(19)
(11)EP 3 318 486 B1

(12)EUROPEAN PATENT SPECIFICATION

(45)Mention of the grant of the patent:
09.09.2020 Bulletin 2020/37

(21)Application number: 17198976.7

(22)Date of filing:  27.10.2017
(51)International Patent Classification (IPC): 
B64C 25/42(2006.01)

(54)

AUTOMATIC BRAKING SYSTEM CONTROLLER

STEUERGERÄT FÜR AUTOMATISCHES BREMSSYSTEM

COMMANDE DE SYSTÈME DE FREINAGE AUTOMATIQUE


(84)Designated Contracting States:
AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

(30)Priority: 03.11.2016 US 201615343164

(43)Date of publication of application:
09.05.2018 Bulletin 2018/19

(73)Proprietor: The Boeing Company
Chicago, IL 60606-2016 (US)

(72)Inventors:
  • WAPENSKI, Joseph Michael
    Chicago, IL Illinois 60606-2016 (US)
  • FORGHANI, Nima
    Chicago, IL Illinois 60606-2016 (US)
  • GRIFFITH, Thomas Todd
    Chicago, IL Illinois 60606-2016 (US)

(74)Representative: Boult Wade Tennant LLP 
Salisbury Square House 8 Salisbury Square
London EC4Y 8AP
London EC4Y 8AP (GB)


(56)References cited: : 
EP-A2- 0 895 929
US-A1- 2008 154 445
US-A1- 2015 120 098
EP-A2- 2 514 647
US-A1- 2010 299 004
  
      
    Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention).


    Description

    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/s2 (7.5 feet per second squared = 2.3 m/s2). 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/s2 (5 feet per second squared = 1.5 m/s2).

    [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/s2 (5 feet per second squared = 1.5 m/s2).

    [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.


    Claims

    1. A method (800) for automatically decelerating an aircraft (200) on a runway (210), the method comprising:

    determining (804) whether the aircraft can decelerate to a selected velocity (218) prior to reaching a target location (232) along the runway; and

    in response to determining that the aircraft can decelerate to the selected velocity prior to reaching the target location, automatically decelerating (806) the aircraft such that the aircraft reaches the selected velocity at the target location;

    the method further comprising:

    continuously adjusting a target deceleration (242) required to decelerate the aircraft to meet the selected velocity at the target location, wherein the target deceleration is calculated from the selected velocity, a current distance (238) between the current location (240) of the aircraft and the target location, and a current velocity (236) of the aircraft;

    passively decelerating (902) the aircraft while the target deceleration is below a minimum deceleration threshold (250) of the aircraft; and

    responsive to the target deceleration meeting or exceeding the minimum deceleration threshold of the aircraft, applying (908) a brake system command to decelerate the aircraft at the target deceleration such that the aircraft decelerates to meet the selected velocity at the target location.


     
    2. The method of claim 1, wherein passively decelerating the aircraft comprises decelerating the aircraft using aircraft drag, thrust reversers, spoilers, and combinations thereof and without applying any wheel brakes.
     
    3. The method of claim 1 or claim 2, wherein the minimum deceleration threshold is determined based on at least one of passenger comfort, thermal energy generation, runway occupancy time, or combinations thereof.
     
    4. The method of any preceding claim, further comprising:

    determining that the target deceleration exceeds a maximum deceleration threshold (248) of the aircraft such that the aircraft cannot decelerate to the selected velocity prior to reaching the target location without exceeding the maximum deceleration threshold of the aircraft;

    in response to the determining that the aircraft cannot decelerate to the selected velocity prior to reaching the target location, providing (808) an alert (252) that the aircraft cannot decelerate to the selected velocity prior to reaching the target location; and

    automatically decelerating (810) the aircraft at a preset deceleration of the aircraft such that the aircraft decelerates to meet the selected velocity at a location beyond the target location.


     
    5. The method of any preceding claim, further comprising:

    determining a current distance (816) between the current location (240) of the aircraft to an end-of-runway location (228); and

    in response to determining (816) that the aircraft has passed an end-of-runway buffer location (258), automatically decelerating (818) the aircraft from the selected velocity at or above a preset deceleration of the aircraft thereby ensuring that the aircraft stops prior to overrunning the runway.


     
    6. The method of any preceding claim, further comprising:

    determining an exit location (220) at which the aircraft should exit the runway; and

    subtracting an exit buffer distance (234) from the exit location to determine the target location.


