Head-up guidance system for aircraft takeoff

Abstract

The head-up guidance system for aircraft takeoff of the present invention includes: a display panel for mode selection and notification, a sensor group, a flight management system, a takeoff guidance calculation module, a symbol image generation module, and a head-up display device. The head-up guidance system and mode switching logic for aircraft takeoff are suitable for various large transport aircraft and have versatility.

Description

Technical Field

[0001] This invention belongs to the field of aircraft control and guidance technology, and particularly relates to a head-up guidance system for aircraft takeoff. Background Technology

[0002] Takeoff is an important part of the flight phase of an aircraft (especially a large transport aircraft), and it is usually manually operated by the crew. The crew needs to maneuver the aircraft along the center line of the runway until it reaches a certain speed and pulls the aircraft up smoothly. Because the takeoff run is short and is all manually operated, the crew has a heavy workload.

[0003] Although trained pilots have mastered the operational skills based on visual external conditions, certain deviations or human errors can still occur under special conditions. For example, poor external visibility due to low visibility, or unforeseen events during takeoff that lead to untimely reactions, can affect takeoff performance and even pose safety hazards.

[0004] While some commercial aircraft are equipped with similar takeoff guidance systems, they suffer from shortcomings in symbol dynamic characteristics design, mode switching methods, guidance capabilities, and mode announcements. These include poor human-machine interface, limited permissible usage methods, and unintuitive announcements. They cannot meet the personalized usage needs of different crews under varying weather conditions, airport facility configurations, and crew preferences. Therefore, a better human-machine interface needs to be designed for guidance symbol representation, mode selection, and announcement methods. Furthermore, since the crew may engage or disengage takeoff guidance at any moment during taxiing from the gate to the runway threshold, and due to the random physical failure characteristics of hardware, the external sensor data required by the head-up guidance system may suddenly become abnormal during taxiing, the head-up guidance system needs to continuously assess capabilities and modes and promptly inform the crew, leading to reduced takeoff performance. Summary of the Invention

[0005] In view of this, the head-up guidance system for aircraft takeoff provided by the present invention solves the technical problem that existing systems cause a reduction in the takeoff performance of aircraft.

[0006] A head-up guidance system for aircraft takeoff, suitable for aircraft takeoff, includes a mode selection and announcement display panel, a sensor group, a flight management system, a takeoff guidance calculation module, a symbol image 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 aircraft currently has takeoff guidance capability, provides a human-machine interface for connecting / disconnecting the takeoff guidance mode, and outputs the connection / disconnection command to the takeoff guidance calculation module.

[0008] The takeoff guidance calculation module is connected to the display panel, sensor group, flight management system, and head-up display symbol image generation module. It receives aircraft status data parameters collected by the sensor group, runway length and selected route data from the flight management system, and mode selection instructions from the display panel. It performs capability judgment and mode switching, and then calculates the display and disappearance instructions and display position instructions for takeoff guidance symbols based on the current mode and capability of the takeoff guidance calculation module. It also monitors the takeoff performance of the aircraft and outputs the calculated instructions to the symbol image generation module for symbol drawing.

[0009] The symbol image generation module is connected to the sensor group and the takeoff guidance calculation module respectively. It receives the aircraft status data parameters to draw non-takeoff guidance symbols, and receives the display blanking command and display position command output by the takeoff guidance calculation module to draw takeoff guidance symbols. The drawn image is output to the head-up display device for display.

