Airplane cockpit touch control avionics system integrated with high man-machine work efficiency

Abstract

The invention discloses an aircraft cockpit touch control avionics system integrated with high man-machine work efficiency. The avionics system comprises a touch control display screen, an airborne computer and a flight management system. Wherein the touch display screen is connected with the airborne computer, and the touch display screen is used for man-machine interaction; the airborne computer is connected with the flight management system, and the flight management system is used for management and interaction of flight data; and the touch display screen adopts a highlight comprehensive display screen to display flight interaction data and obtain interaction data input by a user. The use requirements of users are fully considered, the stability, reliability and intelligence of the aircraft driving touch control avionics system are realized, and the user experience is improved.

Description

Technical Field

[0001] The present invention relates to the field of aviation equipment control, and in particular to an aircraft cockpit touch-control avionics system integrating high ergonomics. Background Art

[0002] As the proportion of human-computer interaction design in aircraft cockpits continues to increase, improving the availability of the entire cockpit human-computer interaction system can effectively improve aircraft performance and bring better user satisfaction, while also reducing the cost spent on training and system maintenance. More importantly, a high-availability cockpit system can reduce pilot errors in the process of operating the aircraft, thereby helping to improve aircraft operational safety and reduce operating costs.

[0003] The benefits of a user-oriented system will accrue over the life of the system and include:

[0004] 1. A system that is easy to use and understand can reduce training costs, maintenance costs and support costs

[0005] 2. Effective systems can meet the organization's goals and produce better operational efficiency, production and customer service

[0006] 3. Systems that support users and help them have a better experience can increase user job satisfaction, improve safety and improve health, thereby reducing absenteeism and staff turnover.

[0007] The "user-oriented" design approach emphasizes user needs throughout the entire system design process. However, the user-oriented aircraft cockpit touch avionics system of existing technology still has problems such as insufficient user experience and complex operation. Moreover, with the advancement of technology, the monitoring and interaction functions of traditional avionics systems are also insufficient. Summary of the invention

[0008] The purpose of the present invention is to overcome the shortcomings of the prior art and provide an aircraft cockpit touch avionics system that integrates high ergonomics, fully considers the user's usage needs, realizes the stability, reliability and intelligence of the aircraft driving touch avionics system, and improves the user experience.

[0009] In order to achieve the above-mentioned purpose, the technical solution adopted by the present invention is: an aircraft cockpit touch-screen avionics system integrating high ergonomics, the avionics system comprising a touch display screen, an onboard computer, and a flight management system; wherein the touch display screen is connected to the onboard computer, and the touch display screen is used for human-computer interaction; the onboard computer is connected to the flight management system, and the flight management system is used for management and interaction of flight data; the touch display screen adopts a high-brightness integrated display screen to provide display of flight interaction data and obtain interaction data entered by the user.

[0010] The avionics system also includes an SVO system, which integrates sensors, computers, and display devices. When the aircraft is in automatic or semi-automatic driving, the SVO system uses multiple sensors to obtain environmental information, and converts this information into visual images for the pilot through computer processing and three-dimensional modeling technology, and displays it through a display device to provide the pilot with multiple auxiliary functions.

[0011] The SVO system integrates multiple sensors including radar, lidar, infrared sensors and / or cameras.

[0012] The display device is used to provide the pilot with a variety of auxiliary functions including terrain warning, obstacle warning and navigation guidance.

[0013] The flight management system includes an intelligent perception fusion module and an autonomous flight path planning module, which are used to provide data perception and path planning for the aircraft management system during automatic or assisted flight.

[0014] The intelligent perception fusion module includes using millimeter wave radar and visual sensor to perform data fusion to obtain the situation information in front of the aircraft.

[0015] The intelligent perception module includes: a data acquisition unit, a data preprocessing unit, a feature extraction unit, a data fusion unit, a target recognition and tracking unit and a status assessment unit;

[0016] The data acquisition unit collects environmental data through environmental perception sensors, where the millimeter-wave radar in the environmental sensor is used to collect the distance, speed and relative direction information of the target; the visual sensor uses optical imaging technology to capture environmental images to collect visual information on the target's appearance, shape and color;

[0017] The data preprocessing unit is used to preprocess the data collected by the data collection unit, and the preprocessing includes filtering and denoising the millimeter wave radar data, and image enhancement, denoising and correction of the visual data;

[0018] The feature extraction unit is used to extract target key features from the data output by the data preprocessing unit;

[0019] The data fusion unit is used to fuse data from different sensors using intelligent perception fusion technology, and data fusion includes sensor-level fusion, feature-level fusion, decision-making and fusion;

[0020] The target recognition and tracking unit is used to recognize and track the data after data fusion, recognize the specific target in the image and track the dynamic change information of the target;

[0021] The forward situation assessment unit assesses the forward situation information by analyzing the dynamic behavior and position relationship of the target, and analyzes and determines whether there are collision risks, obstacles or other dangers on the current route.

