Alarm information control method, system, and medium

Abstract

The application relates to an alarm information control scheme, which comprises the following steps: acquiring ground speed information, precalculating the ground speed and the ground point position; before grounding, performing landing runway overflow early warning logic judgment to determine whether to trigger the landing runway overflow early warning; if it is determined that the landing runway overflow early warning is triggered, alarm information of the landing runway overflow early warning is output, the crew can take corresponding control measures or automatic decision according to the instruction, and the scheme ends; if it is determined that the landing runway overflow early warning is not triggered, the following steps are performed: after a predetermined time of airplane grounding, ground real-time data is collected; alarm information at each identification bit is sequentially subjected to logic judgment according to the priority order, corresponding alarm information is triggered and output according to the judgment result, and the crew takes corresponding control measures or automatic decision according to the preset instruction; and an airborne braking control system performs deceleration control according to a braking deceleration instruction corresponding to the triggered alarm information to avoid the corresponding alarm risk.

Description

Technical Field

[0001] This invention belongs to the field of airborne system integration, and specifically relates to a method, system and medium for controlling landing runway overshoot and exit overflow alarm information. Background Technology

[0002] In recent years, the rate and number of runway overrun accidents worldwide have remained stable. Data shows that the industry has effectively reduced the incidence of commercial flight runway overrun accidents, but the absolute number and severity of accidents and their symptoms indicate that the risk level remains high. Therefore, more technologies need to be developed to prevent runway overrun accidents.

[0003] Currently, for aircraft using target braking systems, the overshoot warning system technology during landing primarily provides warning information regarding whether the aircraft will overrun the runway. Although numerous studies have proposed various braking control schemes, these schemes still have many problems that need to be addressed. Generally speaking, existing technologies do not provide a fine-grained classification of braking warnings; they simply compare runway length with braking distance to implement the logic of the warning signal. This technology still has some issues that need to be resolved, such as:

[0004] ●Unable to accurately provide overflow status alarms for each exit on the runway;

[0005] ●Unable to provide advance warning of runway overshoot before landing;

[0006] ● During ground braking, the system cannot provide the crew with precise, graded exit overflow status information to make decisions on subsequent aircraft operations.

[0007] ●The unit has a heavy workload, and there are certain safety hazards during the landing process.

[0008] It is evident that existing runway runway avoidance and control mechanisms are rather rudimentary and inadequate for handling the complex and ever-changing airport environment and flight conditions. Furthermore, the numerous in-service and under-development aircraft models in China all face related airworthiness compliance issues. Therefore, in order to achieve runway runway avoidance functions that meet airworthiness requirements for in-service and under-development aircraft within a short timeframe, a flexible and universal aircraft braking control solution is needed. Summary of the Invention

[0009] This application primarily relates to a landing runway overshoot and exit overflow warning scheme for civil aircraft and other aircraft. Specifically, by finely integrating the entire braking process on the runway with each exit, runway end point, and buffer zone, a warning information system for all target positions is formed. This system can provide two levels of alarm information for each target position, including pre-warning and warning, thereby better assisting the crew in efficiently, reliably, and safely reaching the target position at the target speed.

[0010] According to a first aspect of this application, an alarm information control method is provided, comprising:

[0011] Obtain ground velocity information and pre-calculate the grounding velocity and grounding point location;

[0012] Before touchdown, a landing runway overflow warning logic is performed to determine whether the landing runway overflow warning is triggered.

[0013] If the landing runway overflow warning is triggered, the alarm information of the landing runway overflow warning is output, and the crew can take corresponding control measures or make automatic decisions according to the instructions. Then the alarm information control method ends here.

[0014] If it is determined that the landing runway overflow warning is not triggered, then:

[0015] Real-time ground data is collected after the scheduled time for aircraft touchdown;

[0016] According to the priority order, the logical judgment of the alarm information at each flag position is executed in sequence, and the corresponding alarm information is triggered and output according to the judgment result. The unit takes corresponding control measures or makes automatic decisions according to the preset instructions.

[0017] The airborne braking control system executes deceleration control according to the braking deceleration command corresponding to the triggered alarm information to avoid the corresponding alarm risk.

[0018] According to a second aspect of this application, an alarm information control system is provided, including means for performing the alarm information control method as described in the first aspect.

[0019] According to a third aspect of this application, a computer-readable storage medium storing instructions is provided, which, when executed, cause a machine to perform the alarm information control method as described in the first aspect.

[0020] This overview is provided to introduce, in a simplified form, some of the concepts further described in the detailed description below. This overview is not intended to identify key or essential features of the claimed subject matter, nor is it intended to limit the scope of the claimed subject matter. Attached Figure Description

[0021] To describe how the above and other advantages and features of the invention are obtained, a more detailed description of the invention, which has been briefly described above, will be presented with reference to specific embodiments of the invention shown in the accompanying drawings. It will be understood that these drawings depict only exemplary embodiments of the invention and are therefore not intended to limit its scope. The invention will be described and explained using the drawings and with the aid of additional features and details, in which:

[0022] Figure 1 A schematic diagram of the relationship between runway parameters related to the alarm information control method and the airport plan is shown.

[0023] Figure 2 An example flowchart of an alarm information control method according to an embodiment of this application is shown.

[0024] Figure 3 A schematic logic diagram of a landing runway overflow warning in an alarm information control method according to an embodiment of this application is shown.

[0025] Figure 4 A schematic logic diagram of an alarm overflowing from the buffer in an alarm information control method according to an embodiment of this application is shown.

[0026] Figure 5 A schematic logic diagram of runway overrun alarm and runway overrun warning in an alarm information control method according to an embodiment of this application is shown.

[0027] Figure 6 A schematic logic diagram of the last exit overflow alarm and last exit overflow warning in an alarm information control method according to an embodiment of this application is shown.

[0028] Figure 7 A schematic logic diagram of target export overflow alarm and target export overflow warning in an alarm information control method according to an embodiment of this application is shown.

[0029] Figure 8 A schematic logic diagram of non-target egress overflow alarm and non-target egress overflow warning in an alarm information control method according to an embodiment of this application is shown. Detailed Implementation

[0030] This application proposes a method, system, and medium for alarming runway overshoot and exit overflow, which provides the crew with accurate alarm information on runway and exit overflow status, enabling the crew to take timely and reasonable measures in advance for emergencies, realizing refined control of the braking process, further reducing the workload of the crew, and improving the safety and controllability of the landing braking process.

[0031] Technical problems to be solved:

[0032] The solution proposed in this application can solve the following problems:

[0033] ● It can provide the crew with accurate alarm information on the overflow status of each exit on the runway, providing the crew with a variety of reliable and flexible options for operation;

[0034] ● It can provide runway overrun warnings in advance before landing, allowing the crew to respond to emergencies in advance and choose a safe and reasonable operating plan;

[0035] ● During ground braking, it can provide the crew with graded and precise exit overflow status information to make decisions on subsequent aircraft operations.

[0036] ●Compared with existing overshoot alarm and protection systems, it achieves more refined process control;

[0037] ● This further reduces the workload of the generator set, making the landing braking process safer and more controllable.

[0038] This alarm information scheme is based on information such as runway start and end points, exit distribution, buffer zone settings, real-time braking stroke nodes, target settings, and deceleration configuration. It sets up two levels of warning and alarm for overshoot status at target exits, all non-target exits, the final exit, and the runway end point, and sets an alarm for overshoot status at the end of the buffer zone, thus forming a refined overshoot alarm information scheme.

[0039] The alarm information scheme mainly includes 10 types of alarm information, which are divided into 4 warning levels. The levels and classifications are as follows:

[0040] Non-target export spillover warning (Status);

[0041] Non-target export overflow warning (Advisory);

[0042] Target export spillover warning (Status);

[0043] Target export overflow warning (Advisory);

[0044] Finally, an exit spillover warning (Advisory);

[0045] Finally, an overflow warning (Caution) was issued at the outlet.

[0046] Runway derailment warning (Caution);

[0047] Runway derailment warning;

[0048] Warning: Exceeding the buffer zone;

[0049] Runway overflow warning (Caution).

[0050] The alarm information can be divided into four levels from high to low: Warning, Caution, Advisory, and Status.

[0051] Before describing the alarm scheme of this application, a series of parameters used in the alarm information control scheme will be explained. The alarm scheme of this application essentially generates the aforementioned alarm information by collecting, calculating, and comparing these parameters to implement the alarm mechanism. Based on their different attributes, these parameters can be divided into the following categories:

[0052] 1. Parameter Description

[0053] 1.1 Runway Markings

[0054] Real-time location This refers to the position of an aircraft at a certain moment while it is taxiing on the runway. This position corresponds to real-time parameters such as real-time speed, real-time deceleration, and real-time distance from various reference points.

[0055] Target exports That is, the pre-selected outlet of the unit.

[0056] Final Exit The exit closest to the end of the runway is the last exit for an aircraft to exit the runway area.

[0057] Non-target exports That is, all exports other than the target export and the final export are non-target exports.

[0058] track finish line / start line A runway is the two ends of a runway on the ground where an aircraft taxis during takeoff or landing. The starting point is one end near the touchdown point or starting point, and the ending point is the other end of the runway.

[0059] grounding point This refers to the point or area where an aircraft first touches the ground when landing on the runway.

[0060] The above parameters can be used as a reference. Figure 1 To further understand, please refer to the schematic airport floor plan.

[0061] 1.2 Deceleration Parameters

[0062] Real-time deceleration a RT This refers to the deceleration required to brake or decelerate from a real-time position to a certain marker position and reach the target speed.

[0063] maximum permitted deceleration a max This refers to the deceleration limit determined based on information such as safety, comfort, braking system performance limits, runway conditions, climate, and aircraft configuration.

[0064] Buffer deceleration a BUF This refers to the deceleration of an aircraft as it taxis in the buffer zone.

[0065] Baseline deceleration (or pre-selected deceleration / initial deceleration / reference deceleration) a Base This refers to the deceleration selected by the flight crew based on information such as the weather conditions, runway status, and aircraft configuration at the airport where they are to land, combined with a database.

[0066] 1.3 Distance-type parameters

[0067] Total runway length L TRL This refers to the distance from the start to the end of an airport runway.

[0068] Buffer length L BUF It refers to the length of the area outside the end of the airport runway (i.e., the buffer zone) along the runway direction.

[0069] Effective runway length L ERL This refers to the distance from the airport runway touchdown point to the finish line.

[0070] Distance S from the target exit TE This refers to the distance from the real-time location to the target exit.

[0071] Distance S from non-target exit TEX This refers to the distance from the real-time location to a non-target exit.

[0072] Distance S from the final exit FE This refers to the distance from the real-time location to the final exit.

