BACKGROUND INFORMATION
1. Field:
[0001] There are provided systems and methods for an automatic braking system for automatically decelerating an aircraft, and more specifically, to systems and methods for an automatic braking system for automatically decelerating an aircraft to reduce passenger discomfort, reduce thermal energy generation by the brake system, and reduce runway occupancy time of the aircraft.
2. Background:
[0002] With the growth of air traffic, the aircraft ground traffic in airport areas is considerably intensified. Whether to get to a take-off runway entry from an embarkation point or to get to a debarkation point from a runway exit, the taxiing maneuvers in the airports today constitute difficult phases.
[0003] Various so-called "airport navigation" avionics functions have already been proposed to facilitate the movement on the ground of the aircraft in an airport context. For example, the map of the airport installations can be displayed on board, accompanied by relevant text information. This display can be complemented by various functions, such as a zoom to enlarge sectors defined by the pilot or such as route functions. The position of the aircraft can also be displayed and alerts can be raised when the aircraft begins a dangerous maneuver, such as an unauthorized approach to a runway, or a non-regulatory maneuver, such as the entry onto a runway in the reverse direction. The position of the other aircrafts present on the site can also be displayed and anti-collision functions on the ground can be proposed.
[0004] Among the so-called "airport navigation" functions, the management of runway exits after landing to get to a taxiway is a critical task because it conditions both the good operation of the airport and the good operation of the aircraft. Runway occupancy times for landing that are longer than necessary are a source of waiting delays leading to an excess consumption of fuel for the aircraft in approach phase and a slowing down in the rate of landings.
[0005] Runway occupancy times that are longer than necessary are often caused by poor management of the runway exits. In practice, each landing runway has several exits, staged along the runway. Leaving the runway by taking one of the first exits reduces the occupancy time of the runway and also the quantity of fuel burnt in the landing phase, which is not inconsiderable bearing in mind that for a flight of approximately one hour, the quantity of kerosene consumed in taxiing can represent approximately 5% of the total quantity of kerosene consumed. However, optimizing the runway exit is not easy, because there are numerous parameters involved: the state of the surface of the runway, weather conditions, the weight and condition of the aircraft, in particular of the tires and of the braking system. Such is, moreover, why the runway exit is never planned, simply suggested. Furthermore, it is not always desirable to apply maximum braking to take the first exit, since the energy to slow the aircraft would mostly be absorbed by the brakes which can lead to increased brake wear and may delay the departure time of the aircraft to allow for the brakes to cool below the required level prior to takeoff, both of which compromise the profitability of the aircraft.
[0006] The current solution consists of, for the pilot, after the nose landing gear has touched the ground, initially reversing the thrust of the engines. Then, in a second stage the pilot operates the brake pedals acting on the wheels. The runway exit is chosen at an educated guess by the pilot, who visually estimates the first exit that he can reach at a speed less than or equal to the maximum speed allowable to take the first exit safely and comfortably. The maximum allowable speed to take an exit is the speed above which taking the exit presents a risk given the angle that the exit forms with the runway. This angle can range at least up to 90 degrees and the maximum speed reduces as the angle increases. Quite often, the pilot is forced to add supplementary thrust to get to a more distant exit because it is extremely improbable to reach an exit just at the moment when its maximum allowable speed is reached. By this method, clearly the safety conditions are given priority. In particular, in the case of a supplementary thrust, the problems of excess consumption of kerosene and excessive occupancy of the runways are largely disregarded.
[0007] The pilot can also be assisted by an automatic braking system, called "auto-brake", which enables the pilot to select a deceleration level on an ascending scale ranging from 1 to 2, from 1 to 3, or from 1 to 5, depending on the aircraft model. The system is initialized immediately after the main landing gear has touched the ground and slows the aircraft to a complete stop in accordance with the deceleration level chosen by the pilot. The system is fixed and takes no account either of the particular landing conditions, such as the state of the runway, or the weather conditions, or of the speed of the aircraft when it touches down. It guarantees no stopping distance, which is variable even for a given deceleration level. It is up to the pilot to compensate for the lack of flexibility of the auto-brake system by taking over when he visually estimates that he can take an exit. For this, he simply has to operate the brake pedals to deactivate the system. The result is the same as for braking without the help of the auto-brake system: there is often a need to add supplementary thrust to get to a more distant exit. Economically, this solution is therefore not the best.
[0008] Moreover, during the landing, the pilot does not have any way of checking in advance that the length of runway remaining in front of the aircraft is sufficient to complete the landing without overshooting the end of the runway. The availability of such information enables the pilot to judge sufficiently in advance if it is wise to go around in order to try a new approach.
[0009] Therefore, it would be desirable to have a method and apparatus that take into account at least some of the issues discussed above, as well as other possible issues. Specifically, one issue is to find a method and apparatus for an auto-brake system that automatically decelerates an aircraft to enhance passenger comfort, reduces thermal energy generation by the brake system, and reduces runway occupancy time of the aircraft.
[0010] US 2008/15445 discloses braking of an airplane is controlled during a rejected takeoff. A rejected takeoff of an airplane from a runway is initiated. Position of the airplane is determined, such as by inputting aircraft position from a global positioning system. Distance remaining on the runway is determined. Deceleration to stop the aircraft in the determined distance remaining on the runway is calculated, and the calculated deceleration is provided to an autobraking system of the airplane. When the aircraft cannot be stopped in the determined distance remaining on the runway, a predetermined deceleration that correlates to maximum braking may be provided to the aircraft's autobraking system. The calculated deceleration may be provided to the autobraking system until a pilot takes command of the aircraft's brakes or the aircraft has stopped.
[0011] EP 0,895,929 discloses an aircraft automatic braking system that processes the flight crew selected stopping position of the aircraft on the runway via a control display unit and the aircraft's actual position, provided by a global positioning system, to generate a stop-to-position deceleration control signal in a provided control logic. If the flight crew selects the stop-to-position autobraking mode, the system determines whether or not a stop-to-position autobraking mode meets several predetermined criteria and, if the criteria are met, applies a control signal to the aircraft's braking system such that the aircraft is smoothly braked tending it to stop at the selected runway stopping position. The system eliminates the need for pilot lookup in a manual to determine a desired autobraking setting to choose based on altitude, temperature, approach speed and runway conditions and also operates to reduce pilot workload during limited visibility conditions.
[0012] EP 2,514,647 discloses a method of slowing the deceleration of a vehicle. The method comprises obtaining from the crew or an external operator, relative parameters such as a current position and current speed of the vehicle. Then, the method determines a reference position and reference speed of the vehicle, the reference position being a target position to be reached by the vehicle. Finally, a deceleration command is determined from the specified parameters and the reference parameters in order to reach a target position and preselected speed.
[0013] US 2010/299004 discloses a system that includes a means of acquiring the position of the aircraft on the runway and its speed in the taxiing phase, a means of storing data concerning the runway and a predefined deceleration law, a function for calculating the distance that the aircraft will have traveled on the runway when it has reached a certain speed and/or the speed that it will have reached when it has traveled a certain distance: the calculated distance makes it possible to adapt the braking by comparison with the distance remaining to reach the end of the runway; the calculated distance makes it possible to adapt the braking by comparison with the distance remaining to reach the end of the runway; the calculated speed makes it possible to adapt the braking by comparison with the maximum speed to take the exit.