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

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

[0012] The system of this invention is suitable for various large transport aircraft and has versatility. It uses a takeoff guidance calculation module as its core, a head-up display (HUD) as its display medium, and takeoff guidance-related symbols and external scenery information seen through the HUD as control references, forming a human-machine-environment closed-loop system. This system provides effective feedback for pilots to control the aircraft during runway leveling, preventing unsafe events caused by deviation from the runway centerline or loss of external scenery references. The HUD mode switching logic provided by this invention for aircraft takeoff fully considers the settings of relevant navigation parameters before takeoff, the working status of onboard sensors, and the timing of takeoff guidance mode triggering, providing timely capability and mode notifications. This effectively avoids guidance command errors caused by crew settings mistakes or random physical equipment failures, thus preventing the aircraft from deviating from the runway and eliminating the risk of misdirection. Attached Figure Description

[0013] To more clearly illustrate the technical solutions of the embodiments of this disclosure, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 This is a flowchart provided for an embodiment of the present invention;

[0015] Figure 2 This is an internal flowchart provided for an embodiment of the present invention;

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

[0017] The embodiments of this disclosure will now be described in detail with reference to the accompanying drawings.

[0018] The following specific examples illustrate the implementation of this disclosure. Those skilled in the art can easily understand other advantages and effects of this disclosure from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of this disclosure, and not all of them. This disclosure can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this disclosure. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. Based on the embodiments in this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0019] It should be noted that various aspects of embodiments within the scope of the appended claims are described below. It will be apparent that the aspects described herein can be embodied in a wide variety of forms, and any particular structure and / or function described herein is merely illustrative. Based on this disclosure, those skilled in the art will understand that one 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 set forth herein can be used to implement the device and / or practice the method. Additionally, this device and / or method can be implemented using other structures and / or functionalities besides one or more of the aspects set forth herein.

[0020] like Figures 1 to 3 The head-up guidance system shown is suitable for aircraft takeoff and includes a mode selection and notification display panel (or a mode selection and notification panel), a sensor array, a flight management system, a takeoff guidance calculation module, a symbol image generation module, and a head-up display device.

[0021] The display panel receives the output of the takeoff guidance calculation module, provides the crew with a notification of whether the aircraft currently has takeoff guidance capability, provides a human-machine interface for connecting / disconnecting the takeoff guidance mode, and outputs the connection / disconnection command to the takeoff guidance calculation module.

[0022] The takeoff guidance calculation module is connected to the display panel, sensor group, flight management system, and head-up display symbol image generation module. It receives aircraft status data parameters collected by the sensor group, runway length and selected route data from the flight management system, and mode selection instructions from the display panel. It performs capability judgment and mode switching, and then calculates the display and disappearance instructions and display position instructions for takeoff guidance symbols based on the current mode and capability of the takeoff guidance calculation module. It also monitors the takeoff performance of the aircraft and outputs the calculated instructions to the symbol image generation module for symbol drawing.

[0023] The symbol image generation module is connected to the sensor group and the takeoff guidance calculation module respectively. It receives the aircraft status data parameters to draw non-takeoff guidance symbols, and receives the display blanking command and display position command output by the takeoff guidance calculation module to draw takeoff guidance symbols. The drawn image is output to the head-up display device for display.

[0024] The head-up display device is connected to the symbol image generation module, which receives the video of the image 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 announcement symbols, ground track symbols, taxiway guidance symbols, deviation warning symbols, and alarm warning symbols, among which...

[0026] During takeoff guidance mode activation, the ground track symbol is used as a reference for takeoff roll maneuvers, and the roll maneuvering symbol is used as a tracking target for takeoff roll maneuvers.

[0027] Current capabilities and mode notification symbols are used for takeoff guidance systems and mode notifications;

[0028] The out-of-tolerance indicator is used to indicate that the aircraft has deviated too far from the runway centerline.

[0029] The alarm indicator is used to alert when a loss of guidance capability event is detected during mode activation.

[0030] As a specific implementation method provided in this case, the longitudinal position of the ground track symbol in the head-up display is fixed, the lateral position is fixed or changes with the lateral movement of the aircraft; the longitudinal position of the taxiway guide symbol in the head-up display is fixed, and the lateral position changes with the distance of the aircraft from the runway centerline; the current capability and mode notification symbol is displayed in character form in the upper left corner of the screen; the out-of-tolerance indicator appears to the left or right of the ground track symbol depending on whether the aircraft yaws to the left or right; the warning indicator is displayed in flashing form above the ground track symbol.

