force provided by the brake system on the aircraft to stop the aircraft; and determine the predicted braking force provided by the brake system on the aircraft for each of a plurality of different aircraft speeds on the runway using the runway condition information, the current braking force provided by the brake system and information identifying a relationship between the braking force provided by the brake system on the aircraft and an aircraft speed. Clause 12. The method of Clause 9, wherein determining the anticipated deceleration of the aircraft moving on the runway comprises: in response to a determination that an automatic brake system for the aircraft is not active, adjusting the anticipated deceleration of the aircraft equal to one selected from a current aircraft deceleration and a predicted aircraft deceleration that is determined using a predicted stopping force that acts on the aircraft to stop the aircraft while the aircraft is moving on the runway; adjust the expected aircraft deceleration equal to a predicted deceleration of the aircraft without brakes in response to a determination that the automatic brake system is active and the expected deceleration of the aircraft without brakes is greater than or equal to a targeted deceleration for the aircraft in the system automatic brake; adjust the aircraft's predicted deceleration equal to an aircraft's expected deceleration because of maximum braking in response to a determination that the automatic brake system is active and the aircraft's predicted deceleration because of maximum braking is less than the targeted deceleration for the aircraft's automatic brake system; and otherwise set the aircraft's predicted deceleration equal to the aircraft's intended deceleration of the automatic brake system. Clause 13. An apparatus, comprising: a stopping force prediction device configured to determine a predicted stopping force acting on an aircraft to stop the aircraft while the aircraft is moving on a runway; a deceleration prediction device configured to determine a predicted deceleration of the aircraft moving on the runway using the predicted stopping force acting on the aircraft to stop the aircraft; and a stopping performance predictor configured to determine an aircraft's predicted stopping performance on the runway using the aircraft's predicted deceleration. Clause 14. The apparatus of clause 13, wherein the stop performance predictor is configured to: determine a predicted stopping distance of the aircraft using the predicted deceleration of the aircraft; and generate an overrun alert at the end of the runway in response to a determination that the predicted stopping distance of the aircraft is greater than the remaining distance of the aircraft to an undesirable position to stop the aircraft with respect to the runway . Clause 15. The apparatus of clause 18, wherein the stop performance predictor device is further configured to: identify a length of the runway; and adjust the aircraft's predicted stopping distance based on the runway length.