[0014] US 2015/120098 discloses 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 processor unit as the aircraft is moving on the runway. A predicted deceleration of the aircraft moving on the runway is determined by the processor 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 processor unit using the predicted deceleration of the aircraft.
SUMMARY
[0015] The present invention resides in a method for automatically decelerating an aircraft according to claim 1, an auto-brake control system according to claim 8 and an aircraft according to claim 9.
[0016] An illustrative embodiment provides a method for automatically decelerating an aircraft on a runway. A brake-to-exit function associated with an auto-brake system determines whether the aircraft can decelerate to a selected exit velocity prior to reaching a target location along a runway. In response to determining that the aircraft can decelerate to the selected exit velocity prior to reaching the target location, the auto-brake system automatically decelerates the aircraft such that the aircraft reaches the selected velocity at the target location.
[0017] Another illustrative embodiment provides an auto-brake control system for controlling a brake system to automatically decelerate an aircraft on a runway. The auto-brake control system uses a brake-to-exit function to determine whether the aircraft can decelerate to a selected velocity prior to reaching a target location along a runway. In response to determining that the aircraft can decelerate to the selected velocity prior to reaching the target location, the auto-brake control system controls the brake system to automatically decelerate the aircraft such that the aircraft reaches the selected velocity at the target location.
[0018] A further illustrative embodiment provides an aircraft comprising an auto-brake control system and flight management system having a graphical user interface. The auto-brake control system controls an auto-brake system to automatically decelerate the aircraft on a runway. A graphical user interface on the flight deck indicates a status of the brake-to-exit function of the auto-brake control system. When the status of the brake-to-exit function has been initialized as indicated by the graphical user interface, the auto-brake control system determines whether the aircraft can decelerate to a selected velocity prior to reaching a target location along a runway. In response to determining that the aircraft can decelerate to the selected velocity prior to reaching the target location, the auto-brake control system controls the brake system to automatically decelerate the aircraft such that the aircraft reaches the selected velocity at the target location.
[0019] The features and functions can be achieved independently in various embodiments of the present disclosure or may be combined in yet other embodiments in which further details can be seen with reference to the following description and drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0020] The novel features believed characteristic of the illustrative embodiments are set forth in the appended claims. The illustrative embodiments, however, as well as a preferred mode of use, further objectives and features thereof, will best be understood by reference to the following detailed description of an illustrative embodiment of the present disclosure when read in conjunction with the accompanying drawings, wherein:
Figure 1 is an illustration of an aircraft having a braking system including a brake-to-exit function in accordance with an illustrative embodiment;
Figure 2 is an illustration of a block diagram of an aircraft having an auto-brake system including a brake-to-exit function in accordance with an illustrative embodiment;
Figure 3 is an illustration of a schematic for a brake system and associated flight deck controls implemented in accordance with an illustrative embodiment;
Figure 4 is an illustration of a number of control states and control logic for an auto-brake system including a brake-to-exit function in accordance with an illustrative embodiment;
Figure 5 is an illustration of an example of a near exit braking profile for an auto-brake system including a brake-to-exit function in accordance with an illustrative embodiment;
Figure 6 is an illustration of an example of a long distance exit braking profile for an auto-brake system including a brake-to-exit function in accordance with an illustrative embodiment;
Figure 7 is an illustration of an example of an unable-to-exit distance braking profile for an auto-brake system including a brake-to-exit function in accordance with an illustrative embodiment
Figure 8 is an illustration of a flowchart of a process for automatically decelerating an aircraft on a runway using an auto-brake control system having a brake-to-exit function in accordance with an illustrative embodiment;
Figure 9 is an illustration of a flowchart of a process for automatically decelerating an aircraft on a runway using an auto-brake control system having a brake-to-exit function having various control states in accordance with an illustrative embodiment;
Figure 10 is an illustration of a block diagram for a computer system in which a brake-to-exit function for an auto-brake control system can be implemented in accordance with an illustrative embodiment;
Figure 11 is an illustration of a block diagram of an aircraft manufacturing and service method in accordance with an illustrative embodiment; and
Figure 12 is an illustration of a block diagram of an aircraft in which an illustrative embodiment may be implemented.
DETAILED DESCRIPTION
[0021] The different illustrative embodiments recognize and take into account a number of different considerations. "A number of", as used herein with reference to items, means one or more items. For example, "a number of different considerations" means one or more different considerations.
[0022] The different illustrative embodiments recognize and take into account that, currently, an automatic braking system on an aircraft includes several modes of operation that are selectable by an operator. The different illustrative embodiments recognize and take into account that existing modes of operating the automatic braking system may increase passenger discomfort, generate excessive thermal energy by the brake system, and prolong runway occupancy time of the aircraft more than may be desirable.
[0023] The illustrative embodiments provide systems and methods for controlling an automatic braking system. In accordance with various embodiments, control logic for a brake-to-exit mode of operation of the automatic braking system is controlled by software. The control logic governing the operation of the automatic braking system may be separated from the device used to interact with the automatic braking system.
[0024] The illustrative embodiments provide systems and methods for controlling an automatic braking system. In accordance with illustrative embodiments, various displays and operator interfaces may be provided on the flight deck of an aircraft. The displays may indicate a brake-to-exit mode of the automatic braking system.
[0025] The displays may be controlled by an operator interface. The operator interface may be a device that the operator interacts with to provide input indicating a brake-to-exit mode of operation of the automatic braking system. For example, in various embodiments, the operator interface may be a touchscreen interface. Alternatively, in other embodiments, the operator interface may be a mechanical device that is movable by the operator to select the selected mode of operation. The operator interface may be separate and remote from the display.
[0026] With reference now to the figures, and in particular, with reference to
Figure 1, an illustration of an aircraft is depicted in accordance with an illustrative embodiment. Aircraft
100 may be a commercial passenger aircraft, a cargo aircraft, a rotorcraft, an airplane, a military aircraft, or any other type of aircraft.
[0027] In this illustrative example, aircraft
100 has wing
102 and wing
104 attached to body
106. Aircraft
100 includes engine
108 attached to wing
102 and engine
110 attached to wing
104.
[0028] Body
106 has tail section
112. Horizontal stabilizer
114, horizontal stabilizer
116, and vertical stabilizer
118 are attached to tail section
112 of body
106.
[0029] Aircraft
100 may include braking system
120 for performing various braking functions on aircraft
100. Braking system
120 may control the deceleration of aircraft
100. For example without limitation, braking system
120 may control the application of braking pressure to brakes
122 of aircraft
100 to control a rate of deceleration of aircraft
100. As another example, braking system
120 may control brakes
122 of aircraft
100 to slow aircraft
100 to a selected velocity. As another example, braking system
120 may control the operation of brakes
122 to slow aircraft
100 to a selected velocity before aircraft
100 reaches a target location along a runway, such as an exit location at which aircraft
100 should exit the runway.
