技术领域technical field
本发明属于航空电子系统领域,具体涉及一种基于HUD的合成视景指引显示系统，能够增强态势感知能力的民机驾驶舱显示系统，尤其将三维图形显示技术和飞行指引信息计算显示技术结合，在驾驶舱平视显示器上模拟机外环境并显示飞行指引数据。The invention belongs to the field of avionics systems, and in particular relates to a HUD-based synthetic visual guidance display system, a civil aircraft cockpit display system capable of enhancing situational awareness, especially a combination of three-dimensional graphics display technology and flight guidance information calculation and display technology, Simulate the outside environment and display flight director data on the cockpit head-up display.
背景技术Background technique
仪表参考飞行和目视参考飞行是飞行员获取飞行状态控制飞行的两种手段，近30年来，飞机自身的安全性不断提高，由于恶劣环境造成的低能见度使得飞行员难以建立稳定目视参考，导致对当前综合飞行状态的误判，进而出现的飞行安全事故，已成为飞行安全事故的主因。虽然民航总局规定了着陆过程中必须建立目视飞行的条件，但是由于复飞及备降给航空公司造成较大的经济损失，所以很多飞行员依然在没有建立稳定的目视飞行条件下，强行降落。Instrument reference flight and visual reference flight are two means for pilots to obtain flight status and control flight. In the past 30 years, the safety of aircraft itself has been continuously improved. Due to the low visibility caused by harsh environments, it is difficult for pilots to establish a stable visual reference. The misjudgment of the current comprehensive flight status, and the resulting flight safety accidents, have become the main cause of flight safety accidents. Although the Civil Aviation Administration stipulates that visual flight conditions must be established during the landing process, many pilots still forcefully land without establishing stable visual flight conditions due to the large economic losses caused by go-arounds and alternate landings. .
针对上述问题，近年来，各航空制造企业都致力于尽可能提升仪表显示能力，降低目视飞行的条件，其中合成视景系统(SVS)是解决方案之一，它是以飞机的位置和姿态为基准，将存储的三维地形的高程数据、障碍物数据、飞机跑道信息通过计算机图形绘制技术实时的显示在飞行仪表显示屏上，SVS图像覆盖了飞行员通过风挡看到的真实世界，可以提高夜间和低能见度条件下情景意识，当恶劣环境导致飞行员难以观察到舱外视景时，通过合成视景系统提供的外部环境的模拟视景，辅助飞行员了解当前飞行状态，确保飞行安全。合成视景系统目前只在飞机的下视仪表显示屏上显示，可以和主飞行显示数据(PFD)、导航显示数据(ND)叠加显示，进一步增强飞行员态势感知，在着陆的最后阶段，难以使用。In response to the above problems, in recent years, various aviation manufacturing companies have been committed to improving the display capabilities of instruments as much as possible and reducing the conditions of visual flight. Among them, the Synthetic Vision System (SVS) is one of the solutions. It is based on the position and attitude of the aircraft. As a benchmark, the stored three-dimensional terrain elevation data, obstacle data, and airstrip information are displayed on the flight instrument display screen in real time through computer graphics rendering technology. The SVS image covers the real world that the pilot sees through the windshield, which can improve nighttime flight performance. And situational awareness under low visibility conditions. When the harsh environment makes it difficult for the pilot to observe the external vision, the simulated vision of the external environment provided by the synthetic vision system can assist the pilot to understand the current flight status and ensure flight safety. The synthetic vision system is currently only displayed on the downward-looking instrument display screen of the aircraft, which can be superimposed with the main flight display data (PFD) and navigation display data (ND) to further enhance the pilot's situational awareness. In the final stage of landing, it is difficult to use .
除此之外,平视导引系统(HGS)也是解决方案之一，HGS是将飞行数据投射到驾驶员正前方透明显示组件上的系统，其利用高度完整的计算机架构，接收机载导航系统或飞行指引系统的信息，使得飞机飞行航迹、惯性加速度、人工地平仪等各种符号，与外部视景的相应特征保持一致，并向飞行员提供自身系统产生的着陆引导。HGS在各飞行阶段为驾驶员提供增强的情景意识和状态管理能力，减少了驾驶员在飞行中频繁俯视看仪表的动作，使其可以始终保持平视飞行。由于飞行员可以通过HGS的透明投影显示组件观察舱外环境，有效地将飞行状态信息显示和外部环境视景结合，进一步提升飞行安全。HGS主要是将原先在下视仪表显示屏上显示的飞行数据，移植到平视显示系统(HUD)，不提供其他的如合成视景或者红外增强视景显示画面。In addition, head-up guidance system (HGS) is also one of the solutions. HGS is a system that projects flight data onto a transparent display component directly in front of the driver. It uses a highly integrated computer architecture to receive on-board navigation systems or The information of the flight guidance system makes various symbols such as the aircraft flight path, inertial acceleration, and artificial horizon consistent with the corresponding characteristics of the external vision, and provides the pilot with the landing guidance generated by its own system. HGS provides pilots with enhanced situational awareness and status management capabilities during each flight phase, reducing the frequent actions of pilots looking down at instruments during flight, so that they can always maintain head-up flight. Since pilots can observe the environment outside the cabin through the transparent projection display module of HGS, it can effectively combine the display of flight status information with the view of the external environment to further improve flight safety. HGS mainly transplants the flight data originally displayed on the downward-looking instrument display screen to the head-up display system (HUD), and does not provide other display screens such as synthetic vision or infrared enhanced vision.