[0073] Distance S from the finish line RWT This refers to the distance from the real-time location to the runway finish line.

[0074] Braking distance S Br That is, the distance traveled from the real-time speed to the target speed, usually with a preset deceleration 'a'. Base The distance required for braking is Braking distance S Br With maximum permissible deceleration a max The distance required for braking is Limit braking distance From S BrM .

[0075] 1.4 Time-related parameters

[0076] Braking time t Br This refers to the time required to travel the real-time distance from the marker at the average speed.

[0077] deceleration time t Dec This refers to the time required for the real-time speed to decelerate to the target speed at a certain deceleration rate, usually expressed as a preset deceleration rate 'a'. Base The time required to decelerate to the target speed is the deceleration time t. Dec With maximum permissible deceleration a max The time required to decelerate to the target speed is Limit deceleration time t DecM .

[0078] 1.5 Typical speed parameters

[0079] Export target speed V TE This refers to the taxiing speed limited at a particular exit. Usually, the speed limit is the same for all exits, but the speed value can vary depending on different weather conditions, runway conditions, and aircraft configurations.

[0080] Real-time speed V RT This refers to the real-time speed corresponding to the aircraft's real-time position during braking on the runway, which can be calculated in real time by the GPS / BeiDou navigation module.

[0081] Real-time location reference speed V RTR (Reference speed) That is, through the target speed V at the exit TE Preset deceleration a Base and distance S from the target exit TE The reference speed at the real-time position (or the reference speed corresponding to a certain marker) is calculated based on the velocity variance formula (or the distance to other markers).

[0082] Real-time position reference maximum speed V RTRM (Reference maximum speed) That is, through the target speed V at the exit TE Maximum permissible deceleration a max and distance S from the target exit TE The reference limit speed (or the reference limit speed corresponding to a certain marker) of the real-time position is calculated according to the velocity variance formula based on the distance of (or other marker positions).

[0083] 1.6 Speed-related parameters of the identifier bit

[0084] Grounding speed V G , which is the instantaneous speed at which the aircraft contacts the ground upon landing.

[0085] Target exit calculated speed V TEC Based on the preset deceleration a Base Perform calculations. Target exit calculation limit speed V TECM Based on the maximum permissible deceleration a max Calculation, i.e., through real-time speed V RT Preset deceleration a Base / Maximum permissible deceleration a max and distance S from the target exit TE The velocity at the target exit position is calculated using the velocity variance formula.

[0086] Calculated speed V at non-target exit TEXC Based on the preset deceleration a Base Perform calculations. Non-target exit calculation limit Speed ​​V TEXCM Based on the maximum permissible deceleration a max Calculation, i.e., through real-time speed V RT Preset deceleration a Base / Maximum permissible deceleration a max The distance S from a certain exit to a non-target exit TEXThe velocity at the target exit position is calculated using the velocity variance formula.

[0087] The final exit speed is calculated as V. FE Based on the preset deceleration a Base Perform calculations. Finally, calculate the maximum speed V at the exit. FEM Based on the maximum permissible deceleration a max Calculation, i.e., through real-time speed V RT Preset deceleration a Base / Maximum permissible deceleration a max and distance S from the final exit FE The speed at the final exit position is calculated using the velocity variance formula.

[0088] Runway finish line speed V RWT Based on the preset deceleration a Base Perform calculations. Calculating the maximum speed V at the finish line of the runway RWTM Based on the maximum permissible deceleration a max Calculation, i.e., through real-time speed V RT Preset deceleration a Base / Maximum permissible deceleration a max and distance S from the finish line RWT The speed at the final exit position is calculated using the velocity variance formula.

[0089] Calculate the speed V at the end of the buffer zone BUF That is, calculating the maximum speed V from the finish line of the runway. RWTM Buffer deceleration a BUF and buffer length L BUF The speed at the end of the buffer zone is calculated using the speed variance formula for both the runway segment and the buffer zone.

[0090] 2. Explanation of Alarm Information Control Methods

[0091] 2.1 Concept

[0092] The purpose of this application is to generate alarm information of a corresponding type by comparing and calculating various collected parameters.

[0093] In summary, the first step is to collect the necessary parameters from various sources (such as the parameters mentioned in "1. Parameter Description"). For example, the navigation module can provide real-time speed, real-time position, time, and distance from the exit; the unit's braking parameter information module can provide exit speed and preset deceleration information; the deceleration database stores the maximum deceleration and buffer deceleration information under standard combined operating conditions, as well as modified deceleration information sets under other non-standard combined operating conditions.

[0094] Subsequently, the current operating condition of the aircraft and the corresponding parameters are determined. Under a specific operating condition (a specific operating condition is a combination of external environment, runway characteristics, and aircraft configuration, corresponding to a certain preset deceleration, exit target speed, and the time-varying characteristics of speed and distance from the target position under this operating condition), for a specific marker position (including touchdown point, target exit, various non-target exits, first exit, last exit, runway end point, and buffer zone end point or typical position, etc.), based on the preset deceleration, maximum deceleration, and buffer zone deceleration (only applicable to the buffer zone end point), under different real-time speed states, when the real-time speed at the marker position cannot reach the target speed of the marker position (the target speed of each exit is a fixed value, and the target speed of the runway end point and the buffer zone end point is zero), a corresponding warning / alarm message for the marker position is generated according to a certain logical algorithm, and the alarm message must be provided to the crew in real time through necessary means such as display or sound.

[0095] 2.2 Logical Relationship between Parameter Comparison and Alarm Information

[0096] As mentioned earlier, the alarm information control scheme mainly includes 10 types of alarm information. These 10 types of alarm information are triggered accordingly through the parameter comparison relationships in Table 1 below. It should be understood that the table is only for illustrating what kind of parameter comparison relationship will trigger which type of alarm information, and not for limiting the triggering of the alarm information to this parameter comparison relationship. Moreover, as shown in the figure, each type of alarm information can actually be triggered by multiple parameter comparison standards, so it is not limited to a single parameter comparison standard. As is well known, many parameters can be converted to each other using corresponding formulas; therefore, the parameter relationships in the table below are actually typical examples. In the various embodiments described later, the alarm information generation logic is implemented with reference to the table below.

[0097]

[0098] Table 1 clearly shows that each alarm message includes multiple sets of parameter comparison standards. These parameter standards can be divided into five categories: "deceleration" parameter, "marker speed" parameter, "real-time position speed" parameter, "distance from marker" parameter, and "time" parameter. In other words, each alarm message can choose one of the above five aspects to perform logical judgment, rather than being limited to a single type of parameter.

[0099] 2.3 Parameter Calculation

[0100] Table 1 provides numerous parameters, which can be categorized as: given parameters, including the total runway length L. TRL Buffer length L BUF Maximum permissible deceleration a maxPreset deceleration a Base Buffer deceleration a BUF and export target speed V TE These parameters do not require special calculation and can be obtained directly (e.g., from airport blueprints) or set (according to industry standards); real-time sensed parameters include grounding velocity V. G Real-time position, real-time velocity V RT These parameters can be calculated using data from various sensors; the remaining parameters require one or more calculations. The calculations can be performed using a single formula or a combination of multiple formulas to obtain the specific calculated values ​​of the required parameters for subsequent comparison.

[0101] It should be understood that the parameters involved in this application are not newly created by the inventor; they are actually parameters frequently used in the fields of aircraft design, manufacturing, and use. Therefore, there is no need to spend too much time describing them.

[0102] 2.4 Alarm Information Methods

[0103] exist Figure 2 An alarm information control method according to an embodiment of this application is illustrated.

[0104] As shown in the figure, the method includes:

[0105] In step 210, during the aircraft's approach phase, when the aircraft is aligned with the runway and preparing to land, the warning information system is activated.

[0106] In step 220, ground speed information is obtained, and the grounding speed and grounding point location are calculated in advance.

[0107] In step 230, before touchdown, a landing runway overflow warning logic judgment is performed to determine whether a landing runway overflow warning is triggered.

[0108] If a landing runway overflow warning is triggered, proceed to step 270, output the corresponding "landing runway overflow warning" alarm information, and the crew can take corresponding control measures or make automatic decisions according to instructions.

[0109] If it is determined that the landing runway overflow warning is not triggered, the process proceeds to step 240.

[0110] Specifically, as shown in Table 1, the logical judgment of the "landing runway overflow warning" can include multiple parameter comparison criteria. For example, "real-time deceleration a" RT Is it greater than the maximum permissible deceleration a? max "Runway finish line calculation (limit) speed V" RWTM "Is it greater than zero speed?", "Grounding speed V" G Is it greater than the reference speed limit V?RTRM "Extreme braking distance" S BrM Is it greater than the effective runway length L? ERL "or "limit deceleration time" t DecM Is it greater than the braking time? t Br ".

[0111] For the logical judgment of the "Landing Runway Overflow Warning," only one of these parameter comparison criteria needs to be met to confirm the triggering of the "Landing Runway Overflow Warning" and output the corresponding alarm information. In this example, the most easily obtained criterion, "Runway End Calculation (Limit) Speed ​​V," is selected. RWTM The speed at the runway endpoint is used to determine whether a "landing runway overflow warning" is triggered, based on whether the speed is greater than zero. The maximum speed V at the runway endpoint is calculated. RWTM Based on the maximum permissible deceleration a max Calculated, i.e., through real-time speed V RT Maximum permissible deceleration a max and distance S from the finish line RWT The maximum speed V at the runway finish line is calculated using the velocity variance formula. RWTM The maximum speed V is calculated by determining the finish line of the runway. RWTM Whether the value is greater than zero can easily determine whether an aircraft is at risk of overrunning the runway, thus triggering a "runway overflow warning". It should be understood that this is just an example, and other parameter comparison standards can also be used for the above logical judgment, and are not limited to this example.

[0112] When the logical judgment indicates that a runway overflow warning should be triggered (i.e., the judgment result is "yes"), the process proceeds to step 270, triggering and outputting the "Landing Runway Overflow Warning" alarm message. The crew can manually take appropriate control measures based on this alarm message and the standard operating procedure for handling this alarm. Alternatively, the onboard system can make automatic decisions based on preset programs to avoid the risk of runway overrun. At this point, the alarm control process ends.

[0113] On the other hand, if the logical judgment does not trigger a runway overflow warning (i.e., the judgment result is "No"), then proceed to step 240. In this step, after the predetermined time for aircraft touchdown (set as needed), real-time ground data is collected. The real-time data includes real-time speed and various real-time distance information. For example, the real-time distance information may include the distance S from the target exit. TE Distance S from non-target exit TEX Distance S from the final exit FE Distance S from the finish line RWT This data will be used in the subsequent logic for determining whether to trigger various alarm messages.