[0022] The autonomous flight path planning module is used to automatically calculate the best route, flight altitude and speed and display them through a high-brightness integrated display screen. At the same time, it monitors weather changes, route deviations and the like in real time and automatically adjusts the flight plan.

[0023] The autonomous flight path planning module includes an information acquisition unit, a path calculation unit, and a path adjustment and dynamic adjustment unit; wherein the information acquisition unit collects aircraft-related information from multiple data sources; the path calculation unit calculates and generates an optimal flight path based on aircraft-related information from a mobile phone; and the path adjustment and dynamic adjustment unit is used to adjust the optimal flight path according to real-time flight process data.

[0024] The advantages of the present invention are: fully considering the user's usage needs, achieving the stability, reliability and intelligence of the aircraft driving touch avionics system, and improving the user experience; the system adopts a high-brightness integrated display screen to improve the display clarity and provide clear and reliable driving data for flight personnel; it provides intelligent and automated flight path planning, provides users with driving assistance information, and even the planned path can be applied to the aircraft's automatic driving or assisted driving, thereby improving the intelligence and reliability of aircraft driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The following is a brief description of the contents expressed in the drawings of the present invention and the symbols in the drawings:

[0026] Figure 1 It is a structural schematic diagram of the avionics system of the present invention. DETAILED DESCRIPTION

[0027] The specific implementation of the present invention will be further explained in detail below by describing the optimal embodiment with reference to the accompanying drawings.

[0028] The present solution is a touch-screen avionics system for an aircraft cockpit that integrates high ergonomics, including a touch screen, an onboard computer, and a flight management system; wherein the touch screen is connected to the onboard computer, and the touch screen is used for human-computer interaction; the onboard computer is connected to the flight management system, and the flight management system is used for flight data management and interaction; the touch screen uses a high-brightness integrated display screen to provide display of flight interaction data and obtain interactive data entered by the user. The flight management system includes an intelligent perception fusion module and an autonomous flight path planning module, which are used to provide data perception and path planning for the aircraft management system during automatic or assisted flight. The SVO system integrates sensors, computers, and display devices; when the aircraft is in automatic or semi-automatic driving, the SVO system uses a variety of sensors to obtain environmental information, and converts this information into visual images for the pilot through computer processing and three-dimensional modeling technology, and displays it through a display device to provide a variety of auxiliary functions for the pilot.

[0029] The factors or requirements considered in the avionics system designed in this scheme are:

[0030] 1) Touch screen properties

[0031] The properties of the touch screen mainly include the input and display characteristics of the touch screen, the touch screen technology (infrared, resistance and capacitance), the installation layout of the touch screen, the size and spacing of the touch area, and the hardware and driver. The display characteristics of the touch screen required in SAEAS8034C include: brightness, contrast, size, chroma, grayscale, refresh rate, screen jitter, display response and reflectivity. HF-STD-001B gives detailed design requirements for the touch area size, spacing and installation layout of the touch screen.

[0032] 2) Ergonomic requirements for human-machine interaction interfaces of each module of the avionics system

[0033] The ergonomic design requirements of the human-machine interaction interface mainly include information display, control process design, feedback process design, accessibility analysis of touch operation, and anti-mistake touch and warning system design. According to SAE ARP60494, the ergonomic design of the human-machine interaction interface directly affects the interaction efficiency and operational performance of the flight crew, which is mainly reflected in the crew's workload, human error, fatigue, situational awareness, etc. The information displayed on the touch screen should be easy to read and understand, and meet the expected functions of the system. At the same time, the design requirements of the size, color, and layout of the information display interface should be considered. The design requirements of the touch screen control process include: control accessibility, the design of touch operation should be consistent with the aircraft-level cockpit control design concept, control logic and movement are consistent, operation feedback, anti-mistake touch operation, redundant design, etc. Fully combine the functional requirements and human-computer interaction requirements of different modules of the avionics system, cooperate with the operating characteristics of the touch mode, and compare the operating characteristics of the conventional non-touch mode to complete the human factors that need to be considered in the development of the avionics human-computer interface under touch mode. Add these human factor requirements to the top-level design of the avionics system development to complete the iteration of system-level requirements, high-level requirements, and low-level requirements.