SVS系统通过对飞机外部的地形、障碍物以及跑道等环境的模拟，在低能见度环境下为飞行员提供情形认识，但目前SVS系统只能在下视显示器上显示，而在高速滑跑时，即便是以最快的速度扫视一次下部传统仪表也会导致与外部世界的视景中断，而驾驶员必须花费几秒钟才能恢复该情景意识。在低能见度运行中尤其是这样。因此在下视显示器上显示SVS会三个主要问题，一是根据民航相关规定，即使采用仪表飞行，在着陆过程中也必须建立目视参考，这意味着飞行员不能一直低头观察仪表数据，需经常平视观察舱外环境，特别是当飞机下降到决断高度后，基本上是以平视状态操控飞机接地，因此在下视显示器上的SVS系统则很难发挥较大作用；二是SVS系统要求的“所见即所得”，合成视景的模拟图像和飞行员所看到的外部视景应当匹配，当SVS位于下显上时难以判断其与外部视景的匹配程度，当SVS系统出现故障、性能下降时，飞行员很难察觉到，容易影响飞行安全；三是SVS系统目前只能和PFD画面或ND画面相结合，缺少飞行指引信息提示，许多在HUD上显示的辅助降落的信息(例如：机场位置提示、剩余跑道距离提示、擦机尾提示、低能见度引导起飞，III类进近偏差)没有在降落过程中提供给飞行员,因此现阶段SVS系统在提高飞行员态势、辅助着陆方面发挥的作用并不大，因此目前FAA和CAAC没有针对SVS降低起飞和降落的最低天气标准的特殊批准程序。The SVS system provides pilots with situational awareness in low-visibility environments by simulating the terrain, obstacles, and runways outside the aircraft. However, the current SVS system can only be displayed on the downward-looking display. A quick glance at the lower conventional gauges also interrupts the view of the outside world, and the driver must spend several seconds regaining that situational awareness. This is especially true during low visibility operations. Therefore, displaying SVS on the downward-looking display will cause three major problems. First, according to relevant civil aviation regulations, even if instrument flight is used, a visual reference must be established during landing. Observing the environment outside the cabin, especially when the aircraft descends to the decision altitude, the aircraft is basically grounded in a head-up state, so it is difficult for the SVS system on the downward-looking display to play a greater role; That is what you get”, the simulated image of the synthetic view and the external view seen by the pilot should match. When the SVS is located on the lower display, it is difficult to judge the matching degree with the external view. When the SVS system fails and the performance declines, It is difficult for the pilot to notice, and it is easy to affect flight safety; third, the SVS system can only be combined with the PFD screen or ND screen at present, lacking flight guidance information prompts, and many auxiliary landing information displayed on the HUD (for example: airport location prompts, Remaining runway distance reminder, tail wipe reminder, low visibility guide takeoff, and category III approach deviation) are not provided to the pilot during the landing process, so at this stage the SVS system does not play a big role in improving the pilot's situation and assisting landing. Therefore there is currently no special approval process by the FAA and CAAC for reduced weather minima for SVS takeoff and landing.
HGS是在平视显示器上进行飞行数据、指引信息、辅助信息的显示，并且可以和外部视景叠加，增强飞行员情景意识，当与可靠的ILS和低能见度运行程序相结合，经局方特殊批准可在I类仪表着陆地面设施上实施特殊批准的I类、II类运行。但HGS系统不具备三维地形合成视景的显示能力，当遭遇恶劣天气时，难以为飞行员提供更好的情景意识。HGS displays flight data, guidance information, and auxiliary information on the head-up display, and can be superimposed with the external view to enhance the pilot's situational awareness. When combined with reliable ILS and low-visibility operating procedures, it can be used with special approval from the bureau. Carry out specially approved Category I and Category II operations on Category I instrument landing ground facilities. However, the HGS system does not have the display capability of 3D terrain synthetic vision, and it is difficult to provide pilots with better situational awareness when encountering severe weather.