[0114] The predetermined time refers to the time elapsed after the aircraft touches down, such as a few seconds. The purpose of this time is primarily to ensure the aircraft can taxi smoothly after landing. Additionally, it avoids the dangers of anti-lock braking systems that might occur if braking is initiated immediately upon touchdown. Therefore, it is safer for the system to begin braking after the aircraft has landed stably. This predetermined time can be set as needed, as long as it ensures a smooth landing and taxiing.

[0115] After collecting the required data, the process proceeds to step 250. In this step, logical judgments of alarm information at each flag position are executed sequentially according to priority. Based on the judgment results, corresponding alarm information is triggered and output, and the crew takes appropriate control measures or makes automatic decisions according to preset instructions. The control measures and decisions may include performing the data collection after a relatively long predetermined time, such as five seconds, which can collect more accurate data. Examples include information alarm and display push, automatic braking, increased braking, decreased braking, reselection exit, crew takeover, go-around, and subsequent steps.

[0116] As mentioned earlier, the alarm information includes 10 types of information. Except for the "Landing Runway Overflow Warning," which has already undergone logical judgment in step 230, the logical judgment of the other 9 types of alarm information is executed sequentially according to priority in this step. The specific judgment process is described in the following sub-processes.

[0117] Finally, in step 260, the airborne braking control system executes deceleration control according to the braking deceleration command corresponding to the alarm information triggered in step 250 to avoid the corresponding alarm risk.

[0118] The steps above are only the basic steps of the alarm information control method. The details of the key steps are explained below.

[0119] First, in step 230, based on the calculated data, a landing runway overflow warning logic judgment is performed, and corresponding alarm information is output as needed according to the judgment result. Furthermore, the crew can take corresponding control measures or make automatic decisions according to instructions. For example... Figure 3 As shown, this step may include the following sub-steps:

[0120] In step 230A-1, parameters are compared according to the selected parameter comparison standard, and it is determined whether "it is possible to stop at or before the finish line of the runway". In this example, this involves calculating the maximum speed V at the finish line of the runway. RWTM Compare with zero (speed).

[0121] As shown in Table 1, in this application, one of five sets of parameter comparison standards ("deceleration" parameter, "marker speed" parameter, "real-time position speed" parameter, "distance from marker" parameter, and "time" parameter) can be selected to perform the logical judgment of alarm information. Therefore, during system installation, a set of comparison parameters can generally be preset, or multiple sets of comparison parameters can be combined for the logical judgment of various alarm information. Therefore, in step 230A-1, the logical judgment of "whether it can stop at or before the finish line" can be directly performed based on the parameter comparison standard pre-selected for it.

[0122] If the maximum speed V is calculated at the end of the runway RWTM If the result is greater than zero, it means that the aircraft cannot stop at or before the end of the runway (i.e., the result of the above judgment logic is "no"). Based on this judgment result, the process proceeds to step 230A-2.

[0123] In step 230A-2, a "Landing Runway Overflow Warning" is output and displayed. The display not only refers to highlighting the "Landing Runway Overflow Warning" message on the screen, but may also include issuing a corresponding alarm voice through the cabin buzzer or crew headset to further remind the crew of the alarm message.

[0124] Subsequently, in step 230A-3, the crew executes the corresponding operating instructions according to the standard operating procedure in the event of a "runway overflow warning" to take appropriate control measures to autonomously control the landing. For example, the onboard system can automatically terminate the landing and perform a go-around, thereby avoiding the risk of overrunning the runway. The alarm information control method then concludes.

[0125] On the other hand, if in step 230A-1, the runway finish line calculates the maximum speed V... RWTM If the result is less than or equal to zero, it is determined that "the aircraft can stop at or before the end of the runway" (i.e., the result of the above judgment logic is "yes"). The process then proceeds to step 230A-4, in which the aircraft lands normally, and the process proceeds to step 240.

[0126] In step 250, the logical judgment of the alarm information at each identifier position is executed in sequence according to priority, and the corresponding information is output as needed based on the judgment result. The unit takes corresponding control measures or makes automatic decisions according to preset instructions.

[0127] As mentioned earlier, to conserve system resources, a priority mechanism can be used to prioritize various alarm messages, performing logical checks on alarm messages sequentially in the order of landing overrun > buffer zone > runway end > final exit > target exit > non-target exit. This priority order is based on the severity of the alarm (i.e., the potential severity of the accident). Theoretically, if an alarm message is determined to be triggered during the logical check of the current priority alarm message, the logical checks of subsequent priority alarm messages do not need to be executed, because the parameter comparisons that satisfy the triggering of higher-priority alarms also satisfy the parameter comparisons of lower-priority alarms, ensuring that subsequent alarm messages will be triggered. Therefore, in this embodiment, when performing logical checks on alarm messages sequentially according to the above priority, if it is found that the current priority alarm message has been triggered, the logical checks of subsequent priorities will not be executed.

[0128] It should be understood that the above priority order of "landing overrun > buffer zone > runway terminus > final exit > target exit > non-target exit" is given for illustrative purposes and is not a limitation. Because airport environmental conditions vary greatly, the above priority order may not be applicable to all airports. For example, some small airports may only have one runway exit, or some mountainous or coastal airports may have a very close buffer zone and runway terminus due to geographical constraints. Therefore, the above priority order can be dynamically adjusted according to the specific airport environment. This embodiment only illustrates a typical order.

[0129] In step 230, the logical judgment of "Landing Runway Overrun Warning" in the "Landing Runway Overrun" priority has already been executed. Therefore, according to the above priority order, step 250 first executes the logical judgment of "Runway Overrun Warning" in the "Buffer Zone" priority. The logical judgment process of the "Runway Overrun Warning" is as follows: Figure 4 As shown in the image.

[0130] like Figure 4 As shown, in step 250A-1, parameters related to the buffer endpoint are calculated based on the real-time ground data collected in step 240.

[0131] Subsequently, in step 250A-2, the selected parameters are compared according to the parameter comparison criteria associated with the "out of buffer zone alarm" to determine whether the aircraft can stop at or before the end of the buffer zone.

[0132] If the judgment result is "no", that is, the aircraft cannot stop at or before the end of the buffer zone, then proceed to step 250A-3.

[0133] In step 250A-3, the "Out of Buffer Zone Alarm" is output and displayed. The display not only refers to highlighting the "Out of Buffer Zone Alarm" message on the screen, but may also include issuing a corresponding alarm voice through the cabin buzzer or crew headset to further remind the crew of the alarm message.

[0134] Subsequently, proceeding to step 250A-4, after the crew detects the alarm information, they can take corresponding control measures or make automatic decisions according to preset instructions. In the event of a "runaway from the buffer zone alarm," the crew can terminate taxiing to perform a go-around maneuver, or autonomously control the landing. Since the "runaway from the buffer zone alarm" has already been triggered and the corresponding control measures have been executed, further logical judgment processes are unnecessary, and the alarm information control method ends there.

[0135] On the other hand, if the judgment result is "yes," meaning the aircraft can stop at or before the end of the buffer zone, then proceed to step 250A-5, executing subsequent logical judgment procedures in priority order. The next priority after "buffer zone" is "runway end," therefore, the next logical judgment is the "runway overrun warning" and "runway overrun alert" logical judgment procedures within the "runway end" priority, i.e., proceeding to... Figure 5 The process.

[0136] The following is combined with Figure 5 This describes the logical decision-making process for "runway overrun warning" and "runway overrun alert" in the "runway finish line" priority.

[0137] Similarly, in step 250B-1, parameters related to the runway finish line are calculated based on the real-time ground data collected in step 240.

[0138] Subsequently, in step 250B-2, firstly, according to the parameter comparison criteria associated with the "runway overrun warning", the selected parameters are compared to determine whether the aircraft can stop at or before the runway end at the maximum permissible deceleration.

[0139] If the judgment result is "No," meaning the aircraft cannot stop at or before the runway end point at the maximum permissible deceleration, then proceed to step 250B-3. In this step, "Runway Overrun Warning" is output and displayed. As mentioned earlier, the display may also include issuing a corresponding warning voice using the cockpit buzzer or crew headset to further inform the crew of the warning message. The process then proceeds to step 250B-4.

[0140] In step 250B-4, after the crew detects the alarm information, they can take corresponding control measures or make automatic decisions according to preset instructions. In the event of a "runway overrun alarm," the crew can terminate taxiing to perform a go-around maneuver, or autonomously control the landing. This concludes the alarm information control method.

[0141] On the other hand, if the determination result is "yes," meaning the aircraft can stop at or before the runway end at the maximum permissible deceleration, then proceed to step 250B-5. In step 250B-5, the selected parameters are compared according to the parameter comparison criteria associated with the "runway overrun warning" to determine whether the aircraft can stop at or before the runway end at the preset deceleration.

[0142] If the judgment result is "No," meaning the aircraft cannot stop at or before the runway end point under the preset deceleration, then proceed to step 250B-6. In this step, "Runway Exit Warning" is output and displayed. As mentioned above, the display may also include issuing a corresponding warning voice using the cockpit buzzer or crew headset to further inform the crew of the warning message. Subsequently, proceed to step 250B-7.

[0143] In step 250B-7, after the crew detects the alarm information, it can take corresponding control measures or make automatic decisions according to preset instructions. In the event of a "runway overrun warning," the crew can increase braking to stop at or before the runway terminus, or remain stopped in the buffer zone. At this point, the logical judgment process for the alarm information ends, and subsequent step 260 can be executed.

[0144] On the other hand, if the judgment result is "yes," meaning the aircraft can stop at or before the runway end point under the preset deceleration, then proceed to step 250B-8. In step 250B-8, subsequent logical judgment processes are executed in priority order. The next priority after "runway end point" is "last exit," therefore, the next logical judgment is the logical judgment process for "last exit overflow alarm" and "last exit overflow warning" within the "last exit" priority.

[0145] The following is combined with Figure 6 This describes the logical judgment process for "last exit overflow alarm" and "last exit overflow warning" in the "last exit" priority.

[0146] Similarly, in step 250C-1, parameters related to the final exit are calculated based on the real-time ground data collected in step 240.

[0147] Subsequently, in step 250C-2, firstly, according to the parameter comparison criteria associated with the "last exit overflow alarm", the selected parameters are compared to determine whether the aircraft can reach the last exit at the target exit speed under the maximum permissible deceleration.

[0148] If the judgment result is "No," meaning the aircraft cannot reach the final exit at the target exit speed with the maximum permissible deceleration, then proceed to step 250C-3. In this step, a "Final Exit Overflow Alarm" is output and displayed. As mentioned earlier, the display may also include issuing a corresponding alarm voice using the cabin buzzer or crew headset to further inform the crew of the alarm message. The process then proceeds to step 250C-4.

