Head-up guidance system for takeoff process of airplane

Abstract

The invention discloses a head-up guidance system for an aircraft takeoff process. The system comprises a display panel for mode selection and notification, a sensor group, a flight management system, a takeoff guidance calculation module, a symbol picture generation module and head-up display equipment. The method is used for a head-up guidance system and mode switching logic in the takeoff process of an aircraft, is suitable for various large transportation aircrafts, and has universality.

Description

Technical Field

[0001] The invention belongs to the field of aircraft control and guidance technology, and in particular relates to a head-up guidance system used in an aircraft take-off process. Background Art

[0002] Aircraft (especially large transport aircraft) takeoff is an important part of the aircraft flight phase, and the takeoff is usually manually operated by the crew. The crew needs to control the aircraft to taxi along the centerline of the runway until it reaches a certain speed and then pulls the aircraft up smoothly. Since the takeoff taxiing time is short and is all manually controlled, the crew's workload is heavy.

[0003] Although pilots who have received certain training have mastered the operating skills based on visual external scenes, certain deviations or human errors will still occur under some special conditions, such as poor external vision caused by low visibility, abnormal emergencies during takeoff that lead to untimely response, affecting takeoff performance and even posing safety hazards.

[0004] Although some commercial airliners are also equipped with similar takeoff guidance means, there are defects in the symbol dynamic characteristics design, mode switching method, guidance capability and mode notification, such as poor ergonomics, single allowed usage method, and non-intuitive notification. It cannot meet the personalized use needs of the crew to decide whether to use the system according to their wishes under different weather conditions, different airport facility configurations, and different crew conditions. Therefore, it is necessary to design a better human-machine interface in terms of guidance symbol presentation, mode selection and notification method; on the other hand, since there is a possibility that the crew will connect or disconnect the takeoff guidance at any time when the aircraft taxis from the boarding gate to the runway entrance, and due to the random physical failure characteristics of the hardware, the external sensor data required by the head-up guidance system during taxiing may also suddenly become abnormal. Therefore, the head-up guidance system needs to perform capability and mode judgment all the time and inform the crew in time, resulting in reduced takeoff performance of the aircraft. Summary of the invention

[0005] In view of this, the head-up guidance system for an aircraft take-off process provided by the present invention solves the technical problem that the existing system causes the take-off performance of the aircraft to be reduced.

[0006] A head-up guidance system for an aircraft take-off process, suitable for an aircraft take-off process, includes a display panel for mode selection and notification, a sensor group, a flight management system, a take-off guidance calculation module, a symbol screen generation module and a head-up display device, wherein:

[0007] The display panel receives the output of the takeoff guidance calculation module, provides the crew with a notification of whether the takeoff guidance capability is currently available, provides a takeoff guidance mode on / off human-machine interaction interface, and outputs an on / off instruction to the takeoff guidance calculation module;

[0008] The takeoff guidance calculation module is connected to the display panel, the sensor group, the flight management system and the HUD symbol screen generation module respectively, receives the aircraft status data parameters collected by the sensor group, the runway length and the selected course data from the flight management system and the mode selection instruction from the display panel, performs capability judgment and mode switching, and then calculates the display blanking instruction and the display position instruction of the takeoff guidance symbol according to the current mode and capability of the takeoff guidance calculation module, monitors the takeoff performance of the aircraft, and outputs the calculated instructions to the symbol screen generation module for symbol drawing;

[0009] The symbol screen generation module is connected to the sensor group and the take-off guidance calculation module respectively, receives the carrier aircraft status data parameters to draw non-take-off guidance symbols, and receives the display blanking instruction and display position instruction output by the take-off guidance calculation module to draw the take-off guidance symbol, and outputs the drawn screen to the head-up display device for display;

[0010] The head-up display device is connected to the symbol screen generation module, receives the video of the screen and performs collimated perspective display.

