Aircraft instrument interface display method

Abstract

The invention discloses an aircraft instrument interface display method, and belongs to the field of aerospace and the technical field of display interaction. In order to solve the problems of key data display errors, information congestion, low interaction efficiency and the like of an existing aircraft instrument, the method obtains multi-source flight data through a data acquisition and verification module, performs consistency verification, dynamically displays core information in a layered manner based on a flight stage, and realizes display adaptation in combination with head posture interaction. The method comprises the core steps that flight parameters are collected in real time, and data deviation is eliminated through double-variable index verification; display hierarchies are divided according to stages such as takeoff, cruising and landing, and key safety data are preferentially presented; and adjusting a display angle and an information focusing range according to the pilot head posture. According to the method, the operation risk caused by data display errors and information overload of a traditional instrument is solved, the flight data reading efficiency and interaction convenience are improved, and the method is of great significance to guarantee flight safety; the technology can be quickly converted and applied to instrument systems of civil airliners and military aircrafts, and has remarkable industrial value and public benefit attributes.

Description

Technical Field

[0001] This invention relates to the field of display interaction technology, specifically to an aircraft instrument interface display method, which is particularly applicable to aircraft cockpit instrument systems in the aerospace field and is compatible with instrument display terminals of various aircraft types such as civil airliners, military fighters, and general aviation aircraft. Background Technology

[0002] Aircraft instruments are the core equipment for pilots to obtain flight status data and make flight decisions. Their display accuracy and ease of interaction are directly related to flight safety and are a key link in the aviation safety assurance system.

[0003] Existing aircraft instrument interface display methods have many shortcomings that urgently need to be addressed:

[0004] First, the data display accuracy is insufficient. Traditional instruments mostly use a single-channel data acquisition and single variable index mapping mechanism, which is easily affected by factors such as sensor failure and electromagnetic interference, resulting in data deviation or display abnormalities. For example, some civil aircraft models have experienced a deviation of more than 15% between the fuel flow sensor data and the actual value, which caused flight safety hazards because the fuel flow sensor data was not cross-validated.

[0005] Second, the information presentation is poorly adapted to the flight scenario. Most existing instruments adopt a fixed layout design, and various flight data (such as altitude, speed, navigation, engine status, fault warning, etc.) are piled up in a disorderly manner. The information priority is not distinguished according to the needs of different flight stages such as takeoff, cruise, and landing. As a result, pilots have to sift through a massive amount of information in emergency situations, with an average response time of more than 3 seconds, which greatly increases the operational risk.

[0006] Third, the interaction method is rigid and the security is insufficient. Currently, aircraft instruments mainly rely on physical buttons or touch operation to switch interfaces. In special flight conditions such as strong turbulence and high overload, it is difficult for pilots to operate manually, they are prone to accidental touches, and the operation process is cumbersome and cannot respond quickly to emergencies.

[0007] Fourth, the system has poor compatibility and upgradeability. The instrument display systems of different models are mostly customized and have inconsistent data interfaces and display protocols, making it difficult to quickly adapt to new technologies. Upgrading old models of instruments requires changes to the hardware structure, which is costly and time-consuming.

[0008] Fifth, the data visualization effect is poor. Some instruments only use a single color to indicate key warning information, without combining multi-dimensional visual enhancement methods such as brightness, flashing frequency, and area magnification, which makes them easy for pilots to ignore.

[0009] These problems have long plagued the aviation industry, not only reducing the convenience and efficiency of flight operations, but also directly threatening flight safety. There is an urgent need for an aircraft instrument interface display method that can improve display accuracy, optimize information presentation logic, simplify interaction processes, and be compatible with multiple aircraft models. Summary of the Invention

[0010] The purpose of this invention is to provide an aircraft instrument interface display method to solve the problems of inaccurate data display, poor adaptability of information presentation to flight scenarios, rigid and inefficient interaction methods, insufficient compatibility with multiple aircraft models, and poor visualization of warning information in existing aircraft instruments. By designing multi-source data accurate verification, dynamic layered display during flight phases, and contactless intelligent interaction, the invention improves flight data reading efficiency, interaction convenience, and display reliability, reduces flight operation risks, and enables low-cost software upgrades and adaptations to existing instrument systems, ensuring flight safety and meeting the technological upgrade needs of the aviation field.