[0149] In step 250C-4, after the crew detects the alarm information, they can take corresponding control measures or make automatic decisions according to preset instructions. In the case of triggering the "Last Exit Overflow Alarm," since the aircraft cannot be decelerated to the target exit speed at the last exit even at the maximum permissible deceleration, but the alarm message was not triggered in the previous "Runway Overrun Warning" and "Runway Overrun Alarm" logical judgments, the crew can increase braking to decelerate the aircraft to zero before reaching the runway end. At this point, the logical judgment process for the alarm information ends, and step 260 can continue.

[0150] On the other hand, if the judgment result is "yes," meaning that the aircraft can reach the final exit at the target exit speed with the maximum permissible deceleration, then proceed to step 250C-5. In step 250C-5, the selected parameters are compared according to the parameter comparison criteria associated with the "final exit overflow warning" to determine whether the aircraft can reach the final exit at the target exit speed with the preset deceleration.

[0151] If the judgment result is "No," meaning the aircraft cannot reach the final exit at the target exit speed under the preset deceleration, then proceed to step 250C-6. In this step, "Final Exit Overflow Warning" is output and displayed. Subsequently, proceed to step 250C-7.

[0152] In step 250C-7, after the unit detects the alarm information, it can take corresponding control measures or make automatic decisions according to preset instructions. If the "Final Exit Overflow Warning" is triggered, the unit can increase braking (not exceeding the maximum permissible deceleration) to slow down to the target exit speed at the final exit. At this point, the logical judgment process for the alarm information ends, and subsequent step 260 can proceed.

[0153] On the other hand, if the judgment result is "yes," meaning the aircraft can reach the final exit at the target exit speed under the preset deceleration, then proceed to step 250C-8. In step 250C-8, since the aircraft can reach the final exit at the target exit speed under the preset deceleration, the preset deceleration may exactly allow the aircraft to reach the final exit at the target exit speed, or it may be that the preset deceleration is too large, causing the aircraft to reach the final exit at a speed less than the target exit speed. Therefore, the crew can take action or not take action based on the actual situation, for example, reducing braking to ensure reaching the final exit at the target exit speed. Subsequently, the subsequent logical judgment process is executed in priority order. The next priority after "final exit" is "target exit," therefore, the next logical judgment is the logical judgment process of "target exit overflow warning" and "target exit overflow alarm" in the "target exit" priority.

[0154] The following is combined with Figure 7 This describes the logical judgment process for "Target Export Overflow Alarm" and "Target Export Overflow Warning" in the "Target Export" priority.

[0155] Similarly, in step 250D-1, parameters related to the target exit are calculated based on the real-time ground data collected in step 240.

[0156] Subsequently, in step 250D-2, firstly, according to the parameter comparison criteria associated with the “Target Exit Overflow Alarm”, the selected parameters are compared to determine whether the aircraft can reach the target exit at the target exit speed under the maximum permissible deceleration.

[0157] If the judgment result is "No," meaning the aircraft cannot reach the target exit at the target exit speed under the maximum permissible deceleration, then proceed to step 250D-3. In this step, "Target Exit Overflow Alarm" is output and displayed. Then, the process proceeds to step 250D-4.

[0158] In step 250D-4, after the unit detects the alarm information, it can take corresponding control measures or make automatic decisions according to preset instructions. When a "target outlet overflow alarm" is triggered, the unit tends to select a non-target outlet as the new target outlet. Therefore, the process proceeds to the next logical judgment step, namely the logical judgment process for "non-target outlet overflow alarm" and "non-target outlet overflow warning" in the "non-target outlet" priority.

[0159] On the other hand, if the judgment result is "yes," meaning that the aircraft can reach the target exit at the target exit speed under the maximum permissible deceleration, then proceed to step 250D-5. In step 250D-5, the selected parameters are compared according to the parameter comparison criteria associated with the "target exit overflow warning" to determine whether the aircraft can reach the target exit at the target exit speed under the preset deceleration.

[0160] If the judgment result is "No," meaning the aircraft cannot reach the target exit at the target exit speed under the preset deceleration, then proceed to step 250D-6. In this step, "Target Exit Overflow Warning" is output and displayed. Subsequently, proceed to step 250D-7.

[0161] In step 250D-7, after the unit detects the alarm information, it can take corresponding control measures or make automatic decisions according to preset instructions. If the "target outlet overflow warning" is triggered, the unit can increase braking (not exceeding the maximum permissible deceleration) to reduce speed to the target outlet speed. At this point, the logical judgment process for the alarm information ends, and subsequent step 260 can be executed.

[0162] On the other hand, if the judgment result is "yes", that is, the aircraft can reach the target exit at the target exit speed under the preset deceleration, then a variety of measures can be taken.

[0163] For example, the process can proceed to step 250D-8. In step 250D-8, if the braking force is too great, the braking can be reduced to ensure that the aircraft can reach the target exit at the target exit speed. In this way, there is no need for logical judgment of the "non-target exit" alarm information, the logical judgment process of the alarm information ends here, and the subsequent step 260 can continue to be executed.

[0164] Alternatively, the process can proceed to step 250D-9, where the braking force can be increased or the existing braking state maintained to abandon the current target exit and select a non-target exit. In this case, the process proceeds to the next logical judgment step, namely the logical judgment process of "non-target exit overflow alarm" and "non-target exit overflow warning" in the "non-target exit" priority.

[0165] The following is combined with Figure 8 This describes the logical judgment process for "Non-target Export Overflow Alarm" and "Non-target Export Overflow Warning" in the "Non-target Export" priority.

[0166] Similarly, in step 250E-1, parameters related to the target exit are calculated based on the real-time ground data collected in step 240.

[0167] Subsequently, in step 250E-2, firstly, each non-target exit is compared one by one according to the selected parameters based on the parameter comparison criteria associated with the "non-target exit overflow alarm" to determine whether the aircraft can reach the non-target exit at the exit target speed under the maximum permissible deceleration.

[0168] If the judgment result is "No," meaning the aircraft cannot reach the non-target exit at the target exit speed under the maximum permissible deceleration, then proceed to step 250E-3. In this step, a "Non-target Exit Overflow Alarm" for that exit is output and displayed. The process then proceeds to step 250E-4.

[0169] In step 250E-4, after the unit detects the alarm information, it can take corresponding control measures or make automatic decisions according to preset instructions. For example, the unit can increase braking or maintain the existing braking state, and the alarm information system will select the optimal exit and display and push the unit based on the existing braking deceleration and / or increased braking deceleration. Then, proceed to step 260.

[0170] On the other hand, if the judgment result is "yes," meaning that the aircraft can reach each non-target exit at the target exit speed under the maximum permissible deceleration, then proceed to step 250E-5. In step 250E-5, each non-target exit is compared one by one according to the parameter comparison criteria associated with the "non-target exit overflow warning" to determine whether the aircraft can reach the non-target exit at the target exit speed under the preset deceleration.

[0171] If the judgment result is "No," meaning the aircraft cannot reach the non-target exit at the target exit speed under the preset deceleration, then proceed to step 250E-6. In this step, the "Non-target Exit Overflow Warning" for that exit is output and displayed. Subsequently, proceed to step 250E-7.

[0172] In step 250E-7, after the unit detects the alarm information, it can take corresponding control measures or make automatic decisions according to preset instructions. If a "non-target exit overflow warning" is triggered, the unit can increase braking (not exceeding the maximum permissible deceleration) to reduce speed to the target exit speed at the non-target exit. The logical judgment process for all alarm information ends here. Subsequently, step 260 can be executed.

[0173] On the other hand, if the judgment result is "yes", that is, the aircraft can reach a non-target exit at the target exit speed under the preset deceleration, then a variety of measures can be taken.

[0174] For example, the process can proceed to step 250E-8. In step 250E-8, if the braking force is too great, the braking can be reduced to ensure that the aircraft can reach the non-target exit at the target exit speed. The logical judgment process for all alarm information ends here, and subsequent step 260 can continue.

[0175] Alternatively, the process can proceed to step 250E-9. If the braking force is insufficient, the unit can either increase braking or maintain the existing braking state. The alarm information system will then prioritize the exit point based on the existing braking deceleration and / or increased braking deceleration, and display and push the alarm to the unit. The logical judgment process for all alarm information ends here, and subsequent step 260 can be executed.

[0176] It should be understood that the logical judgment process for each alarm message described above involves many examples of control measures or automatic decisions taken by the crew when an alarm message is triggered or not. However, it should be understood that the control measures or automatic decisions described are given for illustrative purposes only. Which actions should be taken when a certain alarm message is triggered is generally clearly specified in the flight manual or has corresponding preset schemes in the flight control procedures. Therefore, the measures described in the above process are given for illustrative purposes only. Of course, the crew can also make flexible adjustments according to the actual situation. These all fall within the scope of this invention.

[0177] In another embodiment, in addition to executing the logical judgment of the alarm information at each flag bit in order of priority, another method can be used to execute the logical judgment of the alarm information at each flag bit, namely, by using an information suppression control mechanism.

[0178] In this information suppression control mechanism, all alarm messages have the same priority. Therefore, the logical judgments of the alarm information for each flag bit mentioned in procedures 250A to 250E are executed simultaneously. That is, logical judgments are performed on each alarm message simultaneously, and alarm information is output as needed (i.e., only triggered alarm information is output). Then, among the alarm messages to be output, they are sorted according to their importance or security level. The highest-level alarm message is displayed and pushed, while other lower-level alarm messages are suppressed. Only after the highest-level alarm message has undergone relevant crew handling measures and the information suppression control has disappeared during aircraft operation will the second-highest-level alarm message among the remaining suppressed alarm messages be displayed and pushed. This process continues until all alarm messages are displayed and disappear. The specific level sorting needs to be determined according to the actual situation; for example, the display of alarm information can refer to the level classifications specified in the four example warning levels mentioned earlier.

[0179] In addition to the two embodiments mentioned above, the logical relationships between alarm information for each flag can also be defined according to actual needs, and the logical relationships and processes between alarm information can be adapted to the defined rules. For example, since flight and airport conditions are ever-changing, there are many possibilities for rules, and no specific restrictions or regulations are made here.

[0180] In the above Figure 3 as well as Figures 4 to 8 The alarm information logic for each flag bit uses parameter comparison (standards). As shown in Table 1, each alarm information involves comparisons of five types of parameters: "deceleration," "flag bit speed," "real-time position speed," "distance from flag bit," and "time." Furthermore, different types of parameters can be converted to each other using formulas. The judgment logic can select one (or more) sets of parameter comparison standards from these five types of parameters to determine whether to trigger the alarm information. Therefore, the following sections will provide a detailed explanation of each of these five types of parameter comparisons.