[0034] 3) Flight Management System

[0035] A good flight management system (FMS) plays an extremely important role in improving ergonomics. First, FMS significantly reduces pilot workload by automating flight tasks. In traditional flights, pilots need to manually plan routes, navigate, and adjust flight parameters, while FMS can automatically calculate the best route, flight altitude, and speed, reducing pilot stress. This automation not only allows pilots to focus on dealing with emergencies, but also reduces the occurrence of human errors. Secondly, the real-time data analysis and processing capabilities provided by FMS enable pilots to make decisions faster in complex flight environments. The system presents key flight information in an intuitive way to help pilots quickly understand and evaluate the current flight conditions. In addition, the intelligent algorithm of FMS can monitor weather changes, route deviations, and other situations in real time, and automatically adjust flight plans, thereby improving response speed and decision-making accuracy. Furthermore, the contribution of FMS to improving flight safety cannot be underestimated. The system's redundant design and fault detection capabilities reduce flight risks caused by equipment failures. Through precise route management and monitoring, FMS can effectively avoid air conflicts and misoperations, thereby ensuring flight safety. In addition, FMS can also optimize flight performance and dynamically adjust flight parameters to keep the aircraft in the best condition at different stages of flight. According to real-time weather conditions and air traffic conditions, FMS can automatically adjust routes, improve fuel efficiency and range, and reduce operating costs. At the same time, this is also in line with the modern aviation industry's requirements for sustainable development. The introduction of FMS has changed the way pilots are trained. Modern simulators and training systems provide a real operating experience to help pilots quickly adapt to new technologies. FMS training also covers the use of the human-machine interface and fault response, enhancing the pilot's emergency response capabilities. A good flight management system significantly improves the quality of flight operations by improving efficiency, enhancing safety and optimizing performance, allowing the aviation industry to maintain efficient and safe operations in an increasingly complex air environment.

[0036] 4) Integration of touch-screen avionics systems

[0037] The integration of touch-screen avionics systems mainly includes system installation and integration, functional testing, high-intensity radiation field and lightning protection, integrated display layout, system error management (error prevention, recovery, management), system redundancy design, system safety and reliability, testability, maintainability, etc. System integration and analysis should comply with airworthiness regulations FAR 25.1309 and advisory circulars AC25.1309 and AC 25-11B.

[0038] In response to the above requirements, this solution targets the needs of a touch-controlled avionics system with high ergonomics. This paper proposes four targeted design concepts and implementation methods to meet the mission requirements.

[0039] 1) In view of the properties of the touch screen display, a high-brightness integrated display is used to make the information more eye-catching, and the display is physically laid out using the simulation modeling comparative analysis method.

[0040] A high-brightness integrated display screen overcomes technical difficulties such as low brightness, low gray, and low refresh rate, so that it can restore ultra-high grayscale delicate images, ensure the accurate display of digital signals, graphic information, and text information, and meet the high standards of color, brightness, and clarity of the flight crew when performing flight missions. In low visibility conditions, the SVS fusion high-brightness integrated display system can ensure that all data required to continue the flight is accurately and clearly communicated to the flight crew. In the daily flight missions of the flight crew, massive amounts of information can be graphically displayed in real time through the high-brightness integrated display system, providing strong support for flight and providing efficient and rapid communication and feedback to the ground. The high-brightness integrated display screen increases the brightness, grayscale, refresh rate and other parameters on the basis of the existing integrated display screen to ensure that the display screen displays data clearly and reliably.

[0041] In addition to the display screen, the avionics system also includes some buttons. For the physical layout of the display screen, we obtain the physical layout in advance through simulation. Specifically:

[0042] In the physical layout of the display screen, we use ergonomic evaluation based on digital models for optimization. In the virtual design stage, virtual prototypes and computer human models can be used for preliminary ergonomic evaluation and design optimization, which can shorten the design cycle and reduce design costs. This paper uses a digital model of the aircraft produced by the CATIA platform. In the use of the human body model, we combine the selection standards of pilots in my country and the average physical data of pilots to obtain two groups of physical data (one male and one female), including: pupil distance, hand length, sitting eye height, maximum hand width, etc. The obtained data is input into the platform, and the different information spans of page jumps in the avionics system display module, the different operation sizes, positions, force sensitivity, and button feedback of buttons with different operation frequencies are tested. The task completion status under various conditions is sampled to obtain the button layout shown in the figure to meet the needs of high ergonomics. The specific steps of physical layout include:

[0043] 1. Establishment of digital model and human body model

[0044] Through the CATIA platform, we first built a digital 3D model of the aircraft, including the avionics system display module in the pilot's cockpit. The digital model provides an accurate and operable virtual environment for subsequent design optimization; at the same time, by inputting the pilot's body data, such as interpupillary distance, hand length, sitting eye height, maximum hand width, etc., two groups of typical pilot models (male and female) were constructed. These human body data are not only static spatial position parameters, but also include the pilot's movement trajectory and physiological response during operation. Interpupillary distance and sitting eye height affect the pilot's visual distance and visual angle with the display screen, while hand length and maximum hand width directly determine the range and comfort of hand movement when operating buttons. Combining these factors, we can more accurately calculate the optimal distance and angle for the pilot to interact with the display interface.

[0045] 2. Ergonomics-based ergonomics evaluation and optimization

[0046] Based on the established digital human model and avionics display module, we conducted a series of ergonomic analysis and optimization design, including:

[0047] Optimization of visual comfort and information span: Using the pilot's sitting eye height and pupil distance, we optimize the information layout of the display screen so that the pilot can read the information within the minimum range of sight movement. Studies have shown that the vertical and horizontal span of information should be controlled within a reasonable range to avoid excessive turning of the pilot's head or eyes during mission execution, thereby reducing fatigue and improving reaction speed. We have optimized the area division of the display interface based on the pilot's viewing distance and viewing angle limitations to ensure that high-frequency information is within the pilot's field of view.

[0048] Optimization of operation frequency and button size: By analyzing the pilot's hand length, maximum hand width and range of motion, we optimized the size, spacing and layout of the control buttons. Especially for high-frequency operation buttons, we adopted a size and layout that suits the pilot's hand length to reduce unnecessary hand movement while ensuring the accuracy and comfort of button operation. By applying Fitts's law, we analyzed the pilot's target selection time at different operation frequencies and adjusted the button size and layout accordingly to ensure that tasks can be performed quickly and accurately during high-load operations.

[0049] Button feedback and mechanical sensitivity design: Button feedback design is crucial, especially in emergency situations, when the pilot's reaction time to feedback is crucial. We optimized the button design by simulating the pressure sensing, tactile feedback, and sound feedback of the button to ensure that the pilot can quickly confirm the operation results through touch and hearing. The design basis of mechanical feedback includes the button's pressing force, travel, and rebound mechanical characteristics, which directly affect the pilot's operating accuracy and psychological burden.

[0050] 3. Optimization and adjustment based on simulation and experiment

[0051] During the virtual design phase, we verified the optimized button layout through simulation and testing of the pilot model. The tests mainly included the following aspects:

[0052] Mission completion time and operation accuracy: The efficiency of the key layout is evaluated by sampling the mission completion of the virtual pilot under different operating conditions. In particular, the operation of emergency tasks is simulated to evaluate the pilot's operational reaction time under highly stressful conditions.

[0053] Hand movement and button layout: Use the human model's hand movement trajectory analysis tool to evaluate the pilot's movement efficiency when performing continuous operations. By simulating the pilot's arm movements, evaluate the impact of button position and spacing on the hand's range of motion, and then optimize the layout and size of the buttons.

[0054] Multi-dimensional feedback mechanism: Through the pilot's tactile and auditory feedback on the button, the feedback mechanism is evaluated to evaluate the impact on the pilot's operating accuracy and psychological perception. Ensure that the button feedback matches the pilot's physiological and psychological response.

[0055] 4. Ergonomics optimization and button layout determination

[0056] After multiple rounds of simulation and data analysis, the final key layout ensures an efficient and comfortable operating environment. Specific optimization results include:

[0057] Adjustment of the position of high-frequency operation buttons: Place high-frequency operation buttons in the area that is easiest for pilots to reach, reducing invalid hand movements and improving operating efficiency.

[0058] Optimized distribution of low-frequency operation buttons: buttons for low-frequency operations are placed where the arms naturally rest to reduce the operating burden on the pilot.

[0059] Adjusted button size and mechanical properties: Adjust the size, spacing and feedback mechanism of buttons for different operating frequencies, so that pilots can still maintain precise operation under high pressure.