发明内容Contents of the invention
本发明要解决的技术问题是：综合SVS系统和HGS系统各自的优势，将两者的功能高度集成，将主飞行数据、导航数据、飞行指引数据、起飞降落辅助决策数据通过符合设计和画面布局形成指引画面与三维地形模拟、障碍物模拟、跑道模拟生成的仿真画面重合叠加，并投影显示在HUD的组合镜上，为飞行员提供平视状态下的合成视景及飞行指引，在低能见度下，为飞行员提供高度沉浸感，大幅度增强飞行员情景意识和态势感知能力，最终提高同等机场条件下飞机的盲降等级。The technical problem to be solved by the present invention is to integrate the respective advantages of the SVS system and the HGS system, highly integrate the functions of the two, and integrate the main flight data, navigation data, flight guidance data, and auxiliary decision-making data for takeoff and landing by conforming to the design and screen layout. The formation guidance screen overlaps with the simulation screen generated by 3D terrain simulation, obstacle simulation, and runway simulation, and is projected and displayed on the combined mirror of the HUD to provide the pilot with synthetic vision and flight guidance in the head-up state. In low visibility, Provide pilots with a high sense of immersion, greatly enhance pilots' situational awareness and situational awareness, and ultimately improve the level of blind landing of aircraft under the same airport conditions.
本发明所采用的技术方案是：一种基于HUD的合成视景指引显示系统，在平视显示系统HUD上实现合成视景系统SVS的合成图像与飞行指引画面的融合显示；其中所述合成视景系统SVS基于地形及障碍物数据库生成三维环境图像，该合成视景指引显示系统还通过计算飞行指引数据生成飞行指引图像；所述三维环境图像是以设计眼位为视点生成的带有深度信息的三维画面，所述飞行指引图像是不包含深度信息的二维画面，两种图像叠加时，飞行指引图像叠加在三维环境图像之上，并将合成图像传输到HUD上显示；其中，所述基于HUD的合成视景指引显示系统HSVGS虚拟图像与真实场景的匹配融合，包括：确定HUD显示屏尺寸和设计眼位的相对位置，计算设计眼位相对飞机重心的位置和视场范围，计算虚拟眼位的绝对位置，以虚拟眼位的位置生成虚拟地形、障碍物以及跑道的虚拟视图，并可通过手动校准，对HUD显示图像进行视点位置以及视线方向和视场角度的手动调节。The technical solution adopted in the present invention is: a HUD-based synthetic vision guidance display system, which realizes the fusion display of the synthetic image of the synthetic vision system SVS and the flight guidance picture on the head-up display system HUD; wherein the synthetic vision The system SVS generates a three-dimensional environment image based on the terrain and obstacle database, and the synthetic vision guidance display system also generates a flight guidance image by calculating the flight guidance data; the three-dimensional environment image is generated with depth information from the designed eye position A three-dimensional picture, the flight guidance image is a two-dimensional picture that does not contain depth information. When the two images are superimposed, the flight guidance image is superimposed on the three-dimensional environment image, and the composite image is transmitted to the HUD for display; wherein, the The matching and fusion of HUD’s synthetic vision guidance display system HSVGS virtual image and real scene includes: determining the size of the HUD display screen and the relative position of the design eye position, calculating the position and field of view of the design eye position relative to the center of gravity of the aircraft, and calculating the virtual eye position The absolute position of the position can generate the virtual view of the virtual terrain, obstacles and runway with the position of the virtual eye position, and can manually adjust the position of the viewpoint, the direction of the line of sight and the angle of the field of view of the HUD display image through manual calibration.
其中，设α为视点方向向量的水平投影与视锥体边界的夹角，FOVy表示视锥体垂直视场角，FOVr表示视锥体宽高比，则α的取值范围为：Among them, let α be the angle between the horizontal projection of the viewpoint direction vector and the boundary of the viewing frustum, FOVy represents the vertical viewing angle of the viewing frustum, and FOVr represents the aspect ratio of the viewing frustum, then the value range of α is:
其中，对地形高度、障碍物、跑道以及叠加的飞行指引信息进行颜色分级，且对地形高度、障碍物和跑道设置不同的色阶。Among them, the terrain height, obstacles, runways, and superimposed flight guidance information are color-graded, and different color levels are set for terrain heights, obstacles, and runways.
其中，当飞机当前位置低于航路前方地形和障碍物高度或者按照当前航路飞行一段时间后可能发生碰撞时，HSVGS将提供画面闪烁方式告警。Among them, when the current position of the aircraft is lower than the height of the terrain and obstacles in front of the route, or when a collision may occur after flying according to the current route for a period of time, HSVGS will provide an alarm in the form of screen flashing.