[0181] 3. Alarm information logical judgment based on five types of parameter comparison standards

[0182] 3.1 Deceleration

[0183] For alarm information logic algorithms based on "deceleration", according to the basic formula (where V) t Here, V0 is the target velocity, a is the deceleration (which can be preset), and S is the distance between the real-time position and the target position (or other formulas and combinations can also be used). The system uses the target velocity, exit (or marker) target velocity, and distance from the exit (or marker) to calculate the real-time deceleration. Based on the distance from the real-time position to each marker, the real-time deceleration corresponding to each marker is calculated. Then, according to the priority order (landing overrun > buffer zone > runway end > final exit > target exit > non-target exit), the real-time deceleration is compared with the maximum permissible deceleration and the preset deceleration (except for the buffer zone and landing overrun).

[0184] ■Landing runway – Before touchdown, the calculated touchdown velocity V based on zero speed. G and effective runway length L ERL To calculate the real-time deceleration a RT If the real-time deceleration a RT greater than the maximum permissible deceleration a max If the overflow warning is not provided, a landing runway overflow warning will be issued; otherwise, the overflow status will be determined.

[0185] ■Buffer Zone—— If no runway overflow warning is generated. After grounding (with a few seconds reserved), based on real-time speed V RT Maximum permissible deceleration a max and distance S from the finish line RWT Calculate the maximum speed V at the finish line of the runway RWTM Then calculate the maximum speed V using the finish line of the runway. RWTM Zero speed and buffer length L BUF Calculate the real-time deceleration a RT If the real-time deceleration a RT greater than the buffer deceleration a BUF If the overflow buffer is exceeded, a warning will be provided; otherwise, further overflow status checks will be performed.

[0186] ■The finish line of the track—— If no overflow warning is generated. Then based on the real-time speed V RT Export target speed V TE and distance S from the finish line RWT Calculate the real-time deceleration a RT and with the maximum permissible deceleration a max Comparison, if the real-time deceleration a RT greater than the maximum permissible deceleration a max If the overflow occurs, the vehicle will enter the buffer zone and decelerate within the buffer zone, stopping there and providing an overrun warning. Otherwise, the overflow status will be determined.

[0187] ■The finish line of the track—— If no runway overrun warning is generated. Then based on the real-time speed V RT Export target speed V TE and distance S from the finish line RWT Calculate the real-time deceleration a RT and with the preset deceleration a Base Comparison, if the real-time deceleration a RT greater than the preset deceleration a Base Then the maximum permissible deceleration a can be achieved. max At the runway finish line, the speed is reduced to zero, or the runway may incur in the runway buffer zone and decelerate to a stop within the buffer zone, providing a runway overrun warning (Caution). If the real-time deceleration is a RT Less than or equal to the preset deceleration a Base Then proceed with the subsequent overflow status check;

[0188] ■Final Exit—— If no runway overrun warning is issued. Then based on the real-time speed V RT Export target speed V TE and distance S from the final exit FE Calculate the real-time deceleration a RTand with the maximum permissible deceleration a max Comparison, if the real-time deceleration a RT greater than the maximum permissible deceleration a max Then it will rush through the final exit and can decelerate to the maximum permissible speed a. max Stop before the runway finish line and provide a final exit overflow warning (Caution); otherwise, proceed with the subsequent overflow status assessment.

[0189] ■Final Exit—— If no final exit overflow alarm (Caution) is generated. Based on real-time speed V RT Export target speed V TE and distance S from the final exit FE Calculate the real-time deceleration a RT and with the preset deceleration a Base Comparison, if the real-time deceleration a RT greater than the preset deceleration a Base The maximum permissible deceleration a max At the final exit, decelerate to the target exit speed, or stop before the runway finish line, and provide a final exit overflow warning (Advisory). If the real-time deceleration is a RT Less than or equal to the preset deceleration a Base Then proceed with the subsequent overflow status check;

[0190] ■Target Export—— If no final exit overflow warning (Advisory) is generated. Based on real-time speed V RT Export target speed V TE and distance S from the target exit TE Calculate the real-time deceleration a RT and with the maximum permissible deceleration a max Comparison, if the real-time deceleration a RT greater than the maximum permissible deceleration a max It will rush past the target exit and can decelerate at its maximum permissible speed a max At other exits, decelerate to the target exit speed and provide a target exit overflow alarm (Advisory). At this point, appropriate braking deceleration can be used to select other preferred exits to continue operation; otherwise, subsequent overflow status judgment will be performed.

[0191] ■Target Export—— If no target exit overflow alarm (Advisory) is generated. Based on real-time speed V RT Export target speed V TE and distance S from the target exit TE Calculate the real-time deceleration a RT and with the preset deceleration a Base Comparison, if the real-time deceleration a RT greater than the preset deceleration a BaseThe maximum permissible deceleration a max The vehicle decelerates to the target exit speed at the target exit, or decelerates to the target exit speed at another exit after passing the target exit, and provides a target exit overflow warning (Status). Otherwise, no alarm is required, and the vehicle can use appropriate braking deceleration to select the target exit or other preferred exit to continue operation.

[0192] ■Non-target exports—— If a target exit overflow alarm (Advisory) is generated. For all non-target exits, based on real-time speed V RT Export target speed V TE and distance S from non-target exit TEX Calculate the real-time deceleration 'a' for each of the distances to all non-target exits. RT and with the maximum permissible deceleration a max Comparison, if the real-time deceleration a RT greater than the maximum permissible deceleration a max It will rush past the non-target exit and can decelerate at its maximum permissible speed a max At other exits, decelerate to the target exit speed and provide an overflow warning (Advisory) for the non-target exit, displaying image information and status on the brake stroke page;

[0193] ■Non-target exports—— If no non-target egress overflow alarm (Advisory) is generated. For all non-target exits, based on real-time speed V RT Export target speed V TE and distance S from non-target exit TEX Calculate the real-time deceleration 'a' for each of the distances to all non-target exits. RT and with the preset deceleration a Base Comparison, if the real-time deceleration a RT greater than the preset deceleration a Base This will allow for the maximum permissible deceleration a max The vehicle will decelerate to the target exit speed at the non-target exit, or decelerate to the target exit speed at another exit after passing the non-target exit, and provide an overflow warning (Status) for the non-target exit. The image information and status will be displayed on the braking stroke page. Otherwise, no alarm is required, and the vehicle can select the preferred exit to continue operation with an appropriate braking deceleration.

[0194] 3.2 Real-time speed of the flag bit

[0195] For alarm information logic algorithms based on "real-time speed of the identifier bit", according to the formula (or other formulas and various combinations) and target position alarm information priority rules, using deceleration (preset deceleration a) Base / Maximum permissible deceleration amax / Buffer deceleration a BUF Real-time speed V RT The calculated (or limit) speed of each exit (or marker) is calculated in real time based on the distance information from the exit (or marker). Then, according to the priority order (landing overrun > buffer zone > runway end > final exit > target exit > non-target exit) or other order, the target speed V of the exit (or marker) is calculated under various deceleration conditions. TE Compare with the calculated (or maximum) speed at each exit (or marker):

[0196] ■Landing runway – Before touchdown, based on calculated touchdown velocity V G Maximum permissible deceleration a max and effective runway length L ERL To calculate the maximum speed V at the finish line of the runway RWTM If the value is greater than zero, a landing runway overflow warning (Caution) is provided; otherwise, a subsequent overflow status assessment is performed.

[0197] ■Buffer Zone—— If no runway overflow warning is generated. After grounding (with a few seconds reserved), based on real-time speed V RT Maximum permissible deceleration a max and distance S from the finish line RWT Calculate the maximum speed V at the finish line of the runway RWTM Then, the buffer deceleration a BUF Buffer length L BUF Calculate the speed V at the end of the buffer zone BUF If the speed V is calculated at the end of the buffer zone BUF If the value is greater than zero, an overflow warning is provided; or a buffer deceleration 'a' is used as the basis for the warning. BUF Buffer length L BUF Reverse calculate the speed limit at the runway finish line, if the maximum speed V is calculated at the runway finish line. RWTM If the speed exceeds the runway finish line speed limit, an overrun warning is issued; otherwise, a subsequent overflow status check is performed.

[0198] ■The finish line of the track—— If no overflow warning is generated. Based on real-time speed V RT Distance S from the finish line RWT and maximum permissible deceleration a max Calculate the maximum speed V at the finish line of the runway RWTM And compare it with zero speed, if the runway finish line calculates the maximum speed V RWTM If the value is greater than zero, the runway will enter the buffer zone and decelerate to stop within the buffer zone, providing a runway overrun warning. If the runway terminus calculates the maximum speed V... RWTMIf the value is less than or equal to zero, then proceed with the subsequent overflow status check;

[0199] ■The finish line of the track—— If no runway overrun warning is generated. Based on real-time speed V RT Distance S from the finish line RWT and preset deceleration a Base Calculate the speed V at the finish line of the runway RWT And compare it with zero speed, if the speed V is calculated at the end of the runway RWT A value greater than zero allows for the maximum permissible deceleration 'a'. max At the runway finish line, the speed will be reduced to zero, or the runway will enter the runway buffer zone and decelerate to a stop within the buffer zone, providing a runway overrun warning (Caution). If the calculated speed V at the runway finish line is... RWT If the value is less than or equal to zero, then proceed with the subsequent overflow status check;

[0200] ■Final Exit—— If no runway overrun warning is issued. Based on the maximum permissible deceleration a max Real-time speed V RT Distance S from the final exit FE Calculate the final exit speed limit V. FEM and the target speed V at the exit TE For comparison, if the final exit speed V is calculated... FEM Greater than the target exit speed V TE It rushes through the final exit and can decelerate to its maximum permissible speed a max Stop before the runway finish line and provide a final exit overflow warning (Caution); otherwise, proceed with the subsequent overflow status assessment.

[0201] ■Final Exit—— If no final exit overflow alarm (Caution) is generated. Based on the preset deceleration a Base Real-time speed V RT Distance S from the final exit FE Calculate the final exit speed V FE and the target speed V at the exit TE Comparison, if the final exit speed V is calculated FE Greater than the target exit speed V TE The maximum permissible deceleration a max At the final exit, the speed will decrease to the target exit speed, or the vehicle will stop before the runway finish line, and a final exit overflow warning (Advisory) will be provided. If the final exit speed is calculated as V... FE Less than or equal to the target exit speed V TE

[0202] Then proceed with the subsequent overflow status check;

[0203] ■Target Export—— If no final exit overflow warning (Advisory) is generated. Based on the maximum permissible deceleration a max Real-time speed V RT Distance S from the target exit TE Calculate the target exit limit speed V TECM and the target speed V at the exit TE For comparison, if the target exit calculates the maximum speed V... TECM Greater than the target exit speed V TE It will rush past the target exit and can decelerate at its maximum permissible speed a max At other exits, decelerate to the target exit speed and provide a target exit overflow warning (Advisory). At this point, you can select another preferred exit to continue running with an appropriate braking deceleration; otherwise, proceed with subsequent overflow status judgment.