[0030] Aircraft
100 is an example of an aircraft in which an auto-brake control system for controlling deceleration of an aircraft according to a brake-to exit function may be implemented in accordance with an illustrative embodiment.
[0031] This illustration of aircraft
100 is provided for purposes of illustrating one environment in which the different illustrative embodiments may be implemented. The illustration of aircraft
100 in
Figure 1 is not meant to imply architectural limitations to the manner in which different illustrative embodiments may be implemented. For example, aircraft
100 is shown as a commercial passenger aircraft. The different illustrative embodiments may be applied to other types of aircraft, such as private passenger aircraft, a rotorcraft, and other suitable types of aircraft.
[0032] Turning now to
Figure 2, an illustration of a block diagram of an aircraft having an auto-brake control system including a brake-to-exit function is depicted in accordance with an illustrative embodiment. In the illustrative examples, the same reference numeral may be used in more than one figure. This reuse of a reference numeral in different figures represents the same element in the different figures. Aircraft
200 is an illustrative embodiment of aircraft
100 depicted in
Figure 1.
[0033] Aircraft
200 includes a number of different components. As depicted, aircraft
200 includes automatic braking system controller
202, pilot arming system
204, operator interface
206, and inertial data system
208.
[0034] Automatic braking system controller
202 controls operation of braking system
120 according to one of brake-to-exit control states
211 to automatically decelerate aircraft
200 along runway
210. Automatic braking system controller
202 includes autobrake control law
212. Autobrake control law
212 generates an auto-brake command output to braking system
120 and brakes
122 to automatically decelerate aircraft
200 along runway
210 according to a number of selectable braking functions including at least one of brake-to-exit function
214 and constant deceleration function
216.
[0035] In this illustrative example, automatic braking system controller
202 may be operated according to a number of selectable braking functions, brake-to-exit function
214 and constant deceleration function
216. Automatic braking system controller
202 may be embodied as a software application. Automatic braking system controller
202 may include software control logic to control the operation of braking system
120 to automatically decelerate aircraft
200 according to the selected operating mode.
[0036] In this illustrative example, brake-to-exit function
214 is one of a number of selectable braking functions for operating automatic braking system controller
202. When automatic braking system controller
202 is embodied as a software application, brake-to-exit function
214 is software control logic for controlling the operation of braking system
120 to automatically decelerate aircraft
200 such that aircraft
200 tends to decelerate to selected velocity
218 prior to reaching runway exit
220 along runway
210.
[0037] Aircraft
200 includes pilot arming system
204. An operator of aircraft
200 can initialize brake-to-exit function
214 by entering parameters, such as selected velocity
218 and selected exit
222, into pilot arming system
204. When initialized, brake-to-exit function
214 enters standby state
223 when an operator of aircraft
200 activates automatic braking system controller
202.
[0038] In this illustrative example, selected velocity
218 corresponds to a taxi speed, or runway exit speed, of aircraft
200. Because selected velocity
218 is selectable by an operator of aircraft
200, selected velocity
218 allows for a higher taxi speed when runway exit
220 is a high-speed exit near a touchdown zone of runway
210. In one illustrative embodiment, selected velocity
218 is a default velocity of about 15 knots (7.7 m/s).
[0039] In this illustrative example, runway
210 corresponds to runway entry
224 of map database system
225. Map database system
225 is a database or other data structure that includes location information for runways, including runway
210. As depicted, runway entry
224 includes exit location
226 and end-of-runway location
228. Exit location
226 is location information, such as global positioning coordinate information, that uniquely identifies the location of runway exit
220. End-of-runway location
228 is location information, such as global positioning coordinate information, that uniquely identifies the location of runway end
230.
[0040] Based on exit location
226, brake-to-exit function
214 determines target location
232. Target location
232 is location information, such as global positioning coordinate information, that uniquely identifies a desired location along runway
210 at which aircraft
200 should reach selected velocity
218.
[0041] In an illustrative example, brake-to-exit function
214 determines target location
232 by subtracting exit buffer distance
234 from exit location
226. Exit buffer distance
234 is a length of runway
210 that, after decelerating to selected velocity
218, allows an operator of aircraft
200 to become accustomed to aircraft velocity
236 prior to exiting runway
210. Exit buffer distance
234 is selected based on a preference of how far away from runway exit
220 that aircraft velocity
236 of aircraft
200 should reach selected velocity
218.
[0042] In an illustrative example, decelerating to selected velocity
218 at target location
232 avoids calculation errors and rapid deceleration fluctuations as current distance
238 between aircraft
200 and exit location
226 approaches zero. Therefore, decelerating to selected velocity
218 at target location
232 allows for a smoother deceleration profile as aircraft
200 approaches target location
232 on runway
210.
[0043] Current distance
238 is a distance between aircraft location
240 and target location
232. Aircraft location
240 is location information, such as global positioning coordinate information, that uniquely identifies the location of aircraft
200. Aircraft location
240 is computed within inertial data system
208 from on-board sensors, such as a global positioning system. Based on target location
232 and aircraft location
240, brake-to-exit function
214 calculates current distance
238.
[0044] When automatic braking system controller
202 controls operation of braking system
120 according to brake-to-exit function
214, automatic braking system controller
202 determines whether aircraft
200 can decelerate to selected velocity
218 prior to reaching target location
232. If automatic braking system controller
202 determines that aircraft
200 can decelerate to selected velocity
218 prior to reaching target location
232, automatic braking system controller
202 controls operation of braking system
120 to automatically decelerate aircraft
200 such that aircraft
200 reaches selected velocity
218 when aircraft
200 reaches target location
232.
[0045] In another illustrative example, automatic braking system controller
202 automatically decelerates aircraft
200 at a comfortable deceleration level by continuously adjusting target deceleration
242 to ensure aircraft
200 reaches selected velocity
218 at target location
232.
[0046] Target deceleration
242 is a deceleration necessary to decelerate aircraft
200 such that aircraft
200 reaches selected velocity
218 when aircraft location
240 reaches target location
232. Brake-to-exit function
214 iteratively determines and adjusts target deceleration
242 based on selected velocity
218, aircraft location
240, aircraft velocity
236, and current distance
238. Brake-to-exit function
214 provides target deceleration
242 to auto-brake control law
212 in automatic braking system controller
202. Based on aircraft deceleration
244 and target deceleration
242, autobrake control law
212 generates an auto-brake command output to braking system
120 and brakes
122 such that aircraft
200 comfortably decelerates to selected velocity
218 when aircraft location
240 reaches target location
232.
[0047] In one illustrative example, brake-to-exit function
214 comfortably decelerates aircraft
200 to selected velocity
218 by providing deceleration thresholds
246 for target deceleration
242. Deceleration thresholds
246 delimit a preferred deceleration range for aircraft
200 based on at least one of passenger comfort, thermal energy generation, runway dwell time, or combinations thereof.