[0011] The technical beneficial effects of the present invention are:

[0012] The system of the present invention is suitable for various large transport aircrafts and has universality. It takes a takeoff guidance calculation module as the core, a head-up display device as the display carrier, and symbols related to takeoff guidance and external scene information seen through the head-up display as the control reference, forming a man-machine-loop closed-loop system, which can provide effective feedback for the pilot to control the leveling and taxiing along the runway, and avoid unsafe events caused by deviation from the runway centerline or loss of external scene reference; the head-up guidance system mode switching logic for the aircraft takeoff process provided by the present invention fully considers the setting of relevant navigation parameters before the aircraft takes off, the working state of the onboard sensor, and the triggering time of the takeoff guidance mode, and performs timely capability and mode notification, which can effectively avoid the problem of the aircraft deviating from the runway due to guidance instruction errors caused by crew setting errors or random physical failures of equipment, and eliminate the risk of misleading. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0014] Figure 1 A flowchart of the working process provided by the embodiment of the present invention;

[0015] Figure 2 An internal flow chart provided for an embodiment of the present invention;

[0016] Figure 3 This is a schematic diagram of the ground taxiing and takeoff run process of a large transport aircraft. DETAILED DESCRIPTION

[0017] The embodiments of the present disclosure are described in detail below with reference to the accompanying drawings.

[0018] The following describes the embodiments of the present disclosure through specific examples, and those skilled in the art can easily understand other advantages and effects of the present disclosure from the contents disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of the present disclosure, rather than all of the embodiments. The present disclosure can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present disclosure. It should be noted that the following embodiments and features in the embodiments can be combined with each other without conflict. Based on the embodiments in the present disclosure, all other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of the present disclosure.

[0019] It should be noted that various aspects of the embodiments within the scope of the appended claims are described below. It should be apparent that the aspects described herein can be embodied in a wide variety of forms, and any specific structure and / or function described herein is merely illustrative. Based on the present disclosure, it should be understood by those skilled in the art that an aspect described herein can be implemented independently of any other aspect, and two or more of these aspects can be combined in various ways. For example, any number of aspects described herein can be used to implement the device and / or practice the method. In addition, other structures and / or functionalities other than one or more of the aspects described herein can be used to implement this device and / or practice this method.

[0020] like Figures 1 to 3 The head-up guidance system for aircraft take-off is suitable for the head-up guidance system for aircraft take-off, including a display panel for mode selection and notification (it can also be a mode selection and notification panel), a sensor group, a flight management system, a take-off guidance calculation module, a symbol screen generation module and a head-up display device, wherein:

[0021] A display panel receives the output of the takeoff guidance calculation module, notifies the crew whether the takeoff guidance capability is currently available, provides a takeoff guidance mode on / off human-machine interaction interface, and outputs an on / off instruction to the takeoff guidance calculation module;

[0022] The takeoff guidance calculation module is connected to the display panel, the sensor group, the flight management system and the HUD symbol screen generation module respectively, receives the carrier aircraft status data parameters collected by the sensor group, the runway length and selected course data from the flight management system and the mode selection instruction from the display panel, performs capability judgment and mode switching, and then calculates the display blanking instruction and display position instruction of the takeoff guidance symbol according to the current mode and capability of the takeoff guidance calculation module, monitors the takeoff performance of the aircraft, and outputs the calculated instructions to the symbol screen generation module for symbol drawing;

[0023] The symbol screen generation module is connected to the sensor group and the take-off guidance calculation module respectively, receives the carrier aircraft status data parameters to draw non-take-off guidance symbols, and receives the display blanking instruction and display position instruction output by the take-off guidance calculation module to draw the take-off guidance symbol, and the drawn screen is output to the head-up display device for display;

[0024] The head-up display device is connected to the symbol screen generation module, receives the video of the screen and performs collimated perspective display.

[0025] As a specific implementation method provided in this case, the takeoff guidance related symbols include current capability and mode notification symbols, ground track symbols, runway guidance symbols, out-of-tolerance prompts and warning prompts, among which:

[0026] During the activation of the takeoff guidance mode, the ground track symbol is used as a reference for takeoff run maneuvers. The runway guidance symbol is used as a tracking target for takeoff run maneuvers.