有益效果：本发明提出的HSVGS系统相比于传统的SVS系统更加实用，之前的SVS系统在飞行员最需要情景意识的状况下(低能见度着陆)，反而无法发挥其优势，因此民航业没有针对该系统提出特殊气象条件下的运行批准，而HGS系统无法为飞行员提供逼真的外部环境模拟，HSVGS实现了上述两个系统的优势互补，该系统在HUD上运行，使得飞行员在降落过程中可以保持正常平视状态，通过HSVGS系统实时掌握当前飞行状态和外部环境态势，多维着陆辅助信息更为飞行员实施安全着陆提供了可靠保障。综上，HSVGS系统由于其显著的辅助优势，有望经民航局批准，在不具备或只具备CATI类运行的机场，实施特殊批准的II，III类运行，将为机场节省巨额的升级改造费用，同时也为航空公司带来巨大经济效益。Beneficial effects: the HSVGS system proposed by the present invention is more practical than the traditional SVS system. The previous SVS system cannot give full play to its advantages when the pilot needs situational awareness most (landing in low visibility), so the civil aviation industry has no aim at this The system proposes operation approval under special weather conditions, while the HGS system cannot provide pilots with a realistic external environment simulation. HSVGS realizes the complementary advantages of the above two systems. The system runs on the HUD so that the pilot can maintain normal during landing Head-up status, real-time grasp of the current flight status and external environment situation through the HSVGS system, multi-dimensional landing assistance information provides a reliable guarantee for the pilot to implement a safe landing. In summary, due to its significant auxiliary advantages, the HSVGS system is expected to be approved by the Civil Aviation Administration to implement specially approved Category II and III operations at airports that do not have or only have CATI category operations, which will save huge upgrade costs for the airport. At the same time, it also brings huge economic benefits to airlines.
附图说明Description of drawings
图1是本发明HSVGS系统的原理图；Fig. 1 is the schematic diagram of HSVGS system of the present invention;
图2是本发明HSVGS系统的功能架构图；Fig. 2 is a functional framework diagram of the HSVGS system of the present invention;
图3是眼点位置示意图；Figure 3 is a schematic diagram of the position of the eye point;
图4是视场范围示意图；Fig. 4 is a schematic view of the field of view;
图5是飞行辅助信息计算及显示；Figure 5 is the calculation and display of flight assistance information;
图6是障碍物告警方式示意图；Fig. 6 is a schematic diagram of an obstacle warning method;
图7是地形告警方式示意图；Fig. 7 is a schematic diagram of terrain warning mode;
图8是扩展视锥的保守估计方法示意图。Fig. 8 is a schematic diagram of a conservative estimation method for expanding the frustum.
具体实施方式Detailed ways
系统概述及功能架构System overview and functional architecture
HSVGS核心功能是当飞行过程中遇到低能见度天气状态时，HSGVS可以在HUD系统的组合镜上为飞行员提供当前飞机外部地形、障碍物以及机场的模拟仿真图像，为飞行员提供当前飞机的状态信息显示，为飞行员提供飞行指引信息以及其他辅助决策信息，增强飞行员对外部环境的感知，实现等效目视飞行。HSGVS系统的目标是帮助飞机在不具备CATII着陆条件的机场完成CATII条件下的着陆。The core function of HSVGS is that when encountering low-visibility weather conditions during flight, HSGVS can provide pilots with simulated images of the current aircraft's external terrain, obstacles and airports on the combined mirror of the HUD system, and provide pilots with current aircraft status information Display, provide pilots with flight guidance information and other auxiliary decision-making information, enhance the pilot's perception of the external environment, and achieve equivalent visual flight. The goal of the HSGVS system is to help aircraft complete CATII landings at airports that do not have CATII landing conditions.
根据以上HSGVS系统的总体功能如下：According to the above overall functions of the HSGVS system are as follows:
a)提供以飞行员眼点为视点的360度视场区域范围内三维地形画面实时模拟；a) Provide real-time simulation of three-dimensional terrain images within the 360-degree field of view area with the pilot's eye point as the viewpoint;
b)提供地面一定高度范围以上的障碍物显示；b) Provide display of obstacles above a certain height range on the ground;
c)提供机场周边环境和机场跑道的显示；c) Provide the display of the surrounding environment of the airport and the runway of the airport;
d)提供主飞行数据、导航信息、飞行指引信息、辅助决策信息画面显示；d) Provide screen display of main flight data, navigation information, flight guidance information, and auxiliary decision-making information;
e)提供地形、障碍物、交通信息、空域的显示告警功能；e) Provide display and warning functions for terrain, obstacles, traffic information, and airspace;
f)提供地形区域、飞行状态等不同显示模式的切换功能；f) Provide switching functions for different display modes such as terrain area and flight status;
g)提供画面亮度、对比度、飞行指引与地形背景叠加比例、显示图像与舱外视景叠加比例的调节功能；g) Provide adjustment functions for screen brightness, contrast, flight guidance and terrain background superimposition ratio, and display image and external visual superimposition ratio;
h)提供地形精细表现程度和三维地形显示视场角的调节功能；h) Provide the adjustment function of terrain fine expression level and three-dimensional terrain display field angle;
i)提供地形显示模式的切换功能(线框显示模式，灰度显示模式)。i) Provide the switching function of terrain display mode (wireframe display mode, grayscale display mode).