[0060] 2) Aiming at the ergonomic requirements of the human-machine interaction interface of each module of the avionics system, this paper adopts the concept of simple aircraft operation (SVO) for interactive design, which refers to the concept of simplifying operation and control in the automatic or semi-automatic flight management system. In terms of flight trajectory planning, SVO is based on the traditional flight plan and navigation database combined with the track prediction method, and on this basis develops an automatic solution for flight routes that change with sudden events. SVO is a flight assistance system that integrates sensors, computers, display devices and other technologies, which can provide pilots with more real and accurate environmental information to help them better understand and cope with complex flight environments. Environmental information is obtained by using a variety of sensors, including radar, laser radar, infrared sensors, cameras, etc., and these information are converted into visual images for pilots through computer processing and three-dimensional modeling technology, providing more real and accurate environmental information. Provide pilots with a variety of auxiliary functions, including terrain warnings, obstacle warnings, navigation guidance, etc., to help them better cope with complex flight environments and improve flight safety and efficiency.

[0061] The SVO concept is used to design the interactive form of the touch avionics system to meet the requirements for high human-machine ergonomics. Based on the SVO concept, this solution makes the following designs and requirements for human-machine interaction:

[0062] (a) Simple interface: The interface of the aircraft avionics system of this device is simplified, displaying only necessary information and control options, avoiding giving pilots too much data or choices. This product separates the functions of each module, decouples each operating procedure as much as possible, controls the classification of all operating items, keeps them within the three-level directory, and presents information in a clear and concise manner, allowing pilots to quickly obtain the status of the aircraft and make wise decisions.

[0063] (b) Intuitive Control: SVO emphasizes intuitive and easy-to-learn control methods. This patented product uses familiar interfaces and gestures, including touch screens, voice commands, and physical buttons, to provide pilots with a natural and familiar way to interact with the aircraft. This patent can help pilots better understand routes and terrain through route visualization, thereby reducing the occurrence of flight accidents.

[0064] (c) Automation and Assistance: Based on the SVO concept, this patented product uses automation and advanced driver assistance systems (ADAS) to reduce the pilot's burden in driving tasks. It integrates functions such as adaptive cruise control, lane keeping assist and automatic parking assist to enhance safety and reduce the pilot's workload.

[0065] (d) Clear communication: This patented product focuses on effective communication between the aircraft avionics system and the pilot. It uses visual, auditory and tactile feedback to provide clear and understandable alarms, notifications and warnings, and uses red and yellow colors that are clear and eye-catching to the human eye to display warning and cause information, so that the pilot can understand the aircraft status and necessary actions.

[0066] (e) Three-dimensional digital map: This patented product integrates a three-dimensional digital map system. The three-dimensional digital map system uses advanced technologies and high-tech such as 3DGIS, VR, data compression, computers and networks. It integrates multi-source, multi-scale and multi-temporal information in a unified space to achieve dynamic interactive browsing, spatial analysis and simulation of massive data. This is a virtual space environment of a real city that supports the geographical synergy of a network environment. The three-dimensional digital map system based on 3DGIS technology and network technology provides seamless management of urban space, supports concurrent use by multiple users in a dedicated network environment, and supports access by general public Internet users.

[0067] 3) Intelligent flight management system

[0068] The aircraft intelligent flight management system uses advanced intelligent perception fusion technology and autonomous flight path planning technology, and uses excellent aircraft performance calculations to make the aircraft's flight management technology more diverse and intelligent, reducing the complexity of flight crew members' flight mission operations, thereby improving human-machine efficiency. The aircraft intelligent flight management system can be divided into intelligent perception fusion technology modules and autonomous flight path planning technology modules;

[0069] (a) Intelligent perception fusion technology module

[0070] The flight management system has made some improvements in the direction of intelligent perception fusion technology, mainly reflected in the millimeter wave radar and visual fusion perception technology. It mainly uses millimeter wave radar and visual sensors as the main environmental perception sensors of the aircraft, and through the development of target monitoring methods based on millimeter wave radar, target recognition methods based on visual sensors and key technologies for fusing millimeter wave radar and visual sensor information, it provides the aircraft with real forward situation information to help it with subsequent route planning and decision control. The intelligent perception fusion technology module includes the following units:

[0071] 1. Data Collection

[0072] First, environmental data is collected through environmental perception sensors (including millimeter wave radar and visual sensors, etc.). Millimeter wave radar can provide information such as the distance, speed and relative direction of the target, especially effective in low visibility and complex weather conditions. Visual sensors use optical imaging technology to capture environmental images and provide rich visual information such as target appearance, shape and color.

[0073] 2. Data Preprocessing

[0074] The data collected by the sensor usually needs to be preprocessed for better subsequent analysis:

[0075] Filter and denoise millimeter-wave radar data to improve data accuracy and stability.