[0027] Current capability and mode annunciation symbols are used for takeoff guidance system and mode annunciations;

[0028] The deviation indicator is used to indicate that the aircraft deviates too far from the runway centerline.

[0029] The warning prompt is used to provide a warning prompt when a loss of guidance capability is detected during mode activation.

[0030] As a specific implementation method provided in this case, the ground track symbol has a fixed longitudinal position in the HUD screen, and a fixed lateral position or changes with the lateral movement of the aircraft; the taxiing guide symbol has a fixed longitudinal position in the HUD screen, and the lateral position changes with the distance of the aircraft from the runway centerline; the current capability and mode annunciation symbol is displayed in the upper left corner of the screen in the form of characters; the tolerance prompt symbol appears on the left or right side of the ground track symbol depending on whether the aircraft deviates to the left or right; the warning prompt symbol is located above the ground track symbol in a flashing display form;

[0031] The takeoff guidance calculation module includes a mode switching unit, an algorithm calculation unit, a monitoring unit and an output synthesis unit, among which:

[0032] A mode switching unit, used to determine whether the aircraft currently has takeoff guidance capability and the current takeoff guidance mode based on the collected sensor data, the received flight management system data, and the acquired crew mode trigger instruction data;

[0033] An algorithm calculation unit, used to calculate the display blanking instruction and display position instruction of the ground track symbol and the rolling guidance symbol based on the collected sensor data and the received takeoff guidance mode data;

[0034] The monitoring unit provides instructions for displaying and hiding the out-of-tolerance prompt and the alarm prompt;

[0035] The output synthesis unit receives the initial instruction data from the mode switching unit, the algorithm calculation unit, and the monitoring unit, performs data synthesis, and outputs the result to the symbol screen generation module;

[0036] The sensor set includes,

[0037] The first sensor is used to collect ground speed, magnetic track, three-axis acceleration, pitch and yaw angular rate, attitude angle, true heading and magnetic heading parameters;

[0038] The second sensor is used to collect the frequencies of the left and right navigation receivers and the course deviations measured by the left and right navigation receivers;

[0039] The third sensor is used to collect GPS track parameters;

[0040] The fourth sensor is used to collect airborne wheel-load signal parameters.

[0041] As a specific implementation method provided in this case, the takeoff guidance calculation module is used for the head-up guidance system mode switching logic during the aircraft takeoff process. The head-up guidance system mode switching logic includes:

[0042] S1: judging whether the aircraft is on the ground based on the wheel-borne signal parameters (the wheel-borne signal parameters contain air-ground parameters, and the air-ground parameters indicate that the aircraft is currently in flight. If the aircraft is in the air, otherwise, the aircraft is stopped or taxiing on the ground, etc.), if the aircraft is not on the ground, judging that the takeoff guidance mode is empty, otherwise, proceed to the next step;

[0043] S2: Determine whether the left and right navigation frequency settings of the aircraft are consistent and whether the left and right selected course settings are consistent. If not, notify the operator of the capability of the onboard head-up display device that the message is unavailable. Otherwise, proceed to the next step.

[0044] S3: Determine whether the sensor data collected by the sensor group is valid and whether the aircraft track data obtained by the first sensor and the third sensor respectively meet the matching conditions. If not, notify the head-up display device of the capability of an unavailable message, otherwise, notify the head-up display device of the capability of an available message;

[0045] S4: During the notification of the available capability message, the takeoff guidance mode is triggered through the display panel. After receiving the mode triggering instruction, the takeoff guidance calculation module determines whether the conditions for takeoff guidance activation are met (according to the initial activation threshold determined by the aircraft model, it is considered as activation if it is greater than the threshold). If not, the guidance pre-position mode notification is performed, otherwise, the guidance activation mode notification is performed;

[0046] S5: If at any time in S4 above, the conditions in S2 or S3 are no longer met, it is determined that the takeoff guidance capability is lost, and an alarm is issued to the crew through the alarm prompt;

[0047] S6: If at any time during S2-S5 above, when it is determined based on the wheel-borne signal parameters that the aircraft is no longer on the ground, the takeoff guidance mode is determined to be empty, and the aircraft's takeoff roll is deemed to be completed.