[0011] To achieve the above objectives, the present invention provides the following technical solution:

[0012] The method for displaying aircraft instrument interfaces includes the following steps:

[0013] (1) Multi-source data acquisition and two-dimensional verification:

[0014] The system collects flight parameters and environmental data through a multi-channel acquisition system consisting of a main sensor group, a backup sensor group, and an environmental perception module. It establishes a bivariate index mapping between hardware acquisition values ​​and software calculation values, and outputs accurate flight data through same-source verification, different-source verification, and emergency completion mechanisms.

[0015] (2) Flight phase identification and dynamic hierarchical display:

[0016] By using multi-parameter thresholds to determine the flight stage of the aircraft, the displayed information is divided into a core safety layer, an auxiliary decision-making layer, and an extended information layer, and the display area proportion, visual weight, and data items are allocated according to the stage.

[0017] (3) Head posture perception and contactless interaction adaptation:

[0018] The system uses a binocular infrared camera to collect the pilot's head posture information and adjusts the display angle, information focus range, data detail level, and hierarchy switching of the instrument interface according to preset interaction rules.

[0019] Furthermore, the flight parameters include angle of attack, flight speed, altitude, fuel flow rate, engine speed, heading angle, landing gear status, and glide path deviation, with the sampling frequency of the multi-channel acquisition system not less than 100Hz.

[0020] Furthermore, the bivariate index mapping establishes a parameter index table through a database, assigns a unique ID to each parameter, and associates it with the main sensor data, backup sensor data, and software-calculated values. The software-calculated values ​​are derived through an LSTM-based neural network model.

[0021] Furthermore, the cross-validation algorithm combines Kalman filtering with threshold comparison. The verification deviation threshold for speed, altitude, and angle of attack as core parameters is ≤2%, and the verification deviation threshold for fuel flow and engine speed as ordinary parameters is ≤5%. The electromagnetic interference intensity in the environmental perception data is used for data correction.

[0022] Furthermore, the flight phases include takeoff, climb, cruise, descent, approach and landing, and emergency status. Each phase is identified by a combination of multiple parameter thresholds, including throttle position, rate of change of speed, rate of change of altitude, and fault signals, with an accuracy rate of no less than 99.5%.

[0023] Furthermore, the core security layer occupies 60%-80% of the main display area, adopts high-contrast color scheme, large font and dynamic refresh effect, automatically highlights fault warning information and emergency operation guidance in emergency situations, and reduces the transparency of other information to 50%.

[0024] Furthermore, the head posture acquisition uses a binocular infrared camera, and locates 68 key feature points through a facial feature point extraction algorithm, identifying the head rotation angle horizontal ±60°, vertical ±30° and gaze direction, with a posture recognition accuracy of no less than 98%.

[0025] Furthermore, the interaction rules include switching sub-interfaces by rotating the head horizontally by ≥30°, zooming the gaze data area to 1.5 times by ≥2 seconds, waking up the extended information layer by rotating the head vertically upward by ≥20°, and all interaction response delays being ≤100ms.

[0026] Furthermore, through software upgrades and integration into existing aircraft instrument systems, it is compatible with civil airliners, military fighter jets, and general aviation aircraft, without requiring changes to the hardware structure, and the upgrade time is ≤2 hours.

[0027] Furthermore, it has an emergency backup mechanism: when the head posture acquisition device fails, it switches to manual operation mode; when all sensor groups fail, it starts emergency data estimation mode; and when the display terminal fails, it supports switching to a backup display terminal.

[0028] The present invention has the following beneficial effects:

[0029] 1. Significantly improved data display accuracy: The combination mechanism of multi-channel acquisition + dual-variable index + multi-level verification ensures that the data display error is ≤1%, which is more than 85% lower than the traditional method, and completely solves the problem of display abnormalities caused by single sensor failure and electromagnetic interference;

[0030] 2. Significantly optimized information acquisition efficiency: Based on dynamic hierarchical display during flight phases, the time for pilots to find core data is ≤0.5 seconds, which is 80% shorter than the traditional fixed layout, reducing the operational pressure caused by information overload;

[0031] 3. Enhanced safety and convenience of interaction: The contactless head gesture interaction avoids manual misoperation under bumpy conditions, and the interaction response speed is improved by 3 times, which is especially suitable for rapid operation in emergency situations;

[0032] 4. Strong compatibility with multiple aircraft models: Adopting a modular design, it supports integration into existing instrument systems through software upgrades without modifying the hardware structure. It can be adapted to various aircraft models such as civil airliners, military fighters, and general aviation aircraft, reducing upgrade costs by more than 60%.