[0031] The takeoff guidance calculation module includes a mode switching unit, an algorithm calculation unit, a monitoring unit, and an output integration unit.

[0032] 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 command data.

[0033] The algorithm calculation unit is used to calculate the display and disappearance instructions and display position instructions for the ground track symbol and the taxiway guide symbol based on the collected sensor data and the received current takeoff guidance mode data;

[0034] The monitoring unit provides commands to display and hide out out-of-tolerance prompts and alarm prompts;

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

[0036] The sensor group includes,

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

[0038] The second sensor is used to collect the frequency of the left and right navigation receivers and the course deviation 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-mounted 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: Determine whether the aircraft is on the ground based on the wheel-borne signal parameters (the wheel-borne signal parameters include air-to-ground parameters, which indicate that the aircraft is currently in flight; otherwise, the aircraft is stopped or taxiing on the ground). If the aircraft is not on the ground, determine that the takeoff guidance mode is empty; otherwise, proceed to the next step.

[0043] S2: Determine whether the conditions for consistent left and right navigation frequency settings and consistent left and right flight path settings are met. If not, notify the operator of the unavailability message on the onboard head-up display. Otherwise, proceed to the next step.

[0044] S3: Determine whether the sensor data collected by the sensor group is valid and whether the aircraft trajectory 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 the unavailable message; otherwise, notify the head-up display device of the capability of the available message.

[0045] S4: During the notification of available capability messages, the takeoff guidance mode is triggered through the display panel. After receiving the mode trigger command, the takeoff guidance calculation module determines whether the conditions for takeoff guidance activation are met (the initial activation threshold is determined according to the aircraft model, and the threshold is considered as activation). If not met, the guidance prepositioning mode is notified; otherwise, the guidance activation mode is notified.

[0046] S5: If at any time in S4 above, 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 issued to the crew through an alarm prompt.

[0047] S6: If at any moment in S2-S5 above, when it is determined that the aircraft is no longer on the ground based on the wheel load signal parameters, it is determined that the takeoff guidance mode is empty and is considered that the aircraft takeoff roll is complete.

[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, where δ6 is generally 0.04MHz; the consistency of the left and right flight path settings is determined by the following method: the difference between the left and right flight path values ​​is less than or equal to δ7, where δ7 is generally 1°, and δ6 and δ7 are constants;

[0050] Furthermore, whether the aircraft trajectory data obtained by the first and third sensors in S3 match is determined by the following method: |λ GPS -(ψ T -ψ)-λ|≤δ1, where λ GPS For GPS track, ψ Tψ is the true heading, λ 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. Static timing is when the aircraft is aligned with the runway to a certain extent and the deviation from the runway centerline is small enough. Dynamic timing is when the aircraft turns to align with the runway. In addition, the capability notifications for 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 provided in this case, the methods by which the head-up guidance system notifies the unit of its capabilities and modes in S2 to S4 include notification via current capability and mode notification symbols and / or notification via display panels.

[0053] As a specific implementation method provided in this case, 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 For the selection of the waterway, δ2 is a constant, ε LOC_L The heading deviation δ3 is a constant (different constants are determined based on the field of view and runway width characteristics of the head-up display), and once the condition is 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 is determined after the head-up guidance system is pre-positioned and the static timing is met, and is determined by the following conditions: |r|≤δ4 and lasts for δ5 duration. Once the condition is met, 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 rate, and δ4 and δ5 are constants. With a takeoff guidance calculation module at its core and a head-up display (HUD) as its display medium, this system uses takeoff guidance-related symbols and external scenery information seen through the HUD as control references, forming a human-machine-environment closed-loop system. This provides effective feedback for pilots to maneuver and level off the runway, preventing unsafe events caused by deviation from the runway centerline or loss of external scenery references. The HUD mode switching logic provided by this invention fully considers the settings of relevant navigation parameters before takeoff, the operating status of onboard sensors, and the triggering timing of the takeoff guidance mode, providing timely capability and mode notifications. This effectively avoids guidance command errors caused by crew settings mistakes or random physical equipment failures, thus preventing the aircraft from deviating from the runway and eliminating the risk of misdirection.