[0204] ■Target Export—— If no target exit overflow alarm (Advisory) is generated. Based on the preset deceleration a Base Real-time speed V RT Distance S from the target exit TE Calculate the target exit speed V TEC and the target speed V at the exit TE Comparison, if the target exit calculates the speed V TEC Greater than the target exit speed V TE The maximum permissible deceleration a max Decelerate to the target exit speed at the target exit, or decelerate to the target exit speed at another exit after passing the target exit, and provide a target exit overflow warning (Status). Otherwise, no alarm is required, and the target exit or other preferred exit can be selected with appropriate braking deceleration to continue operation.

[0205] ■Non-target exports—— If a target exit overflow alarm (Advisory) is generated. For all non-target exports, the maximum permitted deceleration a is applied. max Real-time speed V RT Distance S from non-target exit TEX (Distance values ​​for all non-target exits), calculate the maximum speed V for all non-target exits. TEXCM and the target speed V at the exit TE For comparison, if the target exit is not calculated, the maximum speed V is... TEXCM Greater than the target exit speed V TE It will rush past the non-target exit and can decelerate at its maximum permissible speed a max At other exits, decelerate to the target exit speed and provide an overflow alarm (Advisory) for a non-target exit. Display image information and status on the braking stroke page; otherwise, perform subsequent overflow status judgment.

[0206] ■Non-target exports—— If no non-target egress overflow alarm (Advisory) is generated. For all non-target exits, a preset deceleration a is applied. Base Real-time speed V RT Distance S from non-target exit TEX (Distance values ​​for all non-target exits), calculate the speed V for all non-target exits. TEXC and the target speed V at the exit TE Comparison, if the calculated speed V is not the target exit TEXC Greater than the target exit speed V TE The maximum permissible deceleration a max The vehicle will decelerate to the target exit speed at the non-target exit, or decelerate to the target exit speed at another exit after passing the non-target exit, and provide an overflow warning (Status) for the non-target exit. The image information and status will be displayed on the braking stroke page. Otherwise, no alarm is required, and the vehicle will continue to operate at the preferred exit with an appropriate braking deceleration.

[0207] 3.3 Real-time position and speed

[0208] For alarm information logic algorithms based on real-time location and speed, according to the formula... (or other formulas and various combinations) and target position alarm information priority rules, using deceleration (preset deceleration a) Base / Maximum permissible deceleration a max / Buffer deceleration a BUF The system uses the target speed at each exit (or marker) and the distance to the exit (or marker) to calculate the real-time reference speed V corresponding to each exit (or marker). RTR Then, according to priority order (landing overrun > buffer zone > runway end > final exit > target exit > non-target exit) or other order, the reference speed and real-time speed at the real-time position under various deceleration conditions are compared (except for the buffer zone and landing overrun):

[0209] ■Landing runway – Before touchdown, based on zero speed and maximum permissible deceleration a max and effective runway length L ERL To calculate the reference limit speed V at the grounding point RTRM If the grounding speed V G Greater than the reference limit speed V RTRM If the overflow warning is not provided, a landing runway overflow warning will be issued; otherwise, the overflow status will be determined.

[0210] ■Buffer Zone—— If no runway overflow warning is generated. After grounding (with a few seconds reserved), based on zero time degree and buffer deceleration a BUF Buffer length L BUF Calculate the maximum speed V at the finish line of the runwayRWTM Then calculate the maximum speed V at the end of the runway. RWTM Maximum permissible deceleration a max and distance S from the finish line RWT Calculate the real-time position reference limit speed V RTRM If the real-time speed V RT Greater than the real-time position reference limit speed V RTRM If the overflow occurs, a warning is issued; otherwise, further overflow status checks are performed.

[0211] ■The finish line of the track—— If no overflow warning is generated. Based on zero speed and distance S from the finish line of the runway RWT and maximum permissible deceleration a max Calculate the reference limit speed V corresponding to the runway finish line position. RTRM and with real-time speed V RT Comparison, if the real-time speed V RT Greater than the reference limit speed V RTRM If the runway is overrun, the runway will enter the buffer zone and decelerate and stop in the buffer zone, providing an overrun warning; otherwise, the runway overflow status will be determined.

[0212] ■The finish line of the track—— If no runway overrun warning is generated. Based on zero speed and distance S from the finish line of the runway RWT and preset deceleration a Base Calculate the reference speed V corresponding to the runway finish line position. RTR and with real-time speed V RT Comparison, if the real-time speed V RT Greater than the reference speed V RTR This will allow for the maximum permissible deceleration a max The system stops at or before the runway finish line, or decelerates and stops in the runway buffer zone, providing a runway exit warning (Caution). This is especially important if the real-time speed V... RT Less than or equal to the reference speed V RTR Then proceed with the subsequent overflow status check;

[0213] ■Final Exit—— If no runway overrun warning is issued. Based on the maximum permissible deceleration a max Export target speed V TE Distance S from the final exit FE Calculate the reference limit speed V corresponding to the final exit position. RTRM and with real-time speed V RT Comparison, if the real-time speed V RT Greater than the reference limit speed V RTRM It rushes through the final exit and can decelerate to its maximum permissible speed amax Stop before the runway finish line and provide a final exit overflow warning (Caution); otherwise, proceed with the subsequent overflow status assessment.

[0214] ■Final Exit—— If no final exit overflow alarm (Caution) is generated. Based on the preset deceleration a Base Export target speed V TE Distance S from the final exit FE Calculate the reference speed V corresponding to the final exit position. RTR and with real-time speed V RT Comparison, if the real-time speed V RT Greater than the reference speed V RTR The maximum permissible deceleration a max At the final exit, decelerate to the target exit speed, or stop before the runway finish line, and provide a final exit overflow warning (Advisory). If the real-time speed V... RT Less than or equal to the reference speed V RTR Then proceed with the subsequent overflow status check;

[0215] ■Target Export—— If no final exit overflow warning (Advisory) is generated. Based on the maximum permissible deceleration a max Export target speed V TE and distance S from the target exit TE Calculate the reference limit speed V corresponding to the target exit position. RTRM and with real-time speed V RT Comparison, if the real-time speed V RT Greater than the reference limit speed V RTRM It will rush past the target exit and can decelerate at its maximum permissible speed a max At other exits, decelerate to the target exit speed and provide a target exit overflow warning (Advisory). At this point, you can select another preferred exit to continue running with an appropriate braking deceleration; otherwise, proceed with subsequent overflow status judgment.

[0216] ■Target Export—— If no target exit overflow alarm (Advisory) is generated. Based on the preset deceleration a Base Export target speed V TE and distance S from the target exit TE Calculate the reference speed V corresponding to the target exit position. RTR and with real-time speed V RT Comparison, if the real-time speed V RT Greater than the reference speed V RTR The maximum permissible deceleration a maxDecelerate to the target exit speed at the target exit, or decelerate to the target exit speed at another exit after passing the target exit, and provide a target exit overflow warning (Status). Otherwise, no alarm is required, and the target exit or other preferred exit can be selected with appropriate braking deceleration to continue operation.

[0217] ■Non-target exports—— If a target exit overflow alarm (Advisory) is generated. For all non-target exports, the maximum permitted deceleration a is applied. max Export target speed V TE Distance S from non-target exit TEX (Distance values ​​for all non-target exits), calculate the reference limit speed V corresponding to the locations of all non-target exits. RTRM and with real-time speed V RT Comparison, if the real-time speed V RT Greater than the reference limit speed V RTRM It will rush past the non-target exit and can decelerate at its maximum permissible speed a max At other exits, decelerate to the target exit speed and provide an overflow alarm (Advisory) for the non-target exit. Display image information and status on the braking stroke page; otherwise, perform subsequent overflow status judgment.

[0218] ■Non-target exports—— If no non-target egress overflow alarm (Advisory) is generated. For all non-target exits, a preset deceleration a is applied. Base Export target speed V TE Distance S from non-target exit TEX (Distance values ​​for all non-target exits), calculate the reference speed V corresponding to the locations of all non-target exits. RTR and with real-time speed V RT Comparison, if the real-time speed V RT Greater than the reference speed V RTR This will allow for the maximum permissible deceleration a max The vehicle will decelerate to the target exit speed at the non-target exit, or decelerate to the target exit speed at another exit after passing the non-target exit, and provide an overflow warning (Status) for the non-target exit. The image information and status will be displayed on the braking stroke page. Otherwise, no alarm is required, and the vehicle can continue to operate at the preferred exit with an appropriate braking deceleration.

[0219] 3.4 Distance from the marker

[0220] For the alarm information logic algorithm regarding the distance from the identifier, according to the formula... (or other formulas and various combinations) and target position alarm information priority rules, using deceleration (preset deceleration a) Base / Maximum permissible deceleration a max / Buffer deceleration aBUF The braking distance information is calculated based on the target speed and real-time speed at the exit (or marker). Then, according to the priority order (landing overrun > buffer zone > runway end > final exit > target exit > non-target exit) or other order, the real-time distance to the exit (or marker) and the braking distance are compared under various deceleration conditions.

[0221] ■Landing runway – Before touchdown, the calculated touchdown velocity V based on zero speed. G and maximum permissible deceleration a max To calculate the ultimate braking distance S BrM If the braking distance S BrM Greater than the effective runway length L ERL If the overflow warning is not provided, a landing runway overflow warning will be issued; otherwise, the overflow status will be determined.

[0222] ■Buffer Zone—— If no runway overflow warning is generated. After grounding (with a few seconds reserved), based on real-time speed V RT Maximum permissible deceleration a max and distance S from the finish line RWT Calculate the maximum speed V at the finish line of the runway RWTM Then, combined with zero velocity and buffer deceleration a BUF Calculate the maximum braking distance S of the buffer zone segment BrM If the limit braking distance S BrM Greater than the buffer length L BUF If the overflow occurs, a warning is issued; otherwise, further overflow status checks are performed.

[0223] ■The finish line of the track—— If no overflow warning is generated. Based on zero speed and real-time speed V RT and maximum permissible deceleration a max Calculate the ultimate braking distance S BrM and the distance S from the finish line RWT Comparison, if the limit braking distance S BrM Greater than the distance S from the finish line RWT If the runway is overrun, the runway will enter the buffer zone and decelerate and stop in the buffer zone, providing an overrun warning; otherwise, the runway overflow status will be determined.