[0048] As a specific implementation method provided in this case, the consistency of the left and right navigation frequency settings in S2 is determined by the following method:

[0049] The difference between the left and right navigation frequencies of the aircraft is less than or equal to δ6, which is generally 0.04Mhz; the consistency of the left and right selected course settings is determined by the following method: the difference between the left and right selected course values ​​is less than or equal to δ7, which is generally 1°, and δ6 and δ7 are constants;

[0050] And whether the aircraft track data obtained by the first sensor and the third sensor in S3 match includes judging by the following method: |λ GPS -(ψ T -ψ)-λ|≤δ1, where λ GPS is the GPS track, ψ Tis the true heading, ψ is the magnetic heading, λ is the magnetic track, and δ1 is a constant.

[0051] Furthermore, the takeoff guidance activation conditions in S4 include static timing and dynamic timing, wherein the static timing is that the aircraft is aligned with the runway to a certain extent and the deviation from the runway centerline is small enough, and the dynamic timing is that the aircraft turns to align with the runway, and the capability notifications of the head-up guidance system in S2 to S4 include two states: available / unavailable, and the mode notifications include three states: empty / pre-positioned / activated.

[0052] As a specific implementation method provided in this case, the method of notifying the crew of the capability and mode of the head-up guidance system in S2 to S4 includes notifying through current capability and mode notifiers and / or notifying through a display panel.

[0053] As a specific implementation method provided in this case, the static timing is judged after the head-up guidance system is pre-positioned, satisfying |ψ-λ Sel_L |≤δ2 and |ε LOC_L |≤δ3,λ Sel_L To select the route, δ2 is a constant, ε LOC_L The localizer deviation δ3 is a constant (different constants determined according to the field of view of the head-up display device and the runway width characteristics), and once it is determined that the conditions are met, it is locked until the aircraft takes off or the crew cancels the head-up flight guidance mode selection.

[0054] As a specific implementation method provided in this case, the dynamic timing begins to be judged after the head-up guidance system is pre-positioned and the static timing has been met, and is judged by the following conditions: |r|≤δ4 and lasts for δ5 time, and once it is judged to be met, it is locked until the aircraft takes off or the crew cancels the head-up flight guidance mode selection, where r is the yaw angle rate, and δ4 and δ5 are both constants. The system takes the takeoff guidance calculation module as the core, the head-up display device as the display carrier, and the symbols related to the takeoff guidance and the external scene information seen through the head-up display as the control reference, forming a man-machine-loop closed-loop system, which can provide effective feedback for the pilot to control the leveling and taxiing along the runway, and avoid unsafe incidents caused by deviation from the runway centerline or loss of external scene reference; the head-up guidance system mode switching logic for the aircraft takeoff process provided by the present invention fully considers the setting of relevant navigation parameters before the aircraft takes off, the working status of the onboard sensors, and the triggering time of the takeoff guidance mode, and makes timely capability and mode notifications, which can effectively avoid the problem of the aircraft deviating from the runway due to guidance instruction errors caused by crew setting errors or random physical failures of the equipment, and eliminate the risk of misleading.

[0055] Example

[0056] like Figure 3The diagram shows a large transport aircraft before and during takeoff. The large transport aircraft taxis from the boarding gate to the runway entrance and taxis along the runway until the takeoff stage. Figure 3 shown.

[0057] The aircraft is initially located at position 401, the navigation frequency is set and the route data is selected, and it taxis along the airport taxi route toward the runway entrance. Since the initial position may be far from the runway, the navigation deviation data is invalid. At this time, the head-up guidance system does not notify the crew (the mode is empty);

[0058] When the aircraft taxis along the taxiway to a position S402 close to the runway centerline, the navigation deviation data becomes valid. At this time, the head-up guidance system informs the crew that it is available. Thereafter, the crew can issue a takeoff guidance mode selection instruction through the mode selection and notification board, and the head-up guidance system informs the crew of the pre-position.