[0048] As depicted, deceleration thresholds
246 include maximum target
248 and minimum target
250. Maximum target
248 is a maximum threshold for target deceleration
242. In one illustrative example, maximum target
248 may be a deceleration of about 7.5 ft/s
2 (7.5 feet per second squared = 2.3 m/s
2). Minimum target
250 is a minimum threshold for target deceleration
242. In one illustrative example, minimum target
250 may be a deceleration of about 5 ft/s
2 (5 feet per second squared = 1.5 m/s
2).
[0049] In another illustrative example, automatic braking system controller
202 monitors aircraft location
240 and aircraft velocity
236 to calculate the target deceleration
242. When target deceleration
242 exceeds minimum target
250 of aircraft
200, brake-to-exit function
214 enters deceleration state
251. In deceleration state
251, brake-to-exit function
214 provides target deceleration
242 to auto-brake control law
212 in automatic braking system controller
202. Based aircraft deceleration
244 and target deceleration
242, autobrake control law
212 generates an auto-brake command output to braking system
120 and brakes
122 such that aircraft
200 comfortably decelerates to selected velocity
218 when aircraft location
240 reaches target location
232.
[0050] While automatic braking system controller
202 monitors aircraft location
240 and aircraft velocity
236 in standby state
223, aircraft
200 may experience passive deceleration. As used herein, passive deceleration is a portion of aircraft deceleration
244 based on at least one of aircraft drag, thrust reversers, spoilers, and combinations thereof, without application of brakes
122. Passive deceleration is typically less than minimum target
250. Because brake-to-exit function
214 does not actively decelerate aircraft
200 until target deceleration
242 reaches minimum target
250, brake-to-exit function
214 allows aircraft
200 to take advantage of longer runway lengths where runway exit
220 is farther away from a touchdown zone for runway
210. Because brake-to-exit function
214 does not actively decelerate aircraft
200 until target deceleration
242 reaches minimum target
250, brake-to-exit function
214 reduces thermal energy generation of brakes
122. Additionally, because aircraft
200 passively decelerates at a rate less than minimum target
250, brake-to-exit function
214 reduces the runway occupancy time of aircraft
200 because brake-to-exit function
214 does not actively decelerate aircraft
200 until target deceleration
242 reaches minimum target
250.
[0051] In another illustrative example, if automatic braking system controller
202 determines that aircraft
200 cannot decelerate to selected velocity
218 prior to reaching target location
232, or cannot comfortably decelerate to selected velocity
218 without exceeding maximum target
248, prior to reaching target location
232, brake-to-exit function
214 enters unable-to-exit state
253. Operator interface
206 displays alert
252 that aircraft
200 cannot comfortably decelerate to selected velocity
218 prior to reaching target location
232. In unable-to-exit state
253, brake-to-exit function
214 provides target deceleration
242, set at minimum target
250, to auto-brake control law
212 in automatic braking system controller
202. Autobrake control law
212 generates an auto-brake command output to braking system
120 and brakes
122 such that aircraft
200 comfortably decelerates to selected velocity
218 when aircraft location
240 reaches target location
232.
[0052] In this manner, when brake-to-exit function
214 determines that aircraft
200 cannot decelerate to selected velocity
218 prior to reaching target location
232, brake-to-exit function
214 ignores exit location
226 of the previously designated selected exit
222, and alerts the operator of aircraft
200 that aircraft
200 is unable to exit runway
210 at runway exit
220. The alert can be provided as alert
252, displayed on operator interface
206 of aircraft
200. Operator interface
206 may be a device through which the operator of aircraft
200 interacts with automatic braking system controller
202. For example, in various embodiments, the operator interface may be a touchscreen interface. Alternatively, in other embodiments, alert
252 can be provided on the flight deck of aircraft
200 as an alert, such as a light or other indicator.
[0053] Continuing with the current example, when brake-to-exit function
214 determines that aircraft
200 cannot decelerate to selected velocity
218 prior to reaching target location
232, brake-to-exit function
214 provides target deceleration
242, set at minimum target
250, to auto-brake control law
212 in automatic braking system controller
202. Autobrake control law
212 generates an auto-brake command output to braking system
120 and brakes
122 such that aircraft
200 comfortably decelerates to selected velocity
218 at a location on runway
210 beyond target location
232. In this manner, brake-to-exit function
214 ensures that aircraft
200 decelerates to selected velocity
218 in a manner that reduces passenger discomfort, thermal energy generation by brakes
122, and runway occupancy time of aircraft
200 on runway
210.
[0054] In another illustrative example, after aircraft
200 has decelerated to selected velocity
218, brake-to-exit function
214 enters coast state
255. In coast state
255, brake-to-exit function
214 maintains selected velocity
218 until pilot override
254 is received, disarming automatic braking system controller
202. Pilot override
254 is any action taking by an operator of aircraft
200 that overrides control of braking system
120 by automatic braking system controller
202. Pilot override
254 can be, for example but not limited to, manual operation of brakes
122, increasing thrust to engines, such as engines
108 and
110, illustrated in
Figure 1, and deactivating brake-to-exit function
214.
[0055] By maintaining selected velocity
218 until pilot override
254 is received, brake-to-exit function
214 ensures that aircraft
200 maintains selected velocity
218 by, for example, compensating for any residual thrust from engines, such as engines
108 and
110, illustrated in
Figure 1. In this manner, brake-to-exit function
214 ensures that aircraft
200 continues along the runway
210 at selected velocity
218, reducing runway occupancy time of aircraft
200 on runway
210.
[0056] In another illustrative example, automatic braking system controller
202 automatically decelerates aircraft
200 by determining current distance
256 between aircraft location
240 and end-of-runway location
228. If brake-to-exit function
214 determines that aircraft
200 has passed end-of-runway buffer location
258, brake-to-exit function
214 enters end of runway stop state
257. In end of runway stop state
257, brake-to-exit function
214 controls of rate control law
212 and braking system
120 to automatically decelerate aircraft
200 from selected velocity
218, targeting target deceleration
242 or beyond, such that aircraft
200 stops prior to overrunning runway end
230.
[0057] Brake-to-exit function
214 calculates current distance
256 based on an aircraft location
240 provided from Inertial Data System
208. End-of-runway buffer location
258 is a location along runway
210, sufficiently removed from runway end
230, selected such that aircraft
200 decelerates to a full stop prior to overrunning runway end
230. In the absence of pilot override
254 disarming braking system
120, brake-to-exit function
214 controls operation of braking system
120 such that aircraft
200 decelerates to a full stop when aircraft
200 has passed end-of-runway buffer location
258. In this manner, brake-to-exit function
214 prevents aircraft
200 from inadvertently overrunning runway end
230.
[0058] In another illustrative example, operator interface
206 includes status indicator
260. Status indicator
260 is an indication displayed on operator interface
206 indicating at least a status of brake-to-exit function
214. When status indicator
260 indicates a selection of brake-to-exit function
214, brake-to-exit function
214 controls the operation of braking system
120 to automatically decelerate aircraft
200 such that aircraft
200 reaches selected velocity
218 at target location
232.
[0059] The illustration of aircraft
200 in
Figure 2 is not meant to imply physical or architectural limitations to the manner in which an illustrative embodiment may be implemented. Other components in addition to or in place of the ones illustrated may be used. Some components may be unnecessary. Also, the blocks are presented to illustrate some functional components. One or more of these blocks may be combined, divided, or combined and divided into different blocks when implemented in an illustrative embodiment.