根据系统设计目标和功能，可将系统功能分为以下五个部分：According to the system design goals and functions, the system functions can be divided into the following five parts:
a)地形及障碍物数据库；a) Terrain and obstacle database;
b)三维环境图像生成；b) Three-dimensional environment image generation;
c)飞行指引计算；c) flight guidance calculation;
d)飞行指引画面生成；d) Generation of flight guidance screen;
e)图像融合。e) Image fusion.
其主要架构如图2所示。Its main structure is shown in Figure 2.
HSGVS系统五个组成部分的主要功能如下：The main functions of the five components of the HSGVS system are as follows:
地形及障碍物数据库Terrain and obstacle database
地形及障碍物数据库存储的是真实地面环境中，在某一个经纬度范围内的地形高程数据、地面障碍物(高于70米(200ft)高度的建筑物、工业设施等等)、机场周边建筑物及跑道数据。地形及障碍物数据库作为静态数据存储在机载显示器或者IMA的存储器中。The terrain and obstacle database stores terrain elevation data, ground obstacles (buildings with a height higher than 70 meters (200ft), industrial facilities, etc.), buildings around the airport within a certain latitude and longitude range in the real ground environment and runway data. The terrain and obstacle database is stored as static data in the on-board display or in the memory of the IMA.
三维环境图像生成3D environment image generation
三维环境图像生成是根据飞机当前的位置、姿态、高度等信息，从地形及障碍物数据库中调取相关数据，并通过计算机图形学，生成按照飞行员视线方向的三维地形、障碍物和跑道显示图像。Three-dimensional environment image generation is based on the current position, attitude, height and other information of the aircraft, retrieves relevant data from the terrain and obstacle database, and generates three-dimensional terrain, obstacles and runway display images in the direction of the pilot's line of sight through computer graphics .
飞行指引计算Flight Director Calculations
飞行指引计算是根据飞机当前的位置、姿态、高度以及其他导航系统提供的数据信息，完成以下数据的计算。The flight guidance calculation is based on the aircraft's current position, attitude, altitude and data information provided by other navigation systems to complete the calculation of the following data.
a)飞行指引矢量方向计算；a) Calculation of flight guidance vector direction;
b)跑道区域计算；b) runway area calculation;
c)剩余跑道距离计算；c) Calculation of remaining runway distance;
d)擦机尾计算；d) Tail wiping calculation;
e)目视近进下滑角；e) Visual approach glide angle;
f)起飞航向道引导；f) takeoff localizer guidance;
g)飞行轨迹惯性加速度信息计算。g) Calculation of flight trajectory inertial acceleration information.
飞行指引画面flight guidance screen
飞行指引画面生成是根据导航监视系统提供的飞机状态信息、交通防撞系统(TCAS)、地形感知与告警系统(TAWS)以及飞行指引计算软件提供的飞行指引及起飞着陆辅助信息，完成以下信息的显示。The generation of the flight guidance screen is based on the aircraft status information provided by the navigation monitoring system, the Traffic Collision Avoidance System (TCAS), the Terrain Awareness and Warning System (TAWS), and the flight guidance and take-off and landing assistance information provided by the flight guidance calculation software to complete the following information show.
a)速度指示信息；a) speed indication information;
b)高度指示信息；b) altitude indication information;
c)姿态指示信息；c) Attitude indication information;
d)FMA和AFDS指示信息；d) FMA and AFDS indication information;
e)起飞和降落辅助信息；e) takeoff and landing assistance information;
f)飞行轨迹矢量和引导指示信息；f) Flight trajectory vector and guidance indication information;
g)飞导航相关知识信息。g) Flying navigation related knowledge information.
图像融合image fusion
图像融合是完成三维地形图像和飞行指引图像的融合叠加，并将图像传输到HUD上显示。Image fusion is to complete the fusion and superposition of the 3D terrain image and the flight guide image, and transmit the image to the HUD for display.
关键技术解决访方案Key technical solutions
a)三维仿真画面与真实外部场景匹配a) The 3D simulation picture matches the real external scene
三维仿真中的画面是由飞机机载计算机模拟，并以飞机的位置和姿态为基准，整个过程是以透视投影为成像原理的，三维仿真画面与真实外部场景匹配是要求三维透视投影成像和人眼成像相同，联系二者之间关系的有两个重要元素：眼点位置和视场范围(FOV，Field Of View)。The picture in the 3D simulation is simulated by the aircraft on-board computer, based on the position and attitude of the aircraft. The whole process is based on perspective projection. The matching of the 3D simulation picture with the real external scene requires 3D perspective projection imaging and human Eye imaging is the same, and there are two important elements that link the relationship between the two: eye point position and field of view (FOV, Field Of View).
1)设计眼位1) Design eye position
设计眼位是真实世界中观察者人眼的相对位置，一般情况下，当飞行员坐直身体并且目视前方，其眼睛的位置就处于设计眼位上。The design eye position is the relative position of the observer's eyes in the real world. Generally, when the pilot sits upright and looks forward, the position of his eyes is in the design eye position.