[0059] The aircraft taxis to the runway and turns to position S403, and the head-up guidance system begins to determine the guidance activation timing;

[0060] The aircraft continues to taxi to position S404 aligned with the runway centerline, and the head-up guidance system determines that the guidance is activated;

[0061] The crew refers to the guidance symbols provided by the head-up guidance system to operate the aircraft to taxi to position S405 and pull the aircraft off the ground. At this time, the head-up guidance system determines that the guidance has been exited.

[0062] like Figure 1-3 As shown, the system of the present invention comprises: a mode selection and notification panel 101 (i.e., a display panel), a sensor group 102-105, a flight management system 106, a takeoff guidance calculation module 107, a symbol screen generation module 108, and a head-up display device 109.

[0063] The mode selection and notification panel 101 provides an interface for inputting a takeoff guidance mode trigger command and responding to the takeoff guidance availability status, and it interacts with the takeoff guidance calculation module 107 for data exchange;

[0064] The takeoff guidance calculation module 107 is connected to the sensor group 102-105, the mode selection and notification board 101 and the flight management system 106, receives the data parameters collected by the sensor group, the runway and selected channel parameters output by the flight management system, and the takeoff guidance mode selection instruction from the mode selection and notification board, calculates the display instruction and position instruction of the takeoff guidance related symbols, and outputs the calculated instructions to the symbol screen generation module for symbol drawing 108 to draw and generate the display screen;

[0065] The symbol screen generation module 108 is connected to the takeoff guidance calculation module, receives the airspeed, attitude, altitude, navigation parameters from the sensor group 102-105 and the flight management system 106 and the guidance parameters from the takeoff guidance calculation module, generates a symbol screen containing the main flight information, navigation information, and takeoff guidance information, and sends it to the head-up display device 109 for display;

[0066] The head-up display device 109 is connected to the symbol screen generation module 108 to receive the symbol screen video information for collimated perspective display.

[0067] In some embodiments, the takeoff guidance related symbols include: current capability and mode notification symbol 201, ground track symbol 202, rollout guidance symbol 203, out-of-tolerance prompt 204, warning prompt 205;

[0068] In some embodiments, the capability and mode annunciation symbol 201 is located at the upper left of the HUD screen; the ground track symbol 202 and the rolling guidance symbol 203 are located at a fixed and identical position in the longitudinal direction, and are positioned in the transverse direction according to the takeoff guidance instruction; the tolerance indicator 204 is located at a fixed position laterally of the ground track symbol 202, and when the aircraft deviates to the left, the tolerance indicator 204 is located on the left side of the ground track symbol 202, and when the aircraft deviates to the right, the tolerance indicator 204 is located on the right side of the ground track symbol 202; the warning indicator 205 is located at a fixed position above the ground track symbol 202, and is displayed in a flashing form when the takeoff guidance is activated and the capability is lost;

[0069] In some embodiments, the takeoff guidance calculation module 107 includes: a mode switching unit 110, an algorithm calculation unit 111, a monitoring unit 112 and an output integration unit 113, wherein:

[0070] The mode switching unit 110 is used to determine whether the aircraft currently has takeoff guidance capability and the current takeoff guidance mode based on the collected sensor data, the received flight management system data, and the acquired crew mode trigger instruction data;

[0071] The algorithm calculation unit 111 is used to calculate the display blanking instruction and display position instruction of the ground track symbol and the taxiing guidance symbol based on the collected sensor data and the received current takeoff guidance mode data;

[0072] The monitoring unit 112 provides a display blanking instruction of the out-of-tolerance prompt and the alarm prompt;

[0073] The output integration unit 113 receives the initial instruction data from the mode switching unit 110 , the algorithm calculation unit 111 , and the monitoring unit 112 , performs data integration, and outputs the result to the symbol screen generation module 108 .