[0076] Perform image enhancement, denoising and correction on visual data to solve possible problems such as lighting changes and blur to ensure data quality.

[0077] Synchronizing the time and aligning the space of sensors ensures that data from different sensors can be effectively fused.

[0078] 3. Feature extraction

[0079] Based on the preprocessed data, extract the key features of the target:

[0080] For millimeter-wave radar data, features usually include the distance, speed, angle, etc. of the target.

[0081] For visual data, features include the appearance, shape, edges, etc. of the target, and target information is extracted through image recognition algorithms (such as deep learning models).

[0082] 4. Data Fusion

[0083] In this stage, intelligent perception fusion technology is used to fuse data from different sensors (millimeter wave radar and visual sensor). Data fusion technology is mainly divided into:

[0084] Sensor-level fusion: Fuse the raw data collected by different sensors to obtain a more comprehensive environmental perception result.

[0085] Feature-level fusion: Combine the feature information extracted by different sensors to form a comprehensive feature set.

[0086] Decision-level fusion: Make perceptual judgments based on the fused information, such as target recognition, positioning, and tracking.

[0087] Through data fusion, the limitations of a single sensor can be reduced and the system's adaptability and robustness to complex environments can be improved.

[0088] 5. Target recognition and tracking

[0089] After data fusion, the system will identify and track the target based on its features. For example, the deep learning model can be used to analyze the visual data and identify the specific target in the image. At the same time, the millimeter wave radar data can be used to confirm the speed and relative position of the target, thereby effectively tracking the dynamic changes of these targets.

[0090] 6. Assessment of the situation ahead

[0091] On the basis of identification and tracking, the system evaluates the situation ahead by analyzing the dynamic behavior and position relationship of the target. For example, the system can predict the future position of the target through data such as the relative speed and distance of the target, and analyze whether there is a risk of collision, obstacles or other dangers.

[0092] (b) Autonomous flight path planning module

[0093] The required qualities of a flight path are to make it operationally feasible, deconflicted, coordinated, flexible, and optimal. A feasible flight path is within the capabilities and range of the aircraft, consistent with airspace limitations, fixed obstacles and terrain, and time constraints. The route being driven out does not conflict with respect to traffic, hazardous weather, and other dynamic constraints, and does not present appropriate timeframes and separation criteria. A coordinated flight path meets the requirements of a cooperative approach. A flexible flight path is sufficiently adjustable to allow for future changes if necessary (e.g., to resolve subsequent conflicts). An optimal flight path meets the operator's business objectives as closely as possible under all other constraints, including system-level optimization considerations.

[0094] The operator can host the automation on the aircraft, at the operator’s ground control facility, or even in a cloud service. Regardless of the architecture chosen, it is critical that end-to-end system integrity meets established performance standards given the time and safety criticality of flight path automation. For example, the non-aircraft hosting location will rely on a highly reliable air-ground communications link for uninterrupted, secure, and low-latency connectivity to the aircraft flight control system. Depending on cost and other factors, automation at multiple locations may better meet performance requirements.

[0095] The autonomous flight path planning module includes the following units:

[0096] 1. Information Acquisition

[0097] Automatic flight path planning gathers information from multiple data sources that provide the basis for the path calculation:

[0098] Aircraft performance and status information: including the aircraft's current speed, altitude, fuel level, heading, maximum range, etc. This data ensures that path planning is feasible within the aircraft's performance range.

[0099] Airspace restrictions and weather conditions: Aircraft must comply with airspace restrictions, no-fly zones, and weather conditions (such as strong winds, heavy rain, lightning, etc.) during flight. This information is obtained through meteorological data interfaces, air traffic management systems, etc.

[0100] Terrain and obstacle information: During flight, the aircraft needs to avoid ground obstacles and fixed facilities, such as mountains, tall buildings, and structures. This information comes from the Geographic Information System (GIS) or ground sensors.

[0101] Flight scheduling and traffic information: Flight paths must avoid other flights, avoid collisions, and meet separation criteria. By obtaining real-time information from the air traffic management system (ATC) or other aircraft tracks, the system can coordinate the flight paths of different aircraft.

[0102] Flight time constraints and business objectives: The business objectives of a flight include flight arrival time, range optimization, etc. These are usually provided by the airline based on operational requirements and cost-benefit analysis.

[0103] 2. Path calculation

[0104] Based on the information collected above, the automatic flight path planning system generates the optimal flight path through a series of calculation algorithms. Common calculation steps include:

[0105] Path search: Using the aircraft's starting and ending points, combined with data such as airspace restrictions and weather conditions, a possible flight path is calculated. This process is based on a graph search algorithm (A* algorithm) or a shortest path algorithm to ensure that the path is within the aircraft's performance range.