[0033] 5. Superior Visual Effects: Multi-dimensional visual enhancement techniques, including color, brightness, flashing, and magnification, improve the recognition rate of warning information by 95%, preventing key information from being overlooked. Attached Figure Description

[0034] Figure 1 This is a schematic diagram illustrating the implementation process of the aircraft instrument interface display method in this invention. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0036] The aircraft instrument interface display method proposed in this invention is based on the core logic of accurate data verification, scenario-based layered display, and contactless intelligent interaction, and specifically includes the following steps:

[0037] (1) Multi-source data acquisition and two-dimensional verification

[0038] Data collection:

[0039] A multi-channel data acquisition system was constructed, consisting of a main sensor group, a backup sensor group, and an environmental perception module. The main sensor group collects 12 core flight parameters in real time, including angle of attack, flight speed, altitude, fuel flow, engine speed, and heading angle, with a sampling frequency of no less than 100Hz. The backup sensor group is of the same model as the main sensor group and is deployed independently, collecting the above parameters synchronously for cross-validation. The environmental perception module collects environmental data such as cockpit electromagnetic interference intensity, temperature, and humidity, providing environmental correction basis for data verification.

[0040] Bivariate index mapping:

[0041] A bivariate correlation model between hardware-acquired values ​​and software-calculated values ​​is established. The hardware-acquired values ​​are directly taken from the measured data of the primary and backup sensor groups, while the software-calculated values ​​are derived from the neural network model trained by the aerodynamic model and historical flight data. Each core parameter corresponds to a unique index identifier, realizing a one-to-one correlation between hardware data and software-derived data.

[0042] Multi-level verification algorithm:

[0043] First, a source verification is performed, calculating the deviation between the data collected by the primary and backup sensor groups. When the deviation is less than or equal to the preset threshold (core parameter threshold ≤ 2%) and the ordinary parameter threshold is less than or equal to 5%, the average of the two is taken as valid data. When the deviation is greater than the preset threshold, a source verification is initiated, comparing the software-calculated value with the data from the primary and backup sensor groups respectively, removing the data item with the largest deviation, and then correcting the remaining data by combining environmental perception data. If data is still missing or abnormal after verification, an emergency completion mechanism is initiated, using an interpolation algorithm based on a dataset of similar historical flight scenarios to complete the data and ensure the continuity of data output.

[0044] (2) Flight phase identification and dynamic layered display

[0045] Intelligent recognition during flight phases:

[0046] By extracting flight parameter features (such as rate of change of speed, rate of change of altitude, landing gear status, throttle position, etc.) and combining them with preset thresholds, the current stage of the aircraft is determined. Specifically, this includes the takeoff stage from engine start to landing gear retraction, lasting 3-8 minutes; the climb stage from landing gear retraction to reaching cruise altitude, lasting 5-15 minutes; the cruise stage with altitude fluctuation ≤50 meters, lasting ≥10 minutes; the descent stage from cruise altitude to approach start point, lasting 8-15 minutes; the approach and landing stage from approach start point to landing, lasting 3-5 minutes; and emergency state triggering signals such as fault warnings, sudden altitude drop, and abnormal speed. The recognition accuracy is no less than 99.5%.

[0047] Display hierarchy and parameter configuration:

[0048] The displayed information is divided into three layers: the core security layer, the auxiliary decision-making layer, and the extended information layer. The display weight, data items, and... of each layer are also specified.

[0049] The presentation method is as follows:

[0050] Core Safety Layer: Highest priority, occupying 60%-80% of the main display area, using a high-contrast black background with white text, key data highlighted in red, large font size ≥16pt, and dynamic refresh effect. During takeoff, speed, altitude, angle of attack, and landing gear status are prioritized; during climb, speed and altitude are retained, and engine speed and heading angle are added; during cruise, it is simplified to altitude, speed, and navigation heading; during approach and landing, altitude, speed, glide slope deviation, and runway alignment information are highlighted; in emergency situations, fault warning information such as engine failure, hydraulic system anomalies, and emergency operation instructions are automatically amplified, while the transparency of other information is reduced to 50%.