[0074] In some embodiments, the sensor group includes:

[0075] The first sensor 102 is used to collect ground speed, magnetic track, three-axis acceleration, pitch and yaw angular rate, attitude angle, true heading, and magnetic heading parameters;

[0076] The second sensor 103 is used to collect the frequencies of the left and right navigation receivers and the course deviations measured by the left and right navigation receivers;

[0077] The third sensor 104 is used to collect GPS track parameters;

[0078] The fourth sensor 105 is used to collect wheel load signal parameters.

[0079] The mode switching logic includes the following steps:

[0080] S1 (301): Based on the wheel-borne signal parameters, determine whether the aircraft is on the ground. If not, determine that the takeoff guidance mode is empty. Otherwise, proceed to the next step.

[0081] S2 (302): Determine whether the conditions of "whether the left and right navigation frequency settings are consistent, and whether the left and right selected course settings are consistent" are met. If not, notify the crew of unavailable capability. Otherwise, proceed to the next step.

[0082] S3 (303): judging whether the condition of "whether the sensor data collected by the sensor group is valid and whether the aircraft track data obtained by the first sensor and the third sensor respectively match" is satisfied; if not, notifying the crew of unavailable capability; otherwise, notifying the crew of available capability;

[0083] S4: During the period when the head-up guidance system is available, the crew triggers the takeoff guidance mode through the mode selection and notification board (304). After receiving the mode triggering instruction, the takeoff guidance calculation module determines whether the takeoff guidance activation timing is met (305). If not, the guidance pre-position mode is notified to the crew. Otherwise, the guidance activation mode is notified to the crew.

[0084] S5: At any time during the above S4, when the conditions in S2 or S3 are no longer met, it is determined that the takeoff guidance capability is lost, and the crew is warned through the warning prompt;

[0085] S6: At any time during the above S2-S5, when it is determined based on the wheel-borne signal parameters that the aircraft is no longer on the ground, the takeoff guidance mode is determined to be empty and the aircraft takeoff roll is completed;

[0086] In some embodiments, in S2, "the left and right navigation frequency settings are consistent" is determined by the following method: the difference between the left and right navigation frequency values ​​of the aircraft is less than or equal to δ6, such as 0.01Mhz-0.04Mhz; "the left and right selected channel settings are consistent" is determined by the following method: the difference between the left and right selected channel values ​​is less than or equal to δ, such as 1°;

[0087] In some embodiments, in S3, if the following conditions are met, “whether the aircraft track data obtained by the first sensor and the third sensor match” is determined by the following method:

[0088] |λ GPS -(ψ T -ψ)-λ|≤δ1;

[0089] In some embodiments, in S4, the takeoff guidance activation timing includes a static timing and a dynamic timing. The static timing refers to the aircraft aligning with the runway to a certain extent and the deviation from the runway centerline is small enough. The dynamic timing refers to the aircraft turning to align with the runway.

[0090] In some embodiments, in S2-S4, the capability notification of the head-up guidance system includes two states: available / unavailable, and the mode notification includes three states: empty / armed / activated;

[0091] In some embodiments, in S2-S4, the manner in which the head-up guidance system notifies the crew of capabilities and modes includes notifying through the current capability and mode notifier and / or notifying through the mode selection and notification board.

[0092] In some embodiments, the takeoff guidance activation timing in S4 is characterized in that the static timing is judged after the head-up guidance system is pre-positioned, and is judged by the following conditions: |ψ-λ Sel_L |≤δ2 and |ε LOC_L |≤δ3, and once it is judged to be satisfied, it is locked until the aircraft takes off or the crew cancels the head-up flight guidance mode selection;

[0093] In some embodiments, the takeoff guidance activation timing in S4 is characterized in that the dynamic timing is judged after the head-up guidance system is pre-positioned and the static timing is satisfied, and is judged by the following conditions: |r|≤δ4 and lasts for δ5 time, and once it is judged to be satisfied, it is locked until the aircraft takes off or the crew cancels the head-up flight guidance mode selection;

[0094] In some embodiments, the thresholds in the takeoff guidance activation timing in S4 may also be: δ1=0.5°, δ2=10°, δ3=0.03875DDM, δ4=0.1° / s, δ5=10s, δ6=0.01Mhz, δ7=0.5°.