     
    7. The method of any preceding claim, further comprising:
    in response to decelerating the aircraft to the selected velocity, maintaining the selected velocity until a pilot override (254) is received.
     
    8. An auto-brake control system for controlling a brake system (120) to automatically decelerate an aircraft (200) on a runway (210), wherein the auto-brake control system is configured to perform the method (800) of any preceding claim.
     
    9. An aircraft (200) comprising:

    the auto-brake control system of claim 8;

    a graphical user interface (206) comprising a status indicator (260) of a brake-to-exit function associated with the auto-brake control system, wherein:
    the auto-brake control system is configured to determine whether the aircraft can decelerate to a selected velocity (218) prior to reaching a target location (232) along a runway (210) in response to the brake-to-exit function being initialized.


     
    10. The aircraft of claim 9, wherein the graphical user interface is further configured:
    in response to determining that the aircraft cannot decelerate to the selected velocity prior to reaching the target location, to alert a pilot that the aircraft cannot decelerate to the selected velocity prior to reaching the target location.
     


    Ansprüche

    1. Verfahren (800) zum automatischen Verzögern eines Flugzeugs (200) auf einer Landebahn (210), wobei das Verfahren umfasst:

    Bestimmen (804), ob das Flugzeug auf eine ausgewählte Geschwindigkeit (218) verzögern kann, bevor es einen Zielort (232) entlang der Landebahn erreicht; und

    als Reaktion auf die Feststellung, dass das Flugzeug auf die gewählte Geschwindigkeit verzögern kann, bevor es den Zielort erreicht, automatisches Verzögern (806) des Flugzeugs, so dass das Flugzeug die gewählte Geschwindigkeit am Zielort erreicht;

    wobei das Verfahren ferner umfasst:

    kontinuierliches Anpassen einer Sollverzögerung (242), die erforderlich ist, um das Flugzeug so zu verzögern, dass es die ausgewählte Geschwindigkeit am Zielort erreicht, wobei die Sollverzögerung aus der ausgewählten Geschwindigkeit, einem aktuellen Abstand (238) zwischen dem aktuellen Ort (240) des Flugzeugs und dem Zielort und einer aktuellen Geschwindigkeit (236) des Flugzeugs berechnet wird;

    passives Verzögern (902) des Flugzeugs, während die Sollverzögerung unter einer minimalen Verzögerungsschwelle (250) des Flugzeugs liegt; und

    als Reaktion darauf, dass die Sollverzögerung die Mindestverzögerungsschwelle des Flugzeugs erreicht oder überschreitet, Anwenden (908) eines Bremssystembefehls zum Verzögern des Flugzeugs mit der Sollverzögerung, so dass das Flugzeug so verzögert wird, dass es die gewählte Geschwindigkeit am Zielort erreicht.


     
    2. Verfahren nach Anspruch 1, wobei passives Verzögern des Flugzeugs das Verzögern des Flugzeugs unter Verwendung von Flugzeug-Luftwiderstand, Schubumkehrern, Spoilern und Kombinationen davon und ohne Betätigung von Radbremsen umfasst.
     
    3. Verfahren nach Anspruch 1 oder Anspruch 2, bei dem die Mindestverzögerungsschwelle auf der Grundlage des Passagierkomforts, der Erzeugung von Wärmeenergie, der Belegungszeit der Landebahn oder einer Kombination davon bestimmt wird.
     
    4. Verfahren nach einem der vorhergehenden Ansprüche, ferner umfassend:

    Bestimmen, dass die Sollverzögerung eine maximale Verzögerungsschwelle (248) des Flugzeugs überschreitet, so dass das Flugzeug vor dem Erreichen des Zielortes nicht auf die gewählte Geschwindigkeit verzögern kann, ohne die maximale Verzögerungsschwelle des Flugzeugs zu überschreiten;

    als Reaktion auf die Feststellung, dass das Flugzeug nicht vor dem Erreichen des Zielortes auf die ausgewählte Geschwindigkeit verzögern kann, Bereitstellen (808) eines Alarms (252), dass das Flugzeug nicht vor dem Erreichen des Zielortes auf die ausgewählte Geschwindigkeit verzögern kann; und

    automatisches Verzögern (810) des Flugzeugs mit einer voreingestellten Verzögerung des Flugzeugs, so dass das Flugzeug so verzögert wird, dass es die gewählte Geschwindigkeit an einem Ort jenseits des Zielortes erreicht.