[0051] Supporting decision-making level:

[0052] Occupying 20%-40% of the main display area, it uses a medium contrast color scheme with black background and light gray text, with a font size of 12-14pt. The displayed data includes fuel consumption rate, remaining range, weather data, air traffic control instructions, etc. The data items are dynamically adjusted according to the flight phase. For example, a fuel consumption trend map is added during the cruise phase, and wind speed and visibility data are added during the landing phase.

[0053] Extended information layer:

[0054] It is hidden by default and can be woken up through interactive operations to display non-core information such as system status, maintenance reminders, and historical data statistics. It uses a low-contrast color scheme with black background and dark gray text, and the font size is 10-12pt.

[0055] (3) Head posture perception and contactless interaction adaptation

[0056] Head pose acquisition:

[0057] A binocular infrared camera is deployed above the cockpit instrument panel, with a sampling frequency of 30Hz, to capture the pilot's head rotation angle from -90° to 90° horizontally and from -45° to 45° vertically, as well as the gaze direction and dwell time in real time. The pupil position is located by facial feature point extraction algorithms such as the Dlib library, eliminating interference from invalid actions such as blinking and head turning. The posture recognition accuracy is no less than 98%.

[0058] Interaction rule definition:

[0059] Three core interaction commands are preset, including interface switching, information magnification, and hierarchical activation: When the pilot's head turns horizontally more than 30° left / right, the corresponding sub-interface is switched, such as the left side displaying engine status and the right side displaying the navigation map; when the pilot gazes at a data area in the core safety layer for more than 2 seconds, that area is automatically magnified to 1.5 times its original size, displaying data details such as instantaneous values, average values, and rates of change of speed data; when the head turns vertically upward more than 20°, the extended information layer is activated, and when the head turns downward more than 20°, the extended information layer is deactivated; all interaction response delays do not exceed 100ms, and manual disabling of interaction functions is supported, such as switching to a fixed display mode during turbulence;

[0060] Display adaptation adjustments:

[0061] The instrument panel's display angle is dynamically adjusted based on head posture data, with a horizontal adjustment range of -15° to 15° and a vertical adjustment range of -10° to 10°, ensuring clear observation for the pilot in different sitting positions. Simultaneously, the font size is adjusted based on the viewing distance using a binocular camera, within a range of 50-80cm. The font size increases with distance, up to 1.2 times the original size, improving reading comfort. Specific implementation examples:

[0063] The present invention will be further described in detail below with reference to specific embodiments. This embodiment takes the upgrade of the instrument system of a civil aviation passenger aircraft A320 series as an example:

[0064] System hardware configuration

[0065] Data acquisition module: Both the main and backup sensor groups use Honeywell H7600 series aviation sensors, covering the acquisition of 12 core parameters such as angle of attack, speed, and altitude, with a sampling frequency set to 120Hz; the environmental perception module uses Tyco Electronics AE2000 series electromagnetic interference sensors and SHT30 temperature and humidity sensors, deployed inside the instrument control cabinet, to collect environmental data in real time.

[0066] Data processing module: It adopts an Intel Core i7-12700H processor, paired with 16GB DDR5 memory and 512GB SSD storage, and runs a customized Linux real-time operating system to ensure that data verification and processing latency is ≤50ms;

[0067] Display and Interaction Module: The instrument display terminal uses a 15.6-inch AMOLED high-definition screen with a resolution of 2560×1440, a contrast ratio of 1,000,000:1, and a brightness of 500 cd / m². 2 The head posture data acquisition uses an Intel RealSense D455 binocular camera, which is positioned in the center above the instrument panel. The acquisition angle covers the pilot's head movement range of ±60° horizontally and ±30° vertically.

[0068] Software algorithm implementation

[0069] Bivariate index mapping: A parameter index table is built using an SQLite database. Each core parameter is assigned a unique ID, such as the speed parameter ID SPD-001. It is associated with the main sensor data, backup sensor data and software calculated values. The software calculated values ​​are derived through an LSTM-based neural network model. The model training dataset contains 100,000 historical data points from different flight scenarios, with a prediction accuracy of ≥99.2%.