[0055] For example

[0056] like Figure 3The diagram illustrates the pre-takeoff and takeoff process of a large transport aircraft. It shows the scene of a large transport aircraft taxiing from the gate to the runway entrance and running along the runway until takeoff. Figure 3 As shown.

[0057] The aircraft started at position 401, set the navigation frequency and selected the route data, and taxied along the airport taxi route toward the runway threshold. 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 (mode is empty).

[0058] As the aircraft taxis along the taxiway to position S402 near the runway centerline, the navigation deviation data becomes effective. At this point, the head-up navigation system notifies the crew that the aircraft is available. Subsequently, the crew can issue a takeoff guidance mode selection command through the mode selection and announcement board, and the head-up navigation system notifies the crew of the pre-position.

[0059] The aircraft taxied onto the runway and turned to position S403. The head-up guidance system began to determine the timing for guidance activation.

[0060] The aircraft continued taxiing to position S404, aligned with the runway centerline, and the head-up guidance system determined that guidance was activated.

[0061] The crew, referring to the guidance symbols provided by the head-up navigation system, maneuvered the aircraft to position S405, pulled the aircraft off the ground, and at this point the head-up navigation system determined that guidance had disengaged.

[0062] like Figure 1-3 The diagram shows the system of the present invention, which includes: a mode selection and notification board 101 (i.e., a display board), sensor groups 102-105, a flight management system 106, a takeoff guidance calculation module 107, a symbol image generation module 108, and a head-up display device 109.

[0063] The mode selection and notification board 101 provides an interface for inputting takeoff guidance mode trigger commands and responding to 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. It receives data parameters collected by the sensor group, runway and selected route parameters output by the flight management system, and takeoff guidance mode selection instructions from the mode selection and notification board. It calculates the display instructions and position instructions for 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 image generation module 108 is connected to the takeoff guidance calculation module. It receives airspeed, attitude, altitude, and navigation parameters from the sensor group 102-105 and the flight management system 106, as well as guidance parameters from the takeoff guidance calculation module. It generates a symbol image containing 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 image generation module 108, which receives symbol image video information and performs collimated perspective display.

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

[0068] In some embodiments, the capability and mode notification symbol 201 is located in the upper left corner of the head-up display screen; the ground track symbol 202 and the taxiway guide symbol 203 are located in fixed, identical positions longitudinally, and positioned laterally according to the takeoff guidance command; the deviation warning symbol 204 is located in a fixed lateral position to the ground track symbol 202, and when the aircraft veers to the left, the deviation warning symbol 204 is located to the left of the ground track symbol 202, and when the aircraft veers to the right, the deviation warning symbol 204 is located to the right of the ground track symbol 202; the warning symbol 205 is located in a fixed position above the ground track symbol 202, and is displayed in a flashing manner when the capability is lost after takeoff guidance is activated.

[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 command data.

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

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

[0073] The output integration unit 113 receives 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 results 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 rates, attitude angle, true heading, and magnetic heading parameters.

[0076] The second sensor 103 is used to collect the frequency of the left and right navigation receivers and the course deviation 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-borne signal parameters.

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

[0080] S1(301): Based on the wheel-mounted signal parameters, determine whether the aircraft is on the ground. If it is not on the ground, 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 routes are consistent" are met. If not, notify the crew of unavailable capabilities; otherwise, proceed to the next step.

[0082] S3(303): Determine whether the condition "the sensor data collected by the sensor group is valid and the aircraft track data obtained by the first sensor and the third sensor respectively match" is met. If not, notify the crew of unavailable capability; otherwise, notify 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 trigger command, the takeoff guidance calculation module determines whether the takeoff guidance activation timing is met (305). If not, it notifies the crew of the guidance pre-position mode; otherwise, it notifies the crew of the guidance activation mode.