[0095] The above are only specific embodiments of the present disclosure, but the protection scope of the present disclosure is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present disclosure should be included in the protection scope of the present disclosure. Therefore, the protection scope of the present disclosure should be based on the protection scope of the claims.

Claims

1. A head-up guidance system for an aircraft during takeoff, suitable for a head-up guidance system for an aircraft during takeoff, characterized in that: The display panel including mode selection and notification, sensor group, flight management system, takeoff guidance calculation module, symbol screen generation module and head-up display device, wherein: The display panel receives the output of the takeoff guidance calculation module, provides a notification to the crew whether the takeoff guidance capability is currently available, provides a takeoff guidance mode on / off human-machine interaction interface, and outputs an on / off instruction to the takeoff guidance calculation module; The takeoff guidance calculation module is connected to the display panel, the sensor group, the flight management system and the HUD symbol screen generation module respectively, receives the aircraft status data parameters collected by the sensor group, the runway length and the selected course data from the flight management system and the mode selection instruction from the display panel, performs capability judgment and mode switching, and then calculates the display blanking instruction and the display position instruction of the takeoff guidance symbol according to the current mode and capability of the takeoff guidance calculation module, monitors the takeoff performance of the aircraft, and outputs the calculated instructions to the symbol screen generation module for symbol drawing; The symbol screen generation module is connected to the sensor group and the take-off guidance calculation module respectively, receives the aircraft status data parameters to draw non-take-off guidance symbols, and receives the display blanking instruction and display position instruction output by the take-off guidance calculation module to draw take-off guidance symbols, and outputs the drawn screen to the head-up display device for display; The head-up display device is connected to the symbol screen generation module, receives the video of the screen and performs collimated perspective display.

2. The head-up guidance system according to claim 1, characterized in that: The takeoff guidance related symbols include current capability and mode notification symbols, ground track symbols, runway guidance symbols, out-of-tolerance prompts and warning prompts, among which: During activation of the takeoff guidance mode, the ground track symbol is used as a reference for the takeoff run maneuver and the runway guidance symbol is used as a tracking target for the takeoff run maneuver; The current capability and mode annunciator are used for takeoff guidance system and mode annunciator; The deviation indicator is used to indicate that the aircraft deviates too far from the runway centerline. The warning prompt is used to issue a warning prompt when a guidance capability loss event is detected during mode activation.

3. The head-up guidance system according to claim 2, characterized in that: The ground track symbol has a fixed longitudinal position in the HUD screen, a fixed lateral position or changes with the lateral movement of the aircraft; the taxiing guide symbol has a fixed longitudinal position in the HUD screen, and changes with the distance of the aircraft from the runway centerline; the current capability and mode annunciation symbol is displayed in the upper left corner of the screen in the form of characters; the out-of-tolerance prompt symbol appears on the left or right side of the ground track symbol depending on whether the aircraft deviates to the left or right; the warning prompt symbol is located above the ground track symbol in a flashing display form; The takeoff guidance calculation module includes a mode switching unit, an algorithm calculation unit, a monitoring unit and an output integration unit, wherein: The mode switching unit is used to determine whether the aircraft currently has takeoff guidance capability and the current takeoff guidance mode based on the collected sensor data, the received flight management system data, and the acquired crew mode trigger instruction data; The algorithm calculation unit is used to calculate the display blanking instruction and display position instruction of the ground track symbol and the rolling guidance symbol based on the collected sensor data and the received current takeoff guidance mode data; The monitoring unit provides instructions for displaying and hiding the out-of-tolerance prompt and the warning prompt; The output synthesis unit receives the initial instruction data from the mode switching unit, the algorithm calculation unit, and the monitoring unit, performs data synthesis, and outputs the result to the symbol screen generation module; The sensor group includes: The first sensor is used to collect ground speed, magnetic track, three-axis acceleration, pitch and yaw angular rate, attitude angle, true heading and magnetic heading parameters; The second sensor is used to collect the frequencies of the left and right navigation receivers and the course deviations measured by the left and right navigation receivers; The third sensor is used to collect GPS track parameters; The fourth sensor is used to collect airborne wheel-load signal parameters.