[0070] Cross-validation algorithm: Combining Kalman filtering and threshold comparison, the primary and backup sensor data are first subjected to Kalman filtering for noise reduction, and then the deviation value is calculated. The threshold for core parameters such as speed, altitude, and angle of attack is set at 2%, and the threshold for ordinary parameters such as fuel flow and engine speed is set at 5%. When the deviation exceeds the standard, the software-calculated value is called for comparison, and data items with a deviation exceeding 10% are removed. Then, the remaining data is corrected according to the electromagnetic interference intensity in the environmental perception data. For example, when the interference intensity is >80dB, the data correction coefficient is 1.05.

[0071] Flight phase identification: This is determined using multiple parameter thresholds. For example, the takeoff phase criteria are: throttle position > 80%, speed increasing from 0 to ≥ 100 km / h, and landing gear in the lowered position. Emergency status criteria are: sudden changes in any core parameter, such as a rapid drop in altitude ≥ 500 m / min, or the triggering of a fault warning signal, such as engine temperature > redline value. The identification algorithm is implemented using Python programming and runs in a real-time operating system, with an identification latency ≤ 100 ms.

[0072] Head pose interaction: Facial feature point extraction is achieved using OpenCV combined with the Dlib library, locating 68 key feature points and calculating the head rotation angle and gaze direction; the interaction rules are programmed in C++ and embedded in the display control software, for example, triggering sub-interface switching when the head rotates horizontally by 30°, setting the gaze area magnification ratio to 1.5 times, and controlling the response latency to within 80ms through optimization algorithms.

[0073] Display Interface Configuration

[0074] Core Safety Layer: During takeoff, the main display area occupies 80% of the screen, displaying speed in 24pt font with red highlight, altitude in 22pt font, angle of attack in 20pt font, and landing gear status icon + text, with red flashing indicating that it is not retracted; during cruise, the main display area occupies 60% of the screen, displaying altitude in 20pt font, speed in 20pt font, and navigation heading in 18pt font; in emergency situations, fault warning information such as "Engine 1 Failure" is displayed in the center of the screen with 32pt font and red flashing frequency of 2Hz, and emergency operation instructions such as "Shut down Engine 1, switch to single engine mode" are displayed below with 18pt font and white highlight, and the transparency of other information is reduced to 50%;

[0075] Decision support layer: Takeoff phase accounts for 20%, displaying fuel balance and engine speed; cruise phase accounts for 40%, displaying fuel consumption rate, remaining range, and weather data such as wind speed and wind direction; landing phase accounts for 30%, displaying glide slope deviation, runway alignment information, and visibility.

[0076] Extended information layer: Hides by default. After the head is turned vertically upwards by 20° to wake up, it displays system voltage, temperature, maintenance reminders such as "Remaining flight hours for next maintenance: 50h", historical fault records, and other information. The font size is 12pt and the display is dark gray.

[0077] System adaptation and testing

[0078] Model compatibility: This method is achieved through software upgrade, without requiring any modification to the original A320 series instrument hardware. Only a customized display control software installation package of ≤200MB needs to be installed, which is compatible with the original instrument's RS485 data interface and display protocol. The upgrade time is ≤2 hours.

[0079] Performance testing: In simulated flight environments, data display error was ≤0.8%, core data lookup time was ≤0.4 seconds, head attitude interaction response latency was ≤80ms, and warning information recognition time in emergency situations was ≤0.3 seconds, all meeting aviation industry standards. In actual test flights, after 100 flights in different flight scenarios, no data display anomalies or interaction failures were found, and pilot satisfaction with operation improved by 90% compared to the original instrument.

[0080] Emergency support mechanism

[0081] When the head posture acquisition device malfunctions, the system automatically switches to manual operation mode, and supports switching display levels via physical buttons;

[0082] When all sensor groups fail, the emergency data mode is activated. Based on the last valid data and historical trends, estimated data is pushed with an estimation error of ≤5%, and a "Data abnormality, please refer to the backup instrument" message is highlighted.

[0083] When the display terminal fails, it supports quick switching to the backup display terminal. For example, if the captain's instrument fails, the co-pilot's instrument can display core data simultaneously.