[0060] Turning now to
Figure 3, an illustration of a schematic for a hydraulic brake system and associated flight deck controls implemented in accordance with an illustrative embodiment. Schematic
300 is a diagram illustrating the interaction and data flow between various brake system components of aircraft
200 of
Figure 2.
[0061] Schematic
300 is a schematic for a hydraulic brake system. However, schematic
300 is not meant to imply architectural limitations to the manner in which different illustrative embodiments may be implemented. For example, automatic braking system controller
202, including brake-to-exit function
214, can also apply to in an aircraft having an electric brake system.
[0062] In this illustrative example, operator interface
206 includes flight deck controls and displays for automatically decelerating an aircraft, such as aircraft
200 of
Figure 2, to a selected velocity, such as selected velocity
218 of
Figure 2, at a target location, such as target location
232 of
Figure 2.
[0063] As illustrated, operator interface
206 includes status indicator
260. When status indicator
260 indicates a selection of brake-to-exit function
214, as shown in
Figure 2, brake-to-exit function
214 provides target deceleration
242 to auto-brake control law
212 in automatic braking system controller
202. Based on aircraft deceleration
244 and target deceleration
242, autobrake control law
212 generates an auto-brake command output to braking system
120 and brakes
122 such that aircraft
200 comfortably decelerates to selected velocity
218 when aircraft location
240 reaches target location
232.
[0064] As illustrated, brake-to-exit function
214 receives inertial data
209 from inertial data system
208, shown in block form in
Figure 2. Based on receiving inertial data
209 from flight management system
221, brake-to-exit function
214 can determine target deceleration
242 for aircraft
200, current distance
238, and current distance
256, all shown in
Figure 2. Based on data received from flight management system
221, map database system
225 and inertial data system
208, automatic braking system controller
202, operating according to brake-to-exit function
214, ensures that aircraft
200 decelerates to selected velocity
218, shown in block form in
Figure 2, before reaching a target location along a runway, such as target location
232 of runway
210 both shown in block form in
Figure 2.
[0065] With reference now to
Figure 4, an illustration of a number of control states and control logic for an autobrake system including a brake-to-exit function is shown in accordance with an illustrative embodiment. As illustrated, control states illustrated in
Figure 4 are control states
211 for brake-to-exit function
214, both shown in block form in
Figure 2.
[0066] Autobrake application initialization
406 is initialized when braking system
120 of
Figure 2 can be utilized for a landing. When autobrake application initialization
406 is active, an operator can initiate brake-to-exit function
214, or constant deceleration function
216. As shown in
Figure 2, an operator can initiate brake-to-exit function
214 by entering selected velocity
218 and selected exit
222 in operator interface
206.
[0067] When operator of an aircraft has applied the automatic braking system, such as braking system
120 of
Figure 2, and indicated a runway exit location, such as exit location
226 of runway
210, both shown in
Figure 2, brake-to-exit function
214 is initialized, as shown in autobrake application initialization
406, and waits for touchdown of aircraft
200. Brake-to-exit function
214 then enters standby state
223.
[0068] In standby state
223, brake-to-exit function
214 allows aircraft
200 to passively decelerate until target deceleration
242 exceeds minimum target
250, both shown in block form in
Figure 2. Automatic braking system controller
202 monitors aircraft location
240 and aircraft velocity
236 to calculate the target deceleration
216. When target deceleration
216 exceeds minimum target
250 of aircraft
200, brake-to-exit function
214 enters deceleration state
251. In deceleration state
251, brake-to-exit function
214 provides target deceleration
242 to auto-brake control law
212 in automatic braking system controller
202. Based aircraft deceleration
244 and target deceleration
242, autobrake control law
212 generates an auto-brake command output to braking system
120 and brakes
122 such that aircraft
200 comfortably decelerates to selected velocity
218 when aircraft location
240 reaches target location
232. By passively decelerating aircraft
200, brake-to-exit function
214 allows aircraft
200 to take advantage of longer runway lengths where runway exit
220 is farther away from a touchdown zone for runway
210.
[0069] During standby state
223, brake-to-exit function
214 iteratively determines target deceleration
242 required to decelerate aircraft
200 selected velocity
218 at target location
232. When brake-to-exit function
214 determines that target deceleration
242 exceeds minimum target
250 of aircraft
200, brake-to-exit function
214 enters deceleration state
251.
[0070] In deceleration state
251, brake-to-exit function
214 controls braking system
120 to decelerate aircraft
200 such that aircraft
200 reaches selected velocity
218 at target location
232. During deceleration state
251, brake-to-exit function
214 iteratively determines target deceleration
242 and issues commands to autobrake control law
212 to adjust application of brakes
122 by braking system
120 such that aircraft
200 reaches selected velocity
218 at target location
232.
[0071] If brake-to-exit function
214 determines that target deceleration
242 exceeds maximum target
248, brake-to-exit function
214 enters unable-to-exit state
253. According to this illustrative example, unable-to-exit state
253 is activated when brake-to-exit function
214 determines that aircraft
200 cannot comfortably decelerate to selected velocity
218 prior to reaching target location
232.
[0072] When brake-to-exit function
214 enters unable-to-exit state
253, Operator interface
206 displays alert
252 that aircraft
200 cannot comfortably decelerate to selected velocity
218 prior to reaching target location
232. In unable-to-exit state
253, brake-to-exit function
214 provides target deceleration
242, set at minimum target
250, to auto-brake control law
212 in automatic braking system controller
202. Autobrake control law
212 generates an auto-brake command output to braking system
120 and brakes
122 such that aircraft
200 comfortably decelerates to selected velocity
218 when aircraft location
240 reaches target location
232. When aircraft
200 reaches selected velocity
218, brake-to-exit function
214 enters coast state
255. In coast state
255, brake-to-exit function
214 maintains selected velocity
218 until pilot override
254 is received, disarming automatic braking system controller
202. Pilot override
254 is any action taking by an operator of aircraft
200 that overrides control of braking system
120 by automatic braking system controller
202. Pilot override
254 can be, for example but not limited to, manual operation of brakes
122, increasing thrust to engines, such as engines
108 and
110, illustrated in
Figure 1, and deactivating brake-to-exit function
214.
[0073] Brake-to-exit function
214 continuously monitors current distance
238 between aircraft location
240 and end-of-runway location
228. If brake-to-exit function
214 determines that aircraft
200 has passed end-of-runway buffer location
258, brake-to-exit function
214 transitions to end of runway stop state
257.
[0074] In end of runway stop state
257, brake-to-exit function
214 controls of rate control law
212 and braking system
120 to automatically decelerate aircraft
200 from selected velocity
218, targeting target deceleration
242 or beyond, such that aircraft
200 stops prior to overrunning runway end
230.