[0224] ■The finish line of the track—— If no runway overrun warning is generated. Based on zero speed and real-time speed V RT and preset deceleration a Base Calculate braking distance S Br and the distance S from the finish line RWT Comparison, if braking distance S Br Greater than the distance S from the finish lineRWT This will allow for the maximum permissible deceleration a max The system stops at or before the runway finish line, or decelerates and stops in the runway buffer zone, providing runway exit warning (Caution), and if the braking distance S... Br Less than or equal to the distance S from the finish line of the runway RWT Then proceed with the subsequent overflow status check;

[0225] ■Final Exit—— If no runway overrun warning is issued. Based on zero speed and real-time speed V RT and maximum permissible deceleration a max Calculate the ultimate braking distance S BrM and the distance S from the final exit FE Comparison, if the limit braking distance S BrM Greater than the distance S from the final exit FE It rushes through the final exit and can decelerate to its maximum permissible speed a max Stop before the runway finish line and provide a final exit overflow warning (Caution); otherwise, proceed with the subsequent overflow status assessment.

[0226] ■Final Exit—— If no final exit overflow alarm (Caution) is generated. Based on zero speed and real-time speed V RT and preset deceleration a Base Calculate braking distance S Br and the distance S from the final exit FE Comparison, if braking distance S Br Greater than the distance S from the final exit FE The maximum permissible deceleration a max At the final exit, decelerate to the target exit speed, or stop before the runway finish line, and provide a final exit overflow warning (Advisory). If the braking distance S... Br Less than or equal to the distance S from the final exit FE Then proceed with the subsequent overflow status check;

[0227] ■Target Export—— If no final exit overflow warning (Advisory) is generated. Based on the maximum permissible deceleration a max Export target speed V TE and real-time speed V RT Calculate the ultimate braking distance S BrM and the distance S from the target exit TE Comparison, if the limit braking distance S BrM Greater than the distance S from the target exit TE It will rush past the target exit and can decelerate at its maximum permissible speed a maxAt other exits, decelerate to the target exit speed and provide a target exit overflow warning (Advisory). If the target exit overflow is not detected, the system can select another preferred exit to continue operating with an appropriate braking deceleration. Otherwise, it will perform a subsequent overflow status judgment.

[0228] ■Target Export—— If no target exit overflow alarm (Advisory) is generated. Based on the preset deceleration a Base Export target speed V TE and real-time speed V RT Calculate braking distance S Br and the distance S from the target exit TE Comparison, if braking distance S Br Greater than the distance S from the target exit TE The maximum permissible deceleration a max Decelerate to the target exit speed at the target exit, or decelerate to the target exit speed at another exit after passing the target exit, and provide a target exit overflow warning (Status). Otherwise, no alarm is required, and the target exit or other preferred exit is selected with appropriate braking deceleration to continue operation.

[0229] ■Non-target exports—— If a target exit overflow alarm (Advisory) is generated. For all non-target exports, the maximum permitted deceleration a is applied. max Export target speed V TE and real-time speed V RT Calculate the ultimate braking distance S BrM and the distance S from the non-target exit TEX (Distance values ​​for all non-target exits) are compared, and if the limit braking distance S BrM Greater than the distance S from the non-target exit TEX It will rush past the non-target exit and can decelerate at its maximum permissible speed a max At other exits, decelerate to the target exit speed and provide an overflow alarm (Advisory) for the non-target exit. Display image information and status on the braking stroke page; otherwise, perform subsequent overflow status judgment.

[0230] ■Non-target exports—— If no non-target egress overflow alarm (Advisory) is generated. For all non-target exits, a preset deceleration a is applied. Base Export target speed V TE and real-time speed V RT Calculate braking distance S Br and the distance S from the non-target exit TEX (Distance values ​​for all non-target exits) are compared, if the braking distance S Br Greater than the distance S from the non-target exit TEX This will allow for the maximum permissible deceleration a maxThe vehicle will decelerate to the target exit speed at the non-target exit, or decelerate to the target exit speed at another exit after passing the non-target exit, and provide an overflow warning (Status) for the non-target exit. The image information and status will be displayed on the braking stroke page. Otherwise, no alarm is required, and the vehicle will continue to operate at the preferred exit with an appropriate braking deceleration.

[0231] 3.5 time

[0232] For time-based alarm information logic algorithms, according to formula V t -V0=at、(V0+V t )t = 2S (where t represents the deceleration time, or other formulas and combinations thereof) and target position alarm information priority rules, using deceleration (preset deceleration a) Base / Maximum permissible deceleration a max / Buffer deceleration a BUF The deceleration time is calculated using the target speed at the exit (or marker) and the real-time speed, while the braking time t is calculated using the distance from the exit (or marker), the target speed at the exit (or marker), and the real-time speed. Br Then, according to the priority order (landing overrun > buffer zone > runway end > final exit > target exit > non-target exit) or other order, the deceleration time and braking time are compared under various deceleration conditions:

[0233] ■Landing runway – Before touchdown, the calculated touchdown velocity V based on zero speed. G and maximum permissible deceleration a max To calculate the limit deceleration time t DecM The grounding velocity V is calculated based on zero speed. G and effective runway length L ERL To calculate braking time t Br If the limit deceleration time t DecM Greater than braking time t Br If the overflow warning is not provided, a landing runway overflow warning will be issued; otherwise, the overflow status will be determined.

[0234] ■Buffer Zone—— If no runway overflow warning is generated. After grounding (with a few seconds reserved), based on real-time speed V RT Maximum permissible deceleration a max and distance S from the finish line RWT Calculate the maximum speed V at the finish line of the runway RWTM At zero speed, real-time speed V RT Calculate the maximum speed V at the finish line of the runway RWTM Maximum permissible deceleration a max and buffer deceleration a BUFCalculate the limit deceleration time t DecM (including time for the runway segment and buffer zone), at zero speed, real-time speed V RT Calculate the maximum speed V at the finish line of the runway RWTM Effective runway length L ERL and buffer length L BUF Calculate braking time t Br (Including the time for the runway segment and the buffer zone), if the ultimate deceleration time t DecM Greater than braking time t Br If the overflow occurs, a warning is issued; otherwise, further overflow status checks are performed.

[0235] ■The finish line of the track—— If no overflow warning is generated. Based on zero speed and real-time speed V RT and maximum permissible deceleration a max Calculate the limit deceleration time t DecM Based on zero speed and real-time speed V RT and distance S from the finish line RWT Calculate braking time t Br If the limit deceleration time t DecM Greater than braking time t Br If the runway is overrun, the runway will enter the buffer zone and decelerate and stop in the buffer zone, providing an overrun warning; otherwise, the runway overflow status will be determined.

[0236] ■The finish line of the track—— If no runway overrun warning is generated. Based on zero speed and real-time speed V RT and preset deceleration a Base Calculate deceleration time t Dec Based on zero speed and real-time speed V RT and distance S from the finish line RWT Calculate braking time t Br If the deceleration time t Dec Greater than braking time t Br This will allow for the maximum permissible deceleration a max The vehicle will stop at or before the runway finish line, or it may overshoot into the runway buffer zone and decelerate to a stop there, providing a runway overshoot warning (Caution). If the deceleration time t... Dec Less than or equal to braking time t Br Then proceed with the subsequent overflow status check;

[0237] ■Final Exit—— If no runway overrun warning is issued. Based on zero speed and real-time speed V RT and maximum permissible deceleration a max Calculate the limit deceleration time t DecM Based on zero speed and real-time speed VRT and distance S from the final exit FE Calculate braking time t Br If the limit deceleration time t DecM Greater than braking time t Br It rushes through the final exit and can decelerate to its maximum permissible speed a max Stop before the runway finish line and provide a final exit overflow warning (Caution); otherwise, proceed with the subsequent overflow status assessment.

[0238] ■Final Exit—— If no final exit overflow alarm (Caution) is generated. Based on zero speed and real-time speed V RT and preset deceleration a Base Calculate deceleration time t Dec Based on zero speed and real-time speed V RT and distance S from the final exit FE Calculate braking time t Br If the deceleration time t Dec Greater than braking time t Br The maximum permissible deceleration a max At the final exit, decelerate to the target exit speed, or stop before the runway finish line, and provide a final exit overflow warning (Advisory). If the deceleration time t... Dec Less than or equal to braking time t Br Then proceed with the subsequent overflow status check;

[0239] ■Target Export—— If no final exit overflow warning (Advisory) is generated. Based on the target export speed V TE Real-time speed V RT and maximum permissible deceleration a max Calculate the limit deceleration time t DecM Based on the target export speed V TE Real-time speed V RT and distance S from the target exit TE Calculate braking time t Br If the limit deceleration time t DecM Greater than braking time t Br It will rush past the target exit and can decelerate at its maximum permissible speed a max At other exits, decelerate to the target exit speed and provide a target exit overflow warning (Advisory). If the target exit overflow is not detected, the system can select another preferred exit to continue operating with an appropriate braking deceleration. Otherwise, it will perform a subsequent overflow status judgment.

[0240] ■Target Export—— If no target exit overflow alarm (Advisory) is generated. Based on the target export speed V TE Real-time speed V RT and preset deceleration a Base Calculate deceleration time tDec Based on the target export speed V TE Real-time speed V RT and distance S from the target exit TE Calculate braking time t Br Deceleration time t Dec Greater than braking time t Br The maximum permissible deceleration a max Decelerate to the target exit speed at the target exit, or decelerate to the target exit speed at another exit after passing the target exit, and provide a target exit overflow warning (Status). Otherwise, no alarm is required. Specifically, select the target exit or other preferred exit with appropriate braking deceleration according to steps 540 to 547 in the logic diagram and continue running.

[0241] ■Non-target exports—— If a target exit overflow alarm (Advisory) is generated. For all non-target exits, the target exit speed V is used as the basis. TE Real-time speed V RT and maximum permissible deceleration a max Calculate the limit deceleration time t DecM Based on the target export speed V TE Real-time speed V RT and distance S from non-target exit TEX Calculate braking time t (distance values ​​for all non-target exits) Br Limit deceleration time t DecM Greater than braking time t Br It will rush past the non-target exit and can decelerate at its maximum permissible speed a max At other exits, decelerate to the target exit speed and provide an overflow warning (Advisory) for the non-target exit, displaying image information and status on the brake stroke page;

[0242] ■Non-target exports—— If no non-target egress overflow alarm (Advisory) is generated. For all non-target exits, the target exit speed V is used as the basis. TE Real-time speed V RT and preset deceleration a Base Calculate deceleration time t Dec Based on the target export speed V TE Real-time speed V RT and distance S from non-target exit TEX Calculate braking time t (distance values ​​for all non-target exits) Br Deceleration time t Dec Greater than braking time t Br This will allow for the maximum permissible deceleration a maxAt the non-target exit, decelerate to the target exit speed, or pass the non-target exit and decelerate to the target exit speed at another exit, and provide an overflow warning (Status) for the non-target exit. Display image information and status on the braking stroke page. Otherwise, no alarm is required. Specifically, select the preferred exit and continue operation with appropriate braking deceleration according to steps 550 to 553 in the logic diagram.