权利要求:
Claims (16)
[0001]
1. Method for determining a predicted stopping performance of an aircraft (102) moving on a runway (104), characterized in that it comprises: determining, by a processing unit (1604), a stopping force provided (408) that acts on the aircraft to stop the aircraft while the aircraft is in motion on the runway; determining, by the processing unit (1604), a predicted deceleration (430) of the aircraft moving on the runway using the predicted stopping force acting on the aircraft to stop the aircraft; and determining, by the processing unit (1604), the aircraft's predicted stopping performance (402) on the runway using the aircraft's predicted deceleration; determining an aircraft's predicted stopping position in relation to the runway using the aircraft's predicted deceleration; and setting the predicted aircraft deceleration (430) equal to a predicted aircraft deceleration due to maximum braking in response to a determination that an automatic brake system is active and the predicted aircraft deceleration due to maximum braking is less than one Target deceleration for the aircraft's automatic brake system (246).
[0002]
2. Method according to claim 1, characterized in that determining the predicted stopping force acting on the aircraft comprises: determining a predicted braking force (414) provided by a brake system on the aircraft to stop the aircraft; determining an anticipated thrust (410) provided by a plurality of engines in the aircraft to stop the aircraft; and determining a predicted aerodynamic force (412) provided by an aerodynamic system in the aircraft to stop the aircraft.
[0003]
3. Method according to claim 1, characterized in that determining the predicted stopping force acting on the aircraft comprises: identifying information on runway conditions indicating a runway condition; determine an actual braking force provided by a brake system on the aircraft to stop the aircraft; and determine a predicted braking force provided by the brake system on the aircraft for each of the plurality of different aircraft speeds on the runway using the runway condition information, the current braking force provided by the system and information identifying a relationship between the braking force provided by the brake system on the aircraft and an aircraft speed.
[0004]
4. Method according to claim 1, characterized in that determining the predicted stopping force acting on the aircraft comprises: in response to a determination that an amount of time since the aircraft touched down on the runway and take-off is less than a time period threshold, determine a predicted thrust provided by a plurality of engines in the aircraft to stop the aircraft using an assumption for operating a thrust system in the aircraft to provide thrust by the plurality of engines in the aircraft to stop the aircraft; and, in response to a determination that the amount of time since the aircraft touched down on the runway is greater than the time period threshold, determine the anticipated thrust provided by the plurality of engines in the aircraft to stop the aircraft using an actual configuration for the thrust system in the aircraft to provide thrust by the plurality of engines in the aircraft to stop the aircraft.
[0005]
5. Method according to claim 1, characterized in that determining the predicted stopping force acting on the aircraft comprises: in response to a determination that an amount of time since the aircraft touched down on the runway and take-off is less than a time period threshold, determining a predicted aerodynamic force (412) provided by an aerodynamic system in the aircraft to stop the aircraft using an assumption for operation of the aerodynamic system in the aircraft to provide aerodynamic force to stop the aircraft; and in response to a determination that the amount of time since the aircraft touched down on the runway is greater than the time period threshold, determine the predicted aerodynamic force provided by the aerodynamic system in the aircraft to stop the aircraft using a real setup for the aerodynamic system in the aircraft to provide the aerodynamic force to stop the aircraft.
[0006]
6. Method according to claim 1, characterized in that: determining the aircraft's predicted stopping performance on the runway comprises determining an aircraft's predicted stopping distance using the aircraft's predicted deceleration; and further comprising: providing an overrun alert at the end of the runway in response to a determination that the predicted stopping distance of the aircraft is greater than a remaining distance of the aircraft to an undesirable position for stopping the aircraft with respect to the runway. landing and taking off.
[0007]
7. Method according to claim 6, characterized in that it further comprises: identifying a length of the runway; and adjust the aircraft's predicted stopping distance based on the runway length.
[0008]
8. Method according to claim 1, characterized in that: it displays an indication of the aircraft's expected stopping position with respect to a representation of the runway.
[0009]
9. Apparatus, characterized in that it comprises: a stopping force prediction device (404) configured to determine a predicted stopping force (408) that acts on an aircraft (102) to stop the aircraft while the aircraft is settling. moving on an airstrip (104); a deceleration prediction device (406) configured to determine a predicted deceleration (430) of the aircraft moving on the runway using the predicted stopping force acting on the aircraft to stop the aircraft; and a stall performance predictor (400) configured to determine an aircraft's predicted stopping performance (402) on the runway using the aircraft's predicted deceleration; and determining an aircraft's predicted stopping position in relation to the runway using the aircraft's predicted deceleration; and where the predicted deceleration (430) of the aircraft is defined as equal to an anticipated deceleration of the aircraft due to maximum braking in response to a determination that an automatic brake system (246) is active and the predicted deceleration of the aircraft due to at maximum braking is less than a target deceleration for the aircraft's automatic brake system.
[0010]
10. Apparatus according to claim 9, characterized in that the stopping force prediction device is configured to: determine a predicted braking force (414) provided by a brake system on the aircraft to stop the aircraft; determining an anticipated thrust (410) provided by a plurality of engines in the aircraft to stop the aircraft; and determining a predicted aerodynamic force (412) provided by an aerodynamic system in the aircraft to stop the aircraft.
[0011]
11. Apparatus according to claim 10, characterized in that the stopping force prediction device (404) is configured to: identify runway condition information indicating a current runway condition ; determine an actual braking force provided by a brake system on the aircraft to stop the aircraft; and determine a predicted braking force provided by the brake system on the aircraft for each of a plurality of different aircraft speeds on the runway using the runway condition information, the current braking force provided by the brake system, and information identifying a relationship between the braking force provided by the brake system on the aircraft and an aircraft speed.
[0012]
12. Apparatus according to claim 10, characterized in that the stopping force prediction device (404) is configured to: in response to a determination that an amount of time since the aircraft touched down on the runway landing and take-off is less than a time period threshold, determining a predicted thrust provided by a plurality of engines in the aircraft to stop the aircraft using an assumption for operating a thrust system in the aircraft to provide thrust by the plurality of engines on the aircraft to stop the aircraft; and, in response to a determination that the amount of time since the aircraft touched down on the runway is greater than the time period threshold, determine the anticipated thrust provided by the plurality of engines in the aircraft to stop the aircraft using an actual configuration for the thrust system in the aircraft to provide thrust by the plurality of engines in the aircraft to stop the aircraft.
[0013]
13. Apparatus according to claim 10, characterized in that the stopping force prediction device (404) is configured to: in response to a determination that an amount of time since the aircraft touched down on the runway landing and take-off is less than a time period threshold, determining a predicted aerodynamic force provided by an aerodynamic system in the aircraft to stop the aircraft using an assumption for operation of the aerodynamic system in the aircraft to provide aerodynamic force to stop the aircraft; and, in response to a determination that the amount of time since the aircraft touched down on the runway is greater than the time period threshold, determine the predicted aerodynamic force provided by the aerodynamic system on the aircraft to stop the aircraft using an actual configuration for the aerodynamic system in the aircraft to provide the aerodynamic force to stop the aircraft.
[0014]
14. Apparatus according to claim 10, characterized in that the stall performance prediction device (400) is configured to: determine a predicted stopping distance of the aircraft using the predicted deceleration of the aircraft; and generate an overrun alert at the end of the runway in response to a determination that the expected stopping distance for the aircraft is greater than the remaining distance of the aircraft to an undesirable position to stop the aircraft with respect to the runway and take-off.
[0015]
15. Apparatus according to claim 14, characterized in that the stop performance prediction device (400) is configured to: identify a length of the runway; adjust the predicted stopping distance for the aircraft based on the runway length.
[0016]
16. Apparatus according to claim 10, characterized in that the stop performance predictor (400) is configured to: generate a predicted stop position display (312) comprising an indication of the predicted stop position of the aircraft with respect to a representation of the runway.

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同族专利:

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公开号 | 公开日

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BR102014026388A2|2015-09-22|

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US20150120098A1|2015-04-30|

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CN104554742A|2015-04-29|

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法律状态:
2015-09-22| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|

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2018-11-06| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

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2020-04-14| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|

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2021-08-03| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|

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2021-09-21| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 22/10/2014, OBSERVADAS AS CONDICOES LEGAIS. |

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