[0075] Brake-to-exit function
214 calculates current distance
256 based on an aircraft location
240 provided from inertial data system
208. End-of-runway buffer location
258 is a location along runway
210, sufficiently removed from runway end
230, selected such that aircraft
200 decelerate to a full stop prior to overrunning runway end
230. In the absence of pilot override
254 disarming braking system
120, brake-to-exit function
214 controls operation of braking system
120 such that aircraft
200 decelerates to a full stop when aircraft
200 has passed end-of-runway buffer location
258. In this manner, brake-to-exit function
214 prevents aircraft
200 from inadvertently overrunning runway end
230. During any control state of brake-to-exit function
214, any action taken by operator of aircraft
200 that overrides control of braking system
120 causes brake-to-exit function
214 to cede control of braking system
120. Brake-to-exit function
214 exits, allowing for manual control of brakes
122. In this illustrative example, an action taken by operator of aircraft
200 that overrides control of braking system
120 may be pilot override
254, shown in
Figure 2. Pilot override
254 can be, for example but not limited to, manual operation of brakes
122 and increasing thrust to engines, such as engines
108 and
110, illustrated in
Figure 1.
[0076] Referring now to
Figure 5, an illustration of an example of a near exit braking profile for an auto-brake system including a brake-to-exit function in accordance with an illustrative embodiment. Braking profile
500 is first example of a braking profile utilizing a brake-to-exit function, such as brake-to-exit function
214 shown in block form in
Figure 2.
[0077] When initialized, brake-to-exit function
214 waits for touchdown along runway
210. Brake-to-exit function
214 then enters standby state
223.
[0078] In standby state
223, deceleration
244 is passive, based on at least one of aircraft drag, thrust reversers, spoilers, and combinations thereof, without application of brakes
122. During standby state
223, brake-to-exit function
214 iteratively determines target deceleration
242 required to decelerate aircraft
200 selected velocity
218 at target location
232. When brake-to-exit function
214 determines that target deceleration
242 exceeds minimum target
250, brake-to-exit function
214 enters deceleration state
251.
[0079] In deceleration state
251, brake-to-exit function
214 controls deceleration
244 such that velocity
236 of aircraft
200 reaches selected velocity
218 at target location
232. During deceleration state
251, brake-to-exit function
214 iteratively determines target deceleration
242 and sends commands to autobrake control law
212 to adjust the application of brakes
122 by braking system
120 such that aircraft
200 reaches selected velocity
218 at target location
232.
[0080] In an illustrative example, decelerating to selected velocity
218 at target location
232 avoids calculation errors and rapid deceleration fluctuations as current distance
238 between aircraft
200 and runway exit
220 approaches zero. Therefore, decelerating to selected velocity
218 at target location
232 allows for a smoother deceleration profile
510 as aircraft
200 approaches target location
232.
[0081] When aircraft
200 reaches selected velocity
218, brake-to-exit function
214 enters coast state
255. While in coast state
255, brake-to-exit function
214 maintains selected velocity
218. Brake-to-exit function
214 ensures that aircraft
200 maintains selected velocity
218 by, for example, compensating for any residual thrust from engines, such as engines
108 and
110, illustrated in
Figure 1.
[0082] In the absence of a pilot override, such as pilot override
254, brake-to-exit function
214 transitions to end of runway stop state
257 when aircraft
200 has passed end-of-runway buffer location
258. When in end of runway stop state
257, brake-to-exit function
214 automatically decelerates aircraft
200 from selected velocity
218 such that aircraft
200 stops prior to runway end
230.
[0083] Referring now to
Figure 6, an illustration of an example of a long exit braking profile for an auto-brake system including a brake-to-exit function in accordance with an illustrative embodiment. Braking profile
600 is first example of a braking profile utilizing a brake-to-exit function, such as brake-to-exit function
214 shown in block form in
Figure 2.
[0084] When initialized, brake-to-exit function
214 waits for touchdown along runway
210. Brake-to-exit function
214 then enters standby state
223.
[0085] In standby state
223, deceleration
244 is passive, based on at least one of aircraft drag, thrust reversers, spoilers, and combinations thereof, without application of brakes
122. During standby state
223, brake-to-exit function
214 iteratively determines target deceleration
242 required to decelerate aircraft
200 selected velocity
218 at target location
232. Because deceleration
244 is passive and less than minimum target
250, braking profile
600 allows aircraft
200 to take advantage of the longer length of runway
210, where location of runway exit
220 is farther away from a touchdown zone for runway
210. By passively decelerating aircraft
200, braking profile
600 reduces thermal energy generation of brakes
122. Additionally, because aircraft
200 decelerates slower than minimum target
250, brake-to-exit function
214 reduces the occupancy time of aircraft
200 on runway
210.
[0086] During standby state
223, brake-to-exit function
214 iteratively determines target deceleration
242 required to decelerate aircraft
200 to selected velocity
218 at target location
232. When brake-to-exit function
214 determines that target deceleration
242 exceeds minimum target
250, brake-to-exit function
214 enters deceleration state
251.
[0087] In deceleration state
251, brake-to-exit function
214 controls deceleration
244 such that velocity
236 of aircraft
200 reaches selected velocity
218 at target location
232. During deceleration state
251, brake-to-exit function
214 iteratively determines target deceleration
242 and sends commands to autobrake control law
212 to adjust the application of brakes
122 by braking system
120 such that aircraft
200 reaches selected velocity
218 at target location
232.
[0088] Braking profile
600 takes advantage of the longer length of runway
210 by ensuring that deceleration
244 does not exceed minimum target
250. According to braking profile
600, minimum target
250 is determined based on at least one of passenger comfort, thermal energy generation, runway dwell time, or combinations thereof. According to braking profile
600, minimum target
250 corresponds to target deceleration
242 of about 5 ft/s
2 (5 feet per second squared = 1.5 m/s
2).
[0089] In this illustrative example, selected velocity
218 corresponds to a taxi speed of aircraft
200, and can be a default velocity of about 15 knots (7.7 m/s). Runway exit
220 is a location along runway
210 at which aircraft
200 should exit runway
210 according to selected exit
222. Brake-to-exit function
214 then determines target location
232 by subtracting exit buffer distance
234 from exit location
226.
[0090] In an illustrative example, decelerating to selected velocity
218 at target location
232 avoids calculation errors and rapid deceleration fluctuations as current distance
238 between aircraft
200 and runway exit
220 approaches zero. Therefore, decelerating to selected velocity
218 at target location
232 allows for a smoother deceleration profile
610 as aircraft
200 approaches target location
232.
[0091] When aircraft
200 reaches selected velocity
218, brake-to-exit function
214 enters coast state
255. While in coast state
255, brake-to-exit function
214 maintains selected velocity
218. Brake-to-exit function
214 ensures that aircraft
200 maintains selected velocity
218 by, for example, compensating for any residual thrust from engines, such as engines
108 and
110, illustrated in
Figure 1.
[0092] In the absence of a pilot override, such as pilot override
254, brake-to-exit function
214 transitions to end of runway stop state
257 when aircraft
200 has passed end-of-runway buffer location
258. When in end of runway stop state
257, brake-to-exit function
214 automatically decelerates aircraft
200 from selected velocity
218 such that aircraft
200 stops prior to runway end
230.