在HSVGS设计眼位的表达为虚拟眼位：地形、障碍物、跑道的渲染需要一个虚拟视点，该视点模拟了设计眼位在真实世界中的位置，并随着设计眼位在真实世界中的位置变化而变化，该虚拟视点被称为HSVGS虚拟眼位。In HSVGS, the design eye position is expressed as virtual eye position: the rendering of terrain, obstacles, and runways requires a virtual viewpoint, which simulates the position of the design eye position in the real world, and follows the design eye position in the real world. The position changes, and the virtual viewpoint is called HSVGS virtual eye position.
2)视场范围2) Field of view
视场范围定义是指以设计眼位为参考点可以看见HUD显示内容的以角度形式定义的区域。在驾驶舱的HUD安装规范中，其典型的视场范围为：水平方向30°，垂直方向24°。此外，主飞行员头部三维轮廓和最靠近的HUD系统结构部分之间的最小可接受距离为50mm。The definition of the field of view refers to the area defined in angular form that can see the HUD display content with the design eye position as the reference point. In the HUD installation specification of the cockpit, the typical field of view range is: 30° in the horizontal direction and 24° in the vertical direction. In addition, the minimum acceptable distance between the three-dimensional outline of the main pilot's head and the closest structural part of the HUD system is 50 mm.
在HSVGS中，与之对应的是图形渲染的平截头体(Frustum)，在计算机图形渲染过程中，对视场范围的定义是通过定义平截头体实现的。In HSVGS, it corresponds to the frustum of graphics rendering. In the computer graphics rendering process, the definition of the field of view is realized by defining the frustum.
为了实现HSVGS与真实世界的匹配融合，要求虚拟眼位和设计眼位重合，HSVGS渲染平截头体定义根据人眼视场范围(水平视场角和垂直视场角)计算得出。完整的匹配流程如下：In order to achieve the matching and fusion of HSVGS and the real world, it is required that the virtual eye position coincides with the design eye position. The definition of the HSVGS rendering frustum is calculated based on the human eye field of view (horizontal field of view and vertical field of view). The complete matching process is as follows:
1.确定HUD显示屏尺寸和设计眼位的相对位置，可以通过系统定义的配置文件的方式在SGVS系统启动之前手动将参数写入配置文件中，然后再系统初始化过程中读取配置文件，也可以在系统初始化过程中通过UI界面手动输入。HUD显示屏尺寸包括长度、宽度，相对飞机重心的位置，设计眼位的相对位置为设计眼位与HUD显示屏的距离；1. To determine the relative position of the HUD display screen size and the design eye position, you can manually write the parameters into the configuration file through the system-defined configuration file before the SGVS system starts, and then read the configuration file during the system initialization process. It can be manually entered through the UI interface during system initialization. The size of the HUD display screen includes length, width, and the position relative to the center of gravity of the aircraft. The relative position of the designed eye position is the distance between the designed eye position and the HUD display screen;
2.计算设计眼位相对飞机重心的位置和视场范围。根据HUD显示屏的相对位置和设计眼位与HUD显示屏之间的距离，以及设计眼位的假设条件，通过坐标系平移得到设计眼位相对飞机重心位置。视场范围主要包括水平视场角和垂直视场角，均可通过HUD显示屏尺寸以及与设计眼位之间的距离计算得出；2. Calculate the position and field of view of the design eye relative to the center of gravity of the aircraft. According to the relative position of the HUD display screen, the distance between the design eye position and the HUD display screen, and the assumed conditions of the design eye position, the position of the design eye position relative to the center of gravity of the aircraft is obtained through the translation of the coordinate system. The field of view mainly includes the horizontal field of view and vertical field of view, which can be calculated from the size of the HUD display and the distance from the designed eye position;
3.计算虚拟眼位的绝对位置以及渲染平截头体。虚拟眼位与设计眼位是重合的，因此当得到设计眼位相对飞机重心的位置后，根据飞行动力学模块输出的飞机在世界坐标系下的位置姿态，通过坐标系变换计算虚拟眼位在世界坐标系下的位置。渲染平截头体可以根据设计眼位的视场范围计算得出；3. Calculate the absolute position of the virtual eye position and render the frustum. The virtual eye position coincides with the design eye position, so when the position of the design eye position relative to the center of gravity of the aircraft is obtained, according to the position and attitude of the aircraft in the world coordinate system output by the flight dynamics module, the virtual eye position is calculated by coordinate system transformation at The position in the world coordinate system. The rendering frustum can be calculated based on the field of view of the designed eye position;
4.虚拟场景生成模块以虚拟眼位的位置和渲染平截头体即可生成虚拟地形、障碍物以及跑道的虚拟视图；4. The virtual scene generation module can generate virtual terrain, obstacles and virtual views of the runway with the position of the virtual eye position and the rendering frustum;
5.为消除设计眼位测量中的误差，本发明中的HSVGS系统还提供手动校准功能，可对HUD显示图像进行视点位置以及视线方向和视场角度的手动调节，实现更加精准的图像与外部视景的匹配。5. In order to eliminate the error in the measurement of the designed eye position, the HSVGS system in the present invention also provides a manual calibration function, which can manually adjust the position of the viewpoint, the direction of the line of sight and the angle of the field of view on the HUD display image to achieve a more accurate image and external visual matching.