     
    5. Verfahren nach einem der vorhergehenden Ansprüche, das ferner umfasst:

    Bestimmen eines aktuellen Abstands (816) zwischen der aktuellen Position (240) des Flugzeugs und einer Landebahnende-Position (228); und

    als Reaktion auf die Feststellung (816), dass das Flugzeug eine Landebahnende-Pufferposition (258) passiert hat, automatisches Verzögern (818) des Flugzeugs von der gewählten Geschwindigkeit mit einer vorgegebenen Verzögerung des Flugzeugs oder oberhalb davon, wodurch sichergestellt wird, dass das Flugzeug anhält, bevor es die über die Landebahn hinausfährt.


     
    6. Verfahren nach einem der vorhergehenden Ansprüche, das ferner umfasst:

    Bestimmen einer Ausfahrposition (220), an der das Flugzeug die Landebahn verlassen sollte; und

    Subtrahieren eines Ausgangspufferabstands (234) von der Ausfahrposition, um die Zielposition zu bestimmen.


     
    7. Verfahren nach einem der vorhergehenden Ansprüche, das ferner umfasst:
    als Reaktion auf das Verzögern des Flugzeugs auf die gewählte Geschwindigkeit, Beibehalten der gewählten Geschwindigkeit, bis eine Übersteuerung durch den Piloten (254) empfangen wird.
     
    8. Automatisches Bremssteuersystem zum Steuern eines Bremssystems (120), um ein Flugzeug (200) auf einer Landebahn (210) automatisch zu verzögern, wobei das automatische Bremssteuersystem konfiguriert ist, um das Verfahren (800) jedes vorhergehenden Anspruchs durchzuführen.
     
    9. Flugzeug (200), welches umfasst:

    das automatische Bremssteuersystem nach Anspruch 8;

    eine graphische Benutzerschnittstelle (206), die eine Statusanzeige (260) einer Brems-zu-Ausfahr-Funktion umfasst, die mit dem automatischen Bremssteuersystem verknüpft ist, wobei

    das automatische Bremssteuersystem konfiguriert ist, um als Reaktion auf die Initialisierung der Brems-zur-Ausfahr-Funktion zu bestimmen, ob das Flugzeug in der Lage ist, auf eine ausgewählte Geschwindigkeit (218) zu verzögern, bevor es eine Zielposition (232) entlang einer Landebahn (210) erreicht.


     
    10. Flugzeug nach Anspruch 9, wobei die graphische Benutzerschnittstelle ferner konfiguriert ist, um:
    als Reaktion auf die Feststellung, dass das Flugzeug vor dem Erreichen des Zielortes nicht auf die gewählte Geschwindigkeit verzögern kann, einen Piloten zu warnen, dass das Flugzeug vor dem Erreichen des Zielortes nicht auf die gewählte Geschwindigkeit verzögern kann.
     


    Revendications

    1. Procédé (800) de décélération automatique d'un aéronef (200) sur une piste (210), le procédé comprenant les étapes ci-dessous consistant à :

    déterminer (804) si l'aéronef peut décélérer jusqu'à une vitesse sélectionnée (218) avant d'atteindre un emplacement cible (232) le long de la piste ; et

    en réponse à la détermination selon laquelle l'aéronef peut décélérer jusqu'à la vitesse sélectionnée avant d'atteindre l'emplacement cible, faire décélérer automatiquement (806) l'aéronef de sorte que l'aéronef atteint la vitesse sélectionnée à l'emplacement cible ;

    le procédé comprenant en outre les étapes ci-dessous consistant à :

    ajuster en continu une décélération cible (242) nécessaire pour faire décélérer l'aéronef afin d'atteindre la vitesse sélectionnée à l'emplacement cible, dans lequel la décélération cible est calculée à partir de la vitesse sélectionnée, d'une distance en cours (238) entre l'emplacement en cours (240) de l'aéronef et l'emplacement cible, et d'une vitesse en cours (236) de l'aéronef ;

    faire décélérer de manière passive (902) l'aéronef tandis que la décélération cible est inférieure à un seuil de décélération minimum (250) de l'aéronef ; et

    en réponse au fait que la décélération cible atteint ou dépasse le seuil de décélération minimum de l'aéronef, appliquer (908) une instruction de système de freinage pour faire décélérer l'aéronef jusqu'à la décélération cible, de sorte que l'aéronef décélère pour atteindre la vitesse sélectionnée à l'emplacement cible.


     
    2. Procédé selon la revendication 1, dans lequel l'étape de décélération passive de l'aéronef consiste à faire décélérer l'aéronef en utilisant une résistance aérodynamique d'aéronef, des inverseurs de poussée, des déporteurs, et des combinaisons de ceux-ci, et sans appliquer un quelconque frein de roue.
     