4. The head-up guidance system according to claim 3, wherein the characteristic value is: The takeoff guidance calculation module is used for the head-up guidance system mode switching logic during the aircraft takeoff process. The head-up guidance system mode switching logic includes: S1: judging whether the aircraft is on the ground based on the wheel-borne signal parameters, if not, judging that the takeoff guidance mode is empty, otherwise, proceeding to the next step; S2: Determine whether the left and right navigation frequency settings of the aircraft are consistent and whether the left and right selected course settings are consistent. If not, notify the operator of the capability of the onboard head-up display device that the message is unavailable. Otherwise, proceed to the next step. S3: Determine whether the sensor data collected by the sensor group is valid and whether the aircraft track data obtained by the first sensor and the third sensor respectively meet the matching conditions. If not, notify the head-up display device of an unavailable capability message. Otherwise, notify the head-up display device of an available capability message. S4: during the notification of the available capability message, the takeoff guidance mode is triggered through the display panel, and after receiving the mode triggering instruction, the takeoff guidance calculation module determines whether the conditions for activating the takeoff guidance are met, and if not, performs a guidance pre-positioning mode notification, otherwise, performs a guidance activation mode notification; S5: If at any time in the above S4, when the conditions in S2 or S3 are no longer met, it is determined that the takeoff guidance capability is lost, and an alarm is given to the crew through the alarm prompt; S6: If at any time during S2-S5 above, when it is determined based on the wheel-borne signal parameters that the aircraft is no longer on the ground, the takeoff guidance mode is determined to be empty, and the aircraft's takeoff roll is deemed to be completed.

5. The head-up guidance system according to claim 4, characterized in that: The consistency of the left and right navigation frequency settings in S2 can be determined by the following method: The difference between the left and right navigation frequency values ​​of the aircraft is less than or equal to δ6; the consistency of the left and right selected course settings is determined by the following method: the difference between the left and right selected course values ​​is less than or equal to δ7, and δ6 and δ7 are constants; Whether the aircraft track data obtained by the first sensor and the third sensor in S3 match includes judging by the following method: GPS -(ψ T -ψ)-λ|≤δ1, where λ GPS is the GPS track, ψ T is the true heading, ψ is the magnetic heading, λ is the magnetic track, and δ1 is a constant.

6. The head-up guidance system according to claim 5, characterized in that: The takeoff guidance activation conditions in S4 include static timing and dynamic timing, wherein the static timing is that the aircraft is aligned with the runway to a certain extent and the deviation from the runway centerline is small enough, and the dynamic timing is that the aircraft turns to align with the runway.

7. The head-up guidance system according to claim 6, characterized in that: The capability notifications of the head-up guidance system in S2 to S4 include two states: available / unavailable, and the mode notifications include three states: empty / armed / activated.

8. The head-up guidance system according to claim 7, characterized in that: In S2 to S4 , the manner in which the head-up guidance system notifies the crew of capabilities and modes includes notifying through current capability and mode notifiers and / or notifying through a display panel.

9. The head-up guidance system according to claim 8, characterized in that: The static timing is determined after the head-up guidance system is pre-positioned, satisfying |ψ-λ Sel_L |≤δ2 and |ε LOC_L |≤δ3,λ Sel_L To select the route, δ2 is a constant, ε LOC_L is the localizer deviation, δ3 is a constant, and once it is determined that the conditions are met, it is locked until the aircraft takes off or the crew cancels the head-up flight guidance mode selection.

10. The takeoff guidance activation timing according to claim 9, characterized in that: The dynamic timing is judged after the head-up guidance system is armed and the static timing has been met, and is judged by the following conditions: |r|≤δ 4- And it lasts for δ time, and once it is judged to be satisfied, it is locked until the aircraft takes off or the crew cancels the head-up flight guidance mode selection. In the formula, r is the yaw angle rate, and δ4 and δ5 are both constants.

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