b)飞行辅助信息计算b) Calculation of flight assistance information
飞行辅助信息计算是为飞行员提供除飞行位置、姿态、空速以外的辅助决策类数据，特别适用于飞机着陆阶段，当机场缺少辅助的ILS等设备是，辅助信息将为飞行降落。The calculation of flight auxiliary information is to provide pilots with auxiliary decision-making data other than flight position, attitude, and airspeed. It is especially suitable for the landing phase of the aircraft. When the airport lacks auxiliary ILS and other equipment, the auxiliary information will be used for flight landing.
辅助信息计算主要包括：下滑道偏差消除引导计算、连续下滑指引计算、机场跑道范围计算、剩余跑道距离计算、擦机尾提醒计算、风切变告警、TCAS决策咨询、加速度直观提示。Auxiliary information calculation mainly includes: glideslope deviation elimination guidance calculation, continuous slide guidance calculation, airport runway range calculation, remaining runway distance calculation, tail strike warning calculation, windshear warning, TCAS decision consultation, and acceleration visual prompt.
下滑道偏差消除引导计算：已知某机场的参考下滑道，利用飞机的惯导和GPS，以飞机当前的位置和高度为起始点，修订出一条消除下滑道偏差的轨迹路径，并给出横向和纵向的速度参考，使得飞机可以按照控制逻辑线性地消除下滑道偏差，该功能可从飞机高度500ft开始，引导飞机至100ft，并完全消除偏差。Glideslope deviation elimination guidance calculation: Knowing the reference glideslope of an airport, using the aircraft's inertial navigation and GPS, taking the current position and altitude of the aircraft as the starting point, revising a trajectory path that eliminates the glideslope deviation, and giving the lateral And the vertical speed reference, so that the aircraft can linearly eliminate the glide path deviation according to the control logic. This function can start from the aircraft altitude of 500ft, guide the aircraft to 100ft, and completely eliminate the deviation.
机场跑道范围计算：已知跑道四个顶点的经纬度坐标，按照投影变化的原理，将经纬度坐标—>WGS84世界坐标—>HSVGS眼位坐标—>HSVGS投影坐标—>HUD投影屏幕坐标，通过在HUD组合境上完成机场跑道的标识，为飞行员提供跑道情景意识。Calculation of the airport runway range: Know the latitude and longitude coordinates of the four vertices of the runway. According to the principle of projection change, the latitude and longitude coordinates—>WGS84 world coordinates—>HSVGS eye position coordinates—>HSVGS projection coordinates—>HUD projection screen coordinates, through the HUD Combined with the marking of airport runways, it provides pilots with runway situational awareness.
剩余跑道距离计算：在起飞和降落过程中，以飞机对正跑道开始计算(航向道偏差小于1个点并且磁航向在MCP(模式控制面板)选择的航向10度以内)，用跑道实际总长减去当前飞机位置点和跑道初始端的距离，作为跑道剩余距离，并提供给飞行员。起飞时，在速度为0-20海里范围时，由于惯导测量精度误差较大，可直接在剩余距离中减去150ft，消除误差。Calculation of remaining runway distance: During take-off and landing, the calculation starts with the aircraft aligning to the runway (the localizer deviation is less than 1 point and the magnetic heading is within 10 degrees of the heading selected by the MCP (mode control panel)), and the actual total length of the runway is subtracted The distance between the current aircraft position and the initial end of the runway is used as the remaining distance of the runway and provided to the pilot. When taking off, when the speed is in the range of 0-20 nautical miles, due to the large error of inertial navigation measurement accuracy, 150ft can be directly subtracted from the remaining distance to eliminate the error.
擦机尾提醒：起飞和着路时，为避免飞机仰角过大导致的机尾和跑道擦碰，根据飞机当前的重心位置、飞机垂直高度、飞机主起落架距离地面高度、飞机尾部距重心的距离，机场高度、当前俯仰角度、俯仰角速度及角加速度信息，给出飞机擦机尾得极限俯仰角，并预测按照当前姿态变化，可能出现的擦机尾提示。Tail Scuff Reminder: During take-off and landing, in order to avoid collision between the tail of the aircraft and the runway due to excessive elevation angle, according to the current center of gravity position of the aircraft, the vertical height of the aircraft, the height of the main landing gear of the aircraft from the ground, and the distance between the tail of the aircraft and the center of gravity, Distance, airport altitude, current pitch angle, pitch angular velocity and angular acceleration information, give the limit pitch angle of the aircraft's tail strike, and predict the possible tail strike prompt according to the current attitude change.