[0093] Referring now to
Figure 7, an illustration of an example of a near exit braking profile for an auto-brake system including a brake-to-exit function in accordance with an illustrative embodiment. Braking profile
700 is an example of a braking profile utilizing a brake-to-exit function, such as brake-to-exit function
214 shown in block form in
Figure 2.
[0094] When initialized, brake-to-exit function
214 waits for touchdown along runway
210. Brake-to-exit function
214 then enters standby state
223.
[0095] In standby state
223, deceleration
244 is passive, based on at least one of aircraft drag, thrust reversers, spoilers, and combinations thereof, without application of brakes
122. During standby state
223, brake-to-exit function
214 iteratively determines target deceleration
242 required to decelerate aircraft
200 selected velocity
218 at target location
232. When brake-to-exit function
214 determines that target deceleration
242 exceeds minimum target
250, brake-to-exit function
214 enters deceleration state
251.
[0096] In deceleration state
251, brake-to-exit function
214 controls deceleration
244 such that velocity
236 of aircraft
200 reaches selected velocity
218 at target location
232. During deceleration state
251, brake-to-exit function
214 iteratively determines target deceleration
242 and sends commands to autobrake control law
212 to adjust the application of brakes
122 by braking system
120 such that aircraft
200 reaches selected velocity
218 at target location
232.
[0097] Brake-to-exit function
214 determines that aircraft
200 cannot decelerate to selected velocity
218 prior to reaching target location
232, or cannot comfortably decelerate to selected velocity
218 without exceeding maximum target
248 prior to reaching target location
232. Therefore, brake-to-exit function
214 enters unable-to-exit state
253.
[0098] In unable-to-exit state
253, operator interface
206 displays alert
252 that aircraft
200 cannot comfortably decelerate to selected velocity
218 prior to reaching target location
232. In unable-to-exit state
253, brake-to-exit function
214 provides target deceleration
242, set at minimum target
250, to auto-brake control law
212 in automatic braking system controller
202. Autobrake control law
212 generates an auto-brake command output to braking system
120 and brakes
122 such that aircraft
200 comfortably decelerates to selected velocity
218 when aircraft location
240 reaches target location
232.
[0099] Referring now to
Figure 8, an illustration of a flowchart of a process for automatically decelerating an aircraft on a runway using an auto-brake control system having a brake-to exit function in accordance with an illustrative embodiment. Process
800 is a brake-to-exit control process, such as brake-to-exit function
214 of
Figure 2, for an automatic braking system controller, such as automatic braking system controller
202 of
Figure 2.
[0100] Process
800 begins by monitoring the aircraft velocity and position to calculate the target deceleration
(step 802). The target deceleration can be, for example target deceleration
242, shown in block form in
Figure 2.
[0101] Process
800 then determines whether the aircraft can comfortably decelerate to a selected velocity prior to reaching a target location along the runway
(step 804). The selected velocity can be, for example, selected velocity
218 corresponding to a taxi speed of aircraft
200. The selected velocity can be a default velocity of about 15 knots. In this illustrative example, process
800 determines target location
232 by subtracting exit buffer distance
234 from exit location
226.
[0102] Responsive to determining that the aircraft can decelerate to a selected velocity prior to reaching a target location along the runway ("yes" at
step 804), process
800 automatically decelerates the aircraft such that the aircraft reaches the selected velocity at the target location
(step 806). By decelerating to selected velocity
218 at target location
232, process
800 allows for a smoother deceleration profile as aircraft
200 approaches target location
232, thereby reducing passenger discomfort, thermal energy generation by the brake system, and runway occupancy time of the aircraft.
[0103] Returning now to
step 804, responsive to determining that the aircraft cannot decelerate to the selected velocity prior to reaching the target location along the runway ("no" at
step 804), process
800 provides an alert that the aircraft cannot decelerate to the selected velocity prior to reaching the target location
(step 808). The alert can be, for example, alert
252 shown in block form in
Figure 2. Process
800 then automatically decelerates the aircraft such that the aircraft reaches the selected velocity at a location beyond target location
(step 810).
[0104] Process
800 determines whether a pilot override is received
(step 812). The pilot override can be for example, pilot override
254 shown in block form in
Figure 2. Responsive to receiving a pilot override ("yes" at
step 812), process
800 disarms the brake-to-exit function
(step 814), with the process terminating thereafter.
[0105] Returning now to
step 812, if a pilot override is not received ("no" at
step 812), process
800 determines whether the aircraft has past and end-of-runway buffer location
(step 816). The end-of-runway buffer location can be, for example end-of-runway buffer location
258 shown in block form in
Figure 2. If the aircraft has not passed the end-of-runway buffer location ("no" at
step 816), process
800 iterates back to
step 812.
[0106] If the aircraft has passed the in the runway buffer location ("yes" at
step 816), process
800 automatically decelerates the aircraft from the selected velocity at a preferred deceleration of the aircraft such that the aircraft stops prior to overrunning the runway
(step 818). Process
800 then disarms the brake-to-exit function
(step 814), with the process terminating thereafter.
[0107] Referring now to
Figure 9, an illustration of a flowchart of a process for automatically decelerating an aircraft on a runway using an auto-brake control system having a brake-to-exit function having various control states in accordance with an illustrative embodiment. Process
900 is a more detailed flowchart of
steps 802-806 of process
800.
[0108] In response to determining that the aircraft can decelerate to a selected velocity prior to reaching the target location along the runway, process
900 passively decelerates the aircraft until the target deceleration exceeds a minimum target
(step 902). By passively decelerating aircraft
200, process
900 allows aircraft
200 to take advantage of longer runway lengths where exit location
226 is farther away from a touchdown zone for runway
210. Additionally, because aircraft
200 decelerates at a slower rate than minimum target
250, process
900 reduces the runway occupancy time of aircraft
200.
[0109] Process
900 then determines whether a target deceleration exceeds a minimum target of the aircraft
(step 904). By passively decelerating aircraft
200 until the target deceleration exceeds a minimum target, process
900 reduces passenger discomfort and thermal energy generation of brakes
122. If the target deceleration does not exceed the minimum target ("no" at
step 904), process
900 iterates back to
step 902.
[0110] If the target deceleration exceeds the minimum target ("yes" at
step 904), process
900 determines whether the target deceleration exceeds a maximum target
(step 906). The maximum target can be, for example, maximum target
248, shown in block form in
Figure 2.
[0111] If the target deceleration exceeds the maximum target ("yes" at
step 906), process
900 applies a brake system to decelerate the aircraft at the target deceleration such that the aircraft reaches the selected velocity at the target location
(step 908). Process
900 resumes process
800 at step
812 of
Figure 8. If the target deceleration does not exceed the maximum target ("no" at
step 906), process
900 resumes process
800 at step
812 of
Figure 8.
[0112] The flowcharts and block diagrams in the different depicted illustrative embodiments illustrate the architecture, functionality, and operation of some possible implementations of apparatuses and methods in an illustrative embodiment. In this regard, each block in the flowcharts or block diagrams may represent a module, a segment, a function, and/or a portion of an operation or step.