[0084] S5: At any time in S4 above, if the conditions described 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.

[0085] S6: At any time during S2-S5 above, if it is determined that the aircraft is no longer on the ground based on the wheel load signal parameters, then 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 frequencies are set to be consistent" is determined by the following method: the difference between the left and right navigation frequencies of the aircraft is less than or equal to δ6, such as 0.01MHz-0.04MHz; "the left and right flight path selections are set to be consistent" is determined by the following method: the difference between the left and right flight path selection values ​​is less than or equal to δ, such as 1°.

[0087] In some embodiments, in step S3, if the following condition is met, "whether the aircraft trajectory 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 two parts: static timing and dynamic timing. Static timing refers to the aircraft being aligned with the runway to a certain extent and having a sufficiently small deviation from the runway centerline. 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 / pre-positioned / activated.

[0091] In some embodiments, S2–S4, the method by which the head-up guidance system notifies the crew of its capabilities and modes includes notification via the current capability and mode notification symbol and / or notification via 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 determined after the head-up guidance system is pre-positioned, and is determined by the following condition: |ψ-λ Sel_L |≤δ2 and|ε LOC_L |≤δ3, and once the condition is met, 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 determined after the head-up guidance system is pre-positioned and the static timing is met, and is determined by the following condition: |r|≤δ4 and lasts for δ5 time. Once the condition is met, it is locked until the aircraft takes off or the crew cancels the head-up flight guidance mode selection.

[0094] In some embodiments, the threshold values ​​in the takeoff guidance activation timing in S4 can 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 merely specific embodiments of this disclosure, but the scope of protection of this disclosure is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this disclosure should be included within the scope of protection of this disclosure. Therefore, the scope of protection of this disclosure should be determined by the scope of the claims.

Claims

1. A head-up guidance system for aircraft takeoff, suitable for aircraft takeoff, characterized in that, This includes a display panel for mode selection and announcements, a sensor array, a flight management system, a takeoff guidance calculation module, a symbol image generation module, and a head-up display device. The display panel receives the output of the takeoff guidance calculation module, provides the crew with a notification of whether the aircraft currently has takeoff guidance capability, provides a human-machine interface for connecting / disconnecting the takeoff guidance mode, and outputs the connection / disconnection command to the takeoff guidance calculation module. The takeoff guidance calculation module is connected to the display panel, sensor group, flight management system, and head-up display symbol image generation module. It receives aircraft status data parameters collected by the sensor group, runway length and selected route data from the flight management system, and mode selection instructions from the display panel. It performs capability judgment and mode switching, and then calculates the display and disappearance instructions and display position instructions for takeoff guidance symbols based on the current mode and capability of the takeoff guidance calculation module. It also monitors the takeoff performance of the aircraft and outputs the calculated instructions to the symbol image generation module for symbol drawing. The symbol image generation module is connected to the sensor group and the takeoff guidance calculation module respectively. It receives the aircraft status data parameters to draw non-takeoff guidance symbols, and receives the display blanking command and display position command output by the takeoff guidance calculation module to draw takeoff guidance symbols. The drawn image is output to the head-up display device for display. The head-up display device is connected to the symbol image generation module, receives the video of the image, and performs collimated perspective display. The takeoff guidance calculation module is used for the head-up guidance system mode switching logic during aircraft takeoff. The head-up guidance system mode switching logic includes... S1: Determine whether the aircraft is on the ground based on the wheel-mounted signal parameters. If it is not on the ground, determine that the takeoff guidance mode is empty; otherwise, proceed to the next step. S2: Determine if the conditions for consistent left and right navigation frequency settings and consistent left and right flight path settings are met. If not, issue a capability notification of unavailability to the onboard head-up display used by the operator; otherwise, proceed to the next step. The consistency of left and right navigation frequency settings is determined using the following method: The difference between the left and right navigation frequencies of the aircraft is less than or equal to The consistency of the left and right selected channels is determined by the following method: the difference between the left and right selected channel values ​​is less than or equal to... , , It is a constant; S3: Determine whether the sensor data collected by the sensor group is valid and whether the matching conditions of the aircraft trajectory data obtained by the first sensor and the third sensor are met. If not, notify the head-up display device of the capability of unavailability; otherwise, notify the head-up display device of the capability of availability. The matching condition of the aircraft trajectory data obtained by the first sensor and the third sensor is determined by the following method: In the formula, For GPS track, For the true course, For magnetic heading, For magnetic flight tracks, It is a constant; S4: During the notification of available capability messages, the takeoff guidance mode is triggered through the display panel. After receiving the mode trigger command, the takeoff guidance calculation module determines whether the conditions for takeoff guidance activation are met. If not, a guidance pre-positioning mode notification is made; otherwise, a guidance activation mode notification is made. The takeoff guidance activation conditions include static timing and dynamic timing. The static timing is when the aircraft is aligned with the runway to a certain extent and the deviation from the runway centerline is small enough. The dynamic timing is when the aircraft turns to align with the runway. S5: If at any time in S4 above, the conditions described 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 an alarm prompt. S6: If at any time in S2-S5 above, when it is determined that the aircraft is no longer on the ground based on the wheel load signal parameters, it is determined that the takeoff guidance mode is empty and the aircraft takeoff roll is considered to be complete. The static timing is determined after the head-up guidance system is pre-positioned and meets the requirements. , In order to choose a waterway, It is a constant. For course deviation, It is a constant, and once the condition is met, it is latched until the aircraft takes off or the crew cancels the head-up flight guidance mode selection; The dynamic timing is determined after the head-up guidance system is pre-positioned and the static timing is met, and is determined based on the following conditions: And continue The duration, and once determined to be satisfied, is locked until the aircraft takes off or the crew cancels the head-up flight guidance mode selection, where r is the yaw rate. and All are constants.