[0243] It should be understood that the formulas used in the logical operations of the above alarm information are not limited to the formulas mentioned above. The formulas are given only for illustrative purposes, and other relevant formulas and combinations of formulas can also be used to calculate the relevant control parameters.

[0244] 4. Beneficial effects:

[0245] The beneficial effects of adopting the above scheme are:

[0246] ● Provides precise and controllable runway overrun and exit overflow alarm information.

[0247] ● Improve landing safety

[0248] ● Further reduce the workload of the generating unit

[0249] ● Achieved precise control of the ground braking process.

[0250] While different embodiments have been described above, it should be understood that they are merely examples and not limitations. Those skilled in the art will appreciate that various modifications in form and detail may be made without departing from the spirit and scope of the invention as defined in the appended claims. Therefore, the breadth and scope of the invention disclosed herein should not be limited by the exemplary embodiments disclosed above, but should be defined solely by the appended claims and their equivalents.

Claims

1. An alert information control method, comprising: obtaining ground speed information, and pre-computing ground speed and ground position; before landing, performing a landing runway overrun warning logic determination to determine whether to trigger a landing runway overrun warning; if it is determined to trigger the landing runway overrun warning, outputting an alert information of the landing runway overrun warning, and the crew can take corresponding control measures according to instructions or make automatic decisions, and then the alert information control method ends; if it is determined not to trigger the landing runway overrun warning, then: after a predetermined time of the aircraft landing, collecting real-time ground data; in order of priority, performing logic determination of alert information at each identification bit in turn, and triggering and outputting corresponding alert information according to the determination result, and the crew taking corresponding control measures according to preset instructions or making automatic decisions; the airborne braking control system performs deceleration control according to the braking deceleration instruction corresponding to the triggered alert information to avoid the corresponding alert risk.

2. The alert message control method of claim 1, wherein, In addition to the landing runway overrun warning, the alert information further comprises: non-target exit overrun warning, non-target exit overrun alert, target exit overrun warning, target exit overrun alert, last exit overrun warning, last exit overrun alert, runway overrun warning, runway overrun alert, and buffer zone overrun alert.

3. The alert message control method of claim 2, wherein The priority order comprises: 1) performing logic determination of alert information in the order of landing runway overrun > buffer zone > runway end > last exit > target exit > non-target exit; 2) setting the priority according to actual needs; 3) all alert messages have the same priority, wherein the alert information control method simultaneously performs logic determination of all alert information at each identification bit, and displays each alert information in an information suppression manner according to the level of the warning level of the alert information.

4. The alert message control method of claim 3, wherein, The alert information control method simultaneously performs logic determination of all alert information at each identification bit, and displays each alert information in an information suppression manner according to the level of the warning level of the alert information, comprising: simultaneously performing logic determination of the alert information at each identification bit; sorting according to the importance level or safety level between each alert information to be output, displaying and pushing the highest level alert information, and suppressing other low level alert information lower than the highest level alert information, unless the highest level alert information disappears, then the second highest level alert information in the remaining suppressed alert information is displayed and pushed, and so on, until all alert information is displayed and disappears.

5. The alert message control method of claim 1, wherein The logic determination of the alert information is based on one or more of the following five types of parameter comparison standards: 1) deceleration; 2) identification bit real-time speed; 3) real-time position speed; 4) distance from the identification bit; 5) time.

6. The alert message control method of claim 5, wherein, If it is determined to trigger the landing runway overrun warning, the step of outputting an alert information of the landing runway overrun warning, and the crew can take corresponding control measures according to instructions or make automatic decisions, comprising: performing parameter comparison according to the selected parameter comparison standard, and determining whether it is possible to stop at or before the runway end; If it is judged that the aircraft cannot stop at or before the end of the runway, the runway overrun warning is output and displayed, and the crew takes corresponding control measures or autonomously controls the landing, after which the warning information control method ends; If it is judged that the aircraft can stop at or before the end of the runway, the aircraft lands normally, and the warning information control method proceeds to the next step.

7. The alert message control method of claim 6, wherein, The step of sequentially performing logical judgment of the warning information at each identification bit according to the priority order, and triggering and outputting corresponding warning information according to the judgment result, and the crew taking corresponding control measures or automatically making decisions according to preset instructions, comprises: 1) performing logical judgment of the buffer overrun warning, comprising: calculating parameters related to the end of the buffer based on real-time ground data; comparing selected parameters according to the parameter comparison standard associated with the buffer overrun warning to determine whether the aircraft can stop at or before the end of the buffer: If it is judged that the aircraft cannot stop at or before the end of the buffer, the buffer overrun warning is output and displayed, and after the crew takes corresponding control measures or autonomously makes decisions according to preset instructions, the warning information control method ends; If it is judged that the aircraft can stop at or before the end of the buffer, it proceeds to the logical judgment of the runway overrun warning and the runway overrun warning; 2) performing logical judgment of the runway overrun warning and the runway overrun warning, comprising: calculating parameters related to the end of the runway based on real-time ground data; comparing selected parameters according to the parameter comparison standard associated with the runway overrun warning to determine whether the aircraft can stop at or before the end of the runway at the maximum permissible deceleration: If it is judged that the aircraft cannot stop at or before the end of the runway at the maximum permissible deceleration, the runway overrun warning is output and displayed, and the crew takes corresponding control measures or autonomously makes decisions according to preset instructions, after which the warning information control method ends; If it is judged that the aircraft can stop at or before the end of the runway at the maximum permissible deceleration, the selected parameters are compared according to the parameter comparison standard associated with the runway overrun warning to determine whether the aircraft can stop at or before the end of the runway at a preset deceleration: If it is judged that the aircraft cannot stop at or before the end of the runway at the preset deceleration, the runway overrun warning is output and displayed, and the crew takes corresponding control measures or autonomously makes decisions according to preset instructions, after which the warning information control method proceeds to the next step; If it is judged that the aircraft can stop at or before the end of the runway at the preset deceleration, it proceeds to the logical judgment of the last exit overrun warning and the last exit overrun warning; 3) performing logical judgment of the last exit overrun warning and the last exit overrun warning: calculating parameters related to the last exit based on real-time ground data; comparing selected parameters according to the parameter comparison standard associated with the last exit overrun warning to determine whether the aircraft can reach the last exit at the exit target speed at the maximum permissible deceleration: If it is judged that the aircraft cannot reach the last exit at the exit target speed under the maximum permitted deceleration, the last exit overflow warning is output and displayed, and the crew takes corresponding control measures or automatic decisions according to preset instructions, and then the alarm information control method performs the next step; If it is judged that the aircraft can reach the last exit at the exit target speed under the maximum permitted deceleration, the selected parameters are compared according to the parameter comparison standard associated with the last exit overflow warning to determine whether the aircraft can reach the last exit at the exit target speed under the preset deceleration: If it is judged that the aircraft cannot reach the last exit at the exit target speed under the preset deceleration, the last exit overflow warning is output and displayed, and the crew takes corresponding control measures or automatic decisions according to preset instructions, and then the alarm information control method performs the next step; If it is judged that the aircraft can reach the last exit at the exit target speed under the preset deceleration, the crew can take action or not according to the actual situation, and then the logic judgment of target exit overflow warning and target exit overflow warning is entered; 4) Perform the logic judgment of target exit overflow warning and target exit overflow warning: Calculate the parameters related to the target exit based on real-time ground data; According to the parameter comparison standard associated with the target exit overflow warning, the selected parameters are compared to determine whether the aircraft can reach the target exit at the exit target speed under the maximum permitted deceleration: If it is judged that the aircraft cannot reach the target exit at the exit target speed under the maximum permitted deceleration, the target exit overflow warning is output and displayed, and the crew can select a non-target exit and enter the logic judgment flow of non-target exit overflow warning and non-target exit overflow warning; If it is judged that the aircraft can reach the target exit at the exit target speed under the maximum permitted deceleration, the selected parameters are compared according to the parameter comparison standard associated with the target exit overflow warning to determine whether the aircraft can reach the target exit at the exit target speed under the preset deceleration: If it is judged that the aircraft cannot reach the target exit at the exit target speed under the preset deceleration, the target exit overflow warning is output and displayed, and the crew takes corresponding control measures or automatic decisions according to preset instructions, and then the alarm information control method performs the next step; If it is judged that the aircraft can reach the target exit at the exit target speed under the preset deceleration, the crew takes corresponding control measures or automatic decisions according to preset instructions according to the size of the braking force, and the alarm information control method can enter the next step or enter the logic judgment flow of non-target exit overflow warning and non-target exit overflow warning; 5) Perform the logic judgment of non-target exit overflow warning and non-target exit overflow warning: Calculate the parameters related to the non-target exit based on real-time ground data; According to the parameter comparison standard associated with the non-target exit overflow warning, the selected parameters are compared to determine whether the aircraft can reach each non-target exit at the exit target speed under the maximum permitted deceleration: If it is judged that the aircraft cannot reach the non-target exit at the target exit speed under the maximum permitted deceleration, the non-target exit overflow warning is output and displayed, and the crew takes corresponding control measures or automatic decisions according to preset instructions, and then the alarm information control method performs the next step; If it is judged that the aircraft can reach the non-target exit at the target exit speed under the maximum permitted deceleration, according to the parameter comparison standard associated with the non-target exit overflow warning, the selected parameters are compared to judge whether the aircraft can reach each non-target exit at the target exit speed under the preset deceleration: If it is judged that the aircraft cannot reach the non-target exit at the target exit speed under the preset deceleration, the non-target exit overflow warning is output and displayed, and the crew takes corresponding control measures or automatic decisions according to the brake force, and then the alarm information control method performs the next step; If it is judged that the aircraft can reach the non-target exit at the target exit speed under the preset deceleration, the crew takes corresponding control measures or automatic decisions according to the brake force, and then the alarm information control method performs the next step.

8. An alarm information control system comprising means for performing the alarm information control method according to any one of claims 1-7.

9. A computer readable storage medium storing instructions that, when executed, cause a machine to perform the alarm information control method according to any one of claims 1-7.

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