    3. Procédé selon la revendication 1 ou 2, dans lequel le seuil de décélération minimum est déterminé sur la base d'au moins l'un des éléments parmi : le confort des passagers, une production d'énergie thermique, un temps d'occupation de piste, ou des combinaisons de ces éléments.
     
    4. Procédé selon l'une quelconque des revendications précédentes, comprenant en outre les étapes ci-dessous consistant à :

    déterminer que la décélération cible dépasse un seuil de décélération maximum (248) de l'aéronef, de sorte que l'aéronef ne peut pas décélérer jusqu'à la vitesse sélectionnée avant d'atteindre l'emplacement cible sans dépasser le seuil de décélération maximum de l'aéronef ;

    en réponse à la détermination selon laquelle l'aéronef ne peut pas décélérer jusqu'à la vitesse sélectionnée avant d'atteindre l'emplacement cible, émettre (808) une alerte (252) indiquant que l'aéronef ne peut pas décélérer jusqu'à la vitesse sélectionnée avant d'atteindre l'emplacement cible ; et

    faire décélérer automatiquement (810) l'aéronef jusqu'à une décélération prédéfinie de l'aéronef, de sorte que l'aéronef décélère pour atteindre la vitesse sélectionnée à un emplacement situé au-delà de l'emplacement cible.


     
    5. Procédé selon l'une quelconque des revendications précédentes, comprenant en outre les étapes ci-dessous consistant à :

    déterminer une distance en cours (816) entre l'emplacement en cours (240) de l'aéronef et un emplacement de fin de piste (228) ; et

    en réponse à une détermination (816) selon laquelle l'aéronef a dépassé un emplacement tampon de fin de piste (258), faire décélérer automatiquement (818) l'aéronef à partir de la vitesse sélectionnée, jusqu'à une décélération prédéfinie ou au-dessus d'une décélération prédéfinie de l'aéronef, ce qui permet de garantir par conséquent que l'aéronef s'arrêtera avant de quitter la piste.


     
    6. Procédé selon l'une quelconque des revendications précédentes, comprenant en outre les étapes ci-dessous consistant à :

    déterminer un emplacement de sortie (220) auquel l'aéronef devrait quitter la piste ; et

    soustraire une distance tampon de sortie (234) de l'emplacement de sortie, en vue de déterminer l'emplacement cible.


     
    7. Procédé selon l'une quelconque des revendications précédentes, comprenant en outre l'étape ci-dessous consistant à :
    en réponse à la décélération de l'aéronef jusqu'à la vitesse sélectionnée, maintenir la vitesse sélectionnée jusqu'à ce qu'une commande d'annulation de pilote (254) soit reçue.
     
    8. Système de commande de freinage automatique destiné à commander un système de freinage (120) afin de faire décélérer automatiquement un aéronef (200) sur une piste (210), dans lequel le système de commande de freinage automatique est configuré de manière à mettre en Ĺ“uvre le procédé (800) selon l'une quelconque des revendications précédentes.
     
    9. Aéronef (200) comprenant :

    le système de commande de freinage automatique selon la revendication 8 ;

    une interface graphique utilisateur (206) comprenant un indicateur d'état (260) d'une fonction de freinage pour quitter les lieux, associée au système de commande de freinage automatique, dans lequel :
    le système de commande de freinage automatique est configuré de manière à déterminer si l'aéronef peut décélérer jusqu'à une vitesse sélectionnée (218) avant d'atteindre un emplacement cible (232) le long d'une piste (210), en réponse à l'initialisation de la fonction de freinage pour quitter les lieux.


     
    10. Aéronef selon la revendication 9, dans lequel l'interface graphique utilisateur est en outre configurée de manière à :
    en réponse à une détermination selon laquelle l'aéronef ne peut pas décélérer jusqu'à la vitesse sélectionnée avant d'atteindre l'emplacement cible, signaler à un pilote que l'aéronef ne peut pas décélérer jusqu'à la vitesse sélectionnée avant d'atteindre l'emplacement cible.
     




    Drawing






































    Cited references

    REFERENCES CITED IN THE DESCRIPTION



    This list of references cited by the applicant is for the reader's convenience only. It does not form part of the European patent document. Even though great care has been taken in compiling the references, errors or omissions cannot be excluded and the EPO disclaims all liability in this regard.

    Patent documents cited in the description