[0106] Obstacle Avoidance: The system uses terrain data, real-time weather information and traffic data to identify potential obstacles or flight safety risks, and adds obstacle avoidance strategies to the path to avoid dangerous areas.

[0107] Time Optimization: Based on the flight's time requirements, the system will optimize flight time when calculating the path to ensure the aircraft arrives on time, taking into account factors such as flight speed and fuel consumption.

[0108] Optimal Path Generation: Among multiple feasible paths, the system will select the best path based on the operator's business objectives (such as cost, time, etc.). This process involves multi-objective optimization algorithms to balance multiple constraints (such as flight time, fuel consumption, weather conditions, etc.).

[0109] 3. Path adjustment and dynamic adjustment

[0110] The automatic flight path planning system not only generates an initial path, but also has a certain degree of flexibility to cope with changes that may occur during the flight:

[0111] Real-time adjustment: During the flight, if there are weather changes, air traffic congestion or other emergencies, the flight path will be dynamically adjusted. The system recalculates the path based on the latest air traffic information and weather data to ensure that the aircraft continues to meet safety and efficiency requirements.

[0112] Conflict Resolution: If the flight path conflicts with the flight paths of other aircraft, the system resolves the conflict by automatically adjusting the heading, altitude, or flight speed. Usually rule-based or learning-based conflict prediction algorithms are used.

[0113] Adjustability: The path planning system must support appropriate adjustments to the path during flight. For example, new flight scheduling requirements or unexpected weather conditions may occur during flight, and the system must be able to respond quickly and adjust the flight path.

[0114] 4. Path Adjustment Data Source

[0115] The path adjustment process usually relies on the following data sources:

[0116] Real-time weather data: Real-time weather changes (such as wind speed, temperature, precipitation, etc.) may require changes to the flight path or altitude. The system will adjust the route based on this data.

[0117] Air traffic control data: During the flight, air traffic control (ATC) will provide the aircraft with real-time flight information. If there is a path conflict, the flight system will make adjustments based on ATC's instructions.

[0118] Aircraft status information: The real-time status of the aircraft (such as remaining fuel, engine health status, etc.) affects the feasibility of the flight and the calculation of the optimal path. The path must be adjusted according to the aircraft status.

[0119] 5. System architecture and automated hosting

[0120] The implementation architecture of the automatic flight path planning system includes the automation system on the aircraft, ground control facilities and cloud services:

[0121] Automated systems on aircraft: The onboard computer acquires data in real time and calculates the path, deploying a flight management system (FMS) with autonomous planning and adjustment capabilities.

[0122] Ground control and cloud service hosting: Ground control centers or cloud services can provide more computing resources and real-time data support. Especially in long-distance flights, the path optimization calculations provided by ground or cloud services can make up for the shortcomings of onboard computing.

[0123] (c) Aircraft performance calculations

[0124] The system provides a corresponding interface to monitor aircraft performance indicators, monitor the status of the aircraft in real time and analyze it, and display the aircraft's safety performance. There are two types of safety performance alarm triggers: numerical and switch types. The numerical type basically has a safety interval. When the sensor responsible for the module senses that the data is outside the safety interval, it will trigger an alarm. The switch type uses the sensor to sense whether it is turned on when it should be turned on and whether it is closed when it should be closed. If there is a violation, an alarm will be triggered. The system is equipped with professional loading calculation software for calculation and analysis to ensure the accuracy and safety of the loading process. Real-time display of current fuel parameters or remaining power and mileage and other information. It can monitor take-off distance, landing distance, climb rate, cruising speed, maximum range, maximum altitude, including aircraft weight, meteorological conditions, airport altitude, airport temperature, aircraft model and other performance indicators. And it has good adaptability and can adapt to most aircraft on the market.

[0125] 4) Open, comprehensive, modular, heterogeneous computing architecture

[0126] The system adopts an open integrated modular heterogeneous computing architecture, including a touch screen display, an onboard computer and an embedded operating system. The architecture uses IMA technology, which has many advantages such as reducing weight, reducing volume and reducing maintenance costs.

[0127] The onboard computer includes various types of computing engines such as CPU, GPU, DSP, FPGA, ASIC, and storage arrays such as DDR and FLASH.