[0084] In summary, the aircraft instrument interface display method provided by this invention addresses the problems of inaccurate data display, information overload, inefficient interaction, and difficulty in adapting to multiple aircraft models in existing instrument displays through three key designs: multi-source data dual-dimensional verification, dynamic layered display according to flight phases to improve reading efficiency, and contactless interaction to optimize operational convenience. It also supports low-cost software upgrades of existing instrument systems and is compatible with various civil and military aircraft models. This method significantly reduces flight operation risks, ensures flight safety, meets the technological upgrade needs of the aviation field, and possesses significant industrial value and public interest attributes.

[0085] The present invention and its embodiments have been described above. This description is not restrictive, and the accompanying drawings are only one embodiment of the present invention; the actual structure is not limited thereto. In conclusion, if those skilled in the art are inspired by this description and design similar structures and embodiments without departing from the spirit of the invention, such designs should fall within the protection scope of the present invention.

Claims

1. A method of displaying an aircraft instrument interface, characterized in that, The method comprises the following steps: (1) Multi-source data acquisition and two-dimensional verification: Through the multi-channel acquisition system composed of the main sensor group, the backup sensor group and the environmental perception module, flight parameters and environmental data are collected, a two-variable index mapping of hardware collection values and software calculation values is established, and accurate flight data is output through homologous verification, heterologous verification and emergency completion mechanism; (2) Flight phase identification and dynamic hierarchical display: Through multi-parameter threshold judgment, the flight phase of the aircraft is identified, and the display information is divided into a core safety layer, an auxiliary decision-making layer and an extended information layer, and the display area ratio, visual weight and data items are allocated according to the phase; (3) Head posture perception and non-contact interaction adaptation: Through the dual infrared camera, the pilot's head posture information is collected, and the display angle, information focus range, data detail level and level switching of the instrument interface are adjusted according to the preset interaction rules.

2. The aircraft instrument interface display method of claim 1, wherein: The flight parameters include angle of attack, flight speed, height, fuel flow, engine speed, heading angle, landing gear state, and glide path deviation, and the sampling frequency of the multi-channel acquisition system is not less than 100Hz.

3. The aircraft instrument interface display method of claim 1, wherein: The two-variable index mapping establishes a parameter index table through a database, each parameter is assigned a unique ID, and the main sensor data, backup sensor data and software calculation values are associated, and the software calculation values are derived through a neural network model based on LSTM.

4. The aircraft instrument interface display method of claim 1, wherein: The cross verification algorithm combines Kalman filtering and threshold comparison, the verification deviation threshold of speed, height and angle of attack as core parameters is ≤2%, the verification deviation threshold of fuel flow and engine speed as ordinary parameters is ≤5%, and the electromagnetic interference intensity in the environmental perception data is used for data correction.

5. The aircraft instrument interface display method of claim 1, wherein: The flight phases include takeoff phase, climb phase, cruise phase, descent phase, approach and landing phase and emergency state, each phase is identified through multi-parameter threshold of throttle position, speed change rate, height change rate and fault signal, and the identification accuracy is not less than 99.5%.

6. The aircraft instrument interface display method of claim 1, wherein: The core safety layer occupies 60%-80% of the main display area, uses high-contrast color matching, large font and dynamic refresh effect, automatically highlights fault warning information and emergency operation guide in emergency state, and other information transparency is reduced to 50%.

7. The aircraft instrument interface display method of claim 1, wherein: The head posture collection uses a dual infrared camera, locates 68 key feature points through a face feature point extraction algorithm, identifies head rotation angle level ±60°, vertical ±30° and gaze direction, and the posture recognition accuracy is not less than 98%.

8. The aircraft instrument interface display method of claim 1, wherein: The interaction rules include switching sub-interface when head horizontal rotation ≥30°, enlarging to 1.5 times when gaze data area ≥2 seconds, waking up the extended information layer when head vertical upward rotation ≥20°, and all interaction responses are delayed ≤100ms.

9. The aircraft instrument interface display method of claim 1, wherein: Integrated in the existing aircraft instrument system through software upgrade, compatible with civil aviation passenger aircraft, military fighter aircraft and general aviation aircraft, no need to change the hardware structure, and the upgrade time is ≤2 hours.

10. The aircraft instrument interface display method of claim 1, having an emergency support mechanism: switching to manual operation mode when the head posture collection device fails, starting the emergency data estimation mode when all sensor groups fail, and supporting switching to a backup display terminal when the display terminal fails.

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