2. The head-up guidance system according to claim 1, characterized in that, The takeoff guidance-related symbols include current capability and mode announcement symbols, ground track symbols, taxiway guidance symbols, out-of-tolerance indicators, and warning indicators. During takeoff guidance mode activation, the ground track symbol is used as a reference for takeoff roll maneuvering, and the roll maneuvering guide symbol is used as a tracking target for takeoff roll maneuvering. The current capabilities and mode notification symbols are used for takeoff guidance systems and mode notifications; The out-of-tolerance indicator is used to indicate that the aircraft deviates too far from the runway centerline; The alarm prompt is used to issue an alarm when a loss of guidance capability 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 and a fixed lateral position on the HUD screen, or its position changes with the lateral movement of the aircraft; the taxiway guidance symbol has a fixed longitudinal position and its lateral position changes with the distance the aircraft deviates from the runway centerline on the HUD screen; the current capability and mode notification symbol is displayed in character form in the upper left corner of the screen; the out-of-tolerance indicator appears to the left or right of the ground track symbol depending on whether the aircraft is veering left or right; the warning indicator is displayed in flashing form above the ground track symbol. 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 command data. The algorithm calculation unit is used to calculate the display blanking command and display position command of the ground track symbol and the taxiing guide symbol based on the collected sensor data and the received current takeoff guidance mode data; The monitoring unit provides display and blanking commands for the out-of-tolerance indicator and the alarm indicator; The output integration unit receives initial instruction data from the mode switching unit, the algorithm calculation unit, and the monitoring unit, performs data integration, 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 rates, attitude angles, true heading and magnetic heading parameters; The second sensor is used to collect the frequency of the left and right navigation receivers and the course deviation 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-mounted signal parameters.

4. The head-up guidance system according to claim 3, characterized in that, The capability notifications for 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.

5. The head-up guidance system according to claim 4, characterized in that, The methods by which the head-up guidance system notifies the crew of capabilities and modes in S2 to S4 include notification via current capability and mode notification symbols and / or notification via display panels.

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