[0113] In some alternative implementations of an illustrative embodiment, the function or functions noted in the blocks may occur out of the order noted in the Figures. For example, in some cases, two blocks shown in succession may be executed substantially concurrently, or the blocks may sometimes be performed in the reverse order, depending upon the functionality involved. Also, other blocks may be added in addition to the illustrated blocks in a flowchart or block diagram.
[0114] Turning now to
Figure 10, an illustration of a data processing system in the form of a block diagram is depicted in accordance with an illustrative embodiment. Data processing system
1000 may be used to implement at least one of flight management system
221 and automatic braking system controller
202 of
Figure 2. Data processing system
1000 may be used to process data, such as data from inertial data system
208 of
Figure 2, calculate distances such as current distance
238 on current distance
256, determine a target deceleration, such as target deceleration
216 of
Figure 2, and control and automatic braking system according to the target deceleration, such as braking system
120 of
Figure 2. As depicted, data processing system
1000 includes communications framework
1002, which provides communications between processor unit
1004, storage devices
1006, communications unit
1008, input/output unit
1010, and display
1012. In some cases, communications framework
1002 may be implemented as a bus system.
[0115] Processor unit
1004 is configured to execute instructions for software to perform a number of operations. Processor unit
1004 may comprise a number of processors, a multi-processor core, and/or some other type of processor, depending on the implementation. In some cases, processor unit
1004 may take the form of a hardware unit, such as a circuit system, an application specific integrated circuit (ASIC), a programmable logic device, or some other suitable type of hardware unit.
[0116] Instructions for the operating system, applications, and/or programs run by processor unit
1004 may be located in storage devices
1006. Storage devices
1006 may be in communication with processor unit
1004 through communications framework
1002. As used herein, a storage device, also referred to as a computer readable storage device, is any piece of hardware capable of storing information on a temporary and/or permanent basis. This information may include, but is not limited to, data, program code, and/or other information.
[0117] Memory
1014 and persistent storage
1016 are examples of storage devices
1006. Memory
1014 may take the form of, for example, a random access memory or some type of volatile or non-volatile storage device. Persistent storage
1016 may comprise any number of components or devices. For example, persistent storage
1016 may comprise a hard drive, a flash memory, a rewritable optical disk, a rewritable magnetic tape, or some combination of the above. The media used by persistent storage
1016 may or may not be removable.
[0118] Communications unit
1008 allows data processing system
1000 to communicate with other data processing systems and/or devices. Communications unit
1008 may provide communications using physical and/or wireless communications links.
[0119] Input/output unit
1010 allows input to be received from and output to be sent to other devices connected to data processing system
1000. For example, input/output unit
1010 may allow user input to be received through a keyboard, a mouse, and/or some other type of input device. As another example, input/output unit
1010 may allow output to be sent to a printer connected to data processing system
1000.
[0120] Display
1012 is configured to display information to a user. Display
1012 may comprise, for example, without limitation, a monitor, a touch screen, a laser display, a holographic display, a virtual display device, and/or some other type of display device.
[0121] In this illustrative example, the processes of the different illustrative embodiments may be performed by processor unit
1004 using computer-implemented instructions. These instructions may be referred to as program code, computer usable program code, or computer readable program code, and may be read and executed by one or more processors in processor unit
1004.
[0122] In these examples, program code
1018 is located in a functional form on computer readable media
1020, which is selectively removable, and may be loaded onto or transferred to data processing system
1000 for execution by processor unit
1004. Program code
1018 and computer readable media
1020 together form computer program product
1022. In this illustrative example, computer readable media
1020 may be computer readable storage media
1024 or computer readable signal media
1026.
[0123] Computer readable storage media
1024 is a physical or tangible storage device used to store program code
1018 rather than a medium that propagates or transmits program code
1018. Computer readable storage media
1024 may be, for example, without limitation, an optical or magnetic disk or a persistent storage device that is connected to data processing system
1000.
[0124] Alternatively, program code
1018 may be transferred to data processing system
1000 using computer readable signal media
1026. Computer readable signal media
1026 may be, for example, a propagated data signal containing program code
1018. This data signal may be an electromagnetic signal, an optical signal, and/or some other type of signal that can be transmitted over physical and/or wireless communications links.
[0125] The illustration of data processing system
1000 in
Figure 10 is not meant to provide architectural limitations to the manner in which the illustrative embodiments may be implemented. The different illustrative embodiments may be implemented in a data processing system that includes components in addition to or in place of those illustrated for data processing system
1000. Further, components shown in
Figure 10 may be varied from the illustrative examples shown.
[0126] Embodiments may be described in the context of aircraft manufacturing and service method
1100 as shown in
Figure 11 and aircraft
1200 as shown in
Figure 12. Turning first to
Figure 11, an illustration of a block diagram of an aircraft manufacturing and service method is depicted in accordance with an illustrative embodiment. During pre-production, aircraft manufacturing and service method
1100 may include specification and design
1102 of aircraft
1200 of
Figure 12 and material procurement
1104.
[0127] During production, component and subassembly manufacturing
1106 and system integration
1108 of aircraft
1200 takes place. Thereafter, aircraft
1200 may go through certification and delivery
1110 in order to be placed in service
1112. While in service
1112 by a customer, aircraft
1200 is scheduled for routine maintenance and service
1116, which may include modification, reconfiguration, refurbishment, and other maintenance or service.
[0128] Each of the processes of aircraft manufacturing and service method
1100 may be performed or carried out by a system integrator, a third party, and/or an operator. In these examples, the operator may be a customer. For the purposes of this description, a system integrator may include, without limitation, any number of aircraft manufacturers and major-system subcontractors; a third party may include, without limitation, any number of vendors, subcontractors, and suppliers; and an operator may be an airline, a leasing company, a military entity, a service organization, and so on.
[0129] With reference now to
Figure 11, an illustration of a block diagram of an aircraft is depicted in which an illustrative embodiment may be implemented. In this example, aircraft
1200 is produced by aircraft manufacturing and service method
1100 of
Figure 11 and may include airframe
1202 with plurality of systems
1204 and interior
1206. Examples of systems
1204 include one or more of propulsion system
1208, electrical system
1210, hydraulic system
1212, and environmental system
1216. Any number of other systems may be included. Although an aerospace example is shown, different illustrative embodiments may be applied to other industries, such as the automotive industry. The apparatuses and methods embodied herein may be employed during at least one of the stages of aircraft manufacturing and service method
1100 of
Figure 11.
[0130] One or more illustrative embodiments may be used during component and subassembly manufacturing
1106. For example, automatic braking system controller
202 including brake-to-exit function
214 may be installed during component and subassembly manufacturing
1106 of
Figure 11.
[0131] The description of the different illustrative embodiments has been presented for purposes of illustration and description, and may be not intended to be exhaustive or limited to the embodiments in the form disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art. Further, different illustrative embodiments may provide different features as compared to other illustrative embodiments. The embodiment or embodiments selected are chosen and described in order to best explain the principles of the embodiments, the practical application, and to enable others of ordinary skill in the art to understand the disclosure for various embodiments with various modifications as are suited to the particular use contemplated.