[0128] The operating system platform uses VxWorks653, which is an embedded operating system platform for critical safety applications from Wind River, USA. The platform integrates various hardware and software components such as 653 kernel, workbench, and i ce. It complies with the requirements of ARINC653 specifications and adopts the functional partitioning method to achieve high integration and reliable operation of multiple functions in the avionics system on the same hardware platform, meeting the requirements of high integration and high reliability of the avionics system, and is suitable for comprehensive modular avionics system design.

[0129] Obviously, the specific implementation of the present invention is not limited to the above-mentioned methods. As long as various non-substantial improvements are made using the method concept and technical solution of the present invention, they are all within the protection scope of the present invention.

Claims

1. An aircraft cockpit touch avionics system integrating high ergonomics, characterized by: The avionics system includes a touch screen, an onboard computer, and a flight management system; the touch screen is connected to the onboard computer, and the touch screen is used for human-computer interaction; the onboard computer is connected to the flight management system, and the flight management system is used for management and interaction of flight data; the touch screen uses a high-brightness integrated display screen to provide display of flight interaction data and obtain interaction data entered by the user.

2. The aircraft cockpit touch-control avionics system integrating high ergonomics as claimed in claim 1, characterized in that: The avionics system also includes an SVO system, which integrates sensors, computers, and display devices. When the aircraft is in automatic or semi-automatic driving, the SVO system uses multiple sensors to obtain environmental information, and converts this information into visual images for the pilot through computer processing and three-dimensional modeling technology, and displays it through a display device to provide the pilot with multiple auxiliary functions.

3. The aircraft cockpit touch-control avionics system integrating high ergonomics as claimed in claim 2, characterized in that: The SVO system integrates multiple sensors including radar, lidar, infrared sensors and / or cameras.

4. The aircraft cockpit touch-control avionics system integrating high ergonomics as claimed in claim 2, characterized in that: The display device is used to provide the pilot with a variety of auxiliary functions including terrain warning, obstacle warning and navigation guidance.

5. An aircraft cockpit touch-control avionics system integrating high ergonomics as claimed in any one of claims 1 to 4, characterized in that: The flight management system includes an intelligent perception fusion module and an autonomous flight path planning module, which are used to provide data perception and path planning for the aircraft management system during automatic or assisted flight.

6. The aircraft cockpit touch-control avionics system integrating high ergonomics as claimed in claim 5, characterized in that: The intelligent perception fusion module includes using millimeter wave radar and visual sensor to perform data fusion to obtain the situation information in front of the aircraft.

7. The aircraft cockpit touch-control avionics system integrating high ergonomics as claimed in claim 6, characterized in that: The intelligent perception module includes: a data acquisition unit, a data preprocessing unit, a feature extraction unit, a data fusion unit, a target recognition and tracking unit and a status assessment unit; The data acquisition unit collects environmental data through environmental perception sensors, where the millimeter-wave radar in the environmental sensor is used to collect the distance, speed and relative direction information of the target; the visual sensor uses optical imaging technology to capture environmental images to collect visual information on the target's appearance, shape and color; The data preprocessing unit is used to preprocess the data collected by the data collection unit, and the preprocessing includes filtering and denoising the millimeter wave radar data, and image enhancement, denoising and correction of the visual data; The feature extraction unit is used to extract target key features from the data output by the data preprocessing unit; The data fusion unit is used to fuse data from different sensors using intelligent perception fusion technology, and data fusion includes sensor-level fusion, feature-level fusion, decision-making and fusion; The target recognition and tracking unit is used to recognize and track the data after data fusion, recognize the specific target in the image and track the dynamic change information of the target; The forward situation assessment unit assesses the forward situation information by analyzing the dynamic behavior and position relationship of the target, and analyzes and determines whether there are collision risks, obstacles or other dangers on the current route.

8. An aircraft cockpit touch-control avionics system integrating high ergonomics as described in any one of claims 1 to 7, characterized in that: The autonomous flight path planning module is used to automatically calculate the best route, flight altitude and speed and display them through a high-brightness integrated display screen. At the same time, it monitors weather changes, route deviations and the like in real time and automatically adjusts the flight plan.

9. The aircraft cockpit touch-control avionics system integrating high ergonomics as claimed in claim 8, characterized in that: The autonomous flight path planning module includes an information acquisition unit, a path calculation unit, and a path adjustment and dynamic adjustment unit; wherein the information acquisition unit collects aircraft related information from multiple data sources; The path calculation unit calculates and generates the optimal flight path based on the aircraft-related information of the mobile phone; the path adjustment and dynamic adjustment unit is used to adjust the optimal flight path according to real-time flight process data.

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