风切变警告：根据综合监视系统中的近地告警系统(GPWS)探测到的风切变信息，在屏幕中心显示风切变告警。Windshear warning: According to the windshear information detected by the Ground Proximity Warning System (GPWS) in the integrated surveillance system, the windshear warning is displayed in the center of the screen.
TCAS决策咨询：当TCAS告警后，根据当前飞机实时位置、速度、航向以及对方的飞机的实时位置、速度、航向，计算出飞行安全区域，只要保证飞机的飞行航迹在TCAS指示的安全区内，即能够保证飞机不会发生碰撞。TCAS decision-making consultation: when TCAS alerts, calculate the flight safety area based on the current real-time position, speed, and heading of the aircraft and the real-time position, speed, and heading of the opponent's aircraft, as long as the flight path of the aircraft is within the safe area indicated by TCAS , that is, it can guarantee that the plane will not collide.
加速度直观提示：通过飞行轨迹加速度符号“>”来表示飞机沿着飞行轨迹的惯性加速(或减速)。该符号表示所有影响飞机的力的总和，包括推力、阻力、以及飞机正在穿过的气流，该符号由惯性参考系统提供并被实时显示，可帮助飞行员有效控制飞机。Acceleration visual prompt: The inertial acceleration (or deceleration) of the aircraft along the flight path is represented by the flight path acceleration symbol ">". This symbol represents the sum of all forces affecting the aircraft, including thrust, drag, and the airflow the aircraft is passing through. This symbol is provided by the inertial reference system and is displayed in real time to help the pilot effectively control the aircraft.
c)三维仿真画面和飞行指引画面的叠加c) Overlay of 3D simulation screen and flight guidance screen
根据前述三维仿真图像是以设计眼位为视点生成的带有深度信息的三维画面，而飞行指引画面则是不包含深度信息的二维图像，两幅图像叠加时，保证飞行指引画面叠加在三维仿真图像之上。HSVGS是在三维空间中完成所有画面的绘制，过程中首先完成三维仿真图像的绘制，而后关闭图像绘制中的深度检测，绘制飞行指引画面，设置飞行指引画面中的图像深度缓冲值为0(浮于屏幕的最上方)，完成叠加。除此之外，飞行指引画面不应大面积遮挡三维仿真画面，因此飞行指引画面除绘制的线条外，其他区域的alpha缓存通道都设置为0，当融合叠加时保证。因此，这里涉及到OpenGL的两种测试，即深度测试和alpha测试。According to the aforementioned 3D simulation image, a 3D image with depth information is generated from the designed eye position, while the flight guidance image is a 2D image without depth information. When the two images are superimposed, ensure that the flight guidance image is over the simulated image. HSVGS completes the drawing of all pictures in the three-dimensional space. In the process, the drawing of the three-dimensional simulation image is first completed, and then the depth detection in the image drawing is closed, and the flight guidance picture is drawn, and the image depth buffer value in the flight guidance picture is set to 0 (float). at the top of the screen), to complete the overlay. In addition, the flight guide screen should not cover a large area of the 3D simulation screen. Therefore, except for the drawn lines, the alpha buffer channel of other areas of the flight guide screen is set to 0, which is guaranteed when fusion and superposition. Therefore, two tests of OpenGL are involved here, namely depth test and alpha test.
深度测试：对于输出图像上的每个像素，深度缓冲区负责记录观察点和占据这个像素的物体之间的距离。然后，如果能够通过指定的深度测试，源片断的深度值就会替换深度缓冲区中已经存在的值。Depth testing: For each pixel on the output image, the depth buffer is responsible for recording the distance between the observation point and the object occupying this pixel. Then, if the specified depth test is passed, the source fragment's depth value replaces the existing value in the depth buffer.
alpha测试：它将源片断的alpha值与一个参考值进行比较，并根据比较结果接受或拒绝这个片断。alpha测试的典型应用就是实现透明叠加算法，即分两次渲染整个场景，第一次只接受alpha值为1的片断，第二次接受alpha值不为1的片断。在这两次渲染时都打开深度缓冲区，但是在第二次渲染时禁止写入到深度缓冲区。Alpha testing: It compares the alpha value of the source fragment with a reference value and accepts or rejects the fragment based on the comparison result. A typical application of alpha testing is to implement a transparent overlay algorithm, that is, to render the entire scene twice, the first time only accepting fragments with an alpha value of 1, and the second time accepting fragments with an alpha value other than 1. Open the depth buffer for both renders, but disable writing to the depth buffer for the second render.
另外，HSVGS是在HUD上输出显示，而HUD系统只能实现单色(绿色)输出，因此当SVS系统在下视显示屏上显示时可以采用带纹理的彩色渲染方式，但是在HUD上输出只能包含单一的绿色。In addition, HSVGS is output and displayed on the HUD, and the HUD system can only achieve monochrome (green) output, so when the SVS system is displayed on the down-view display, it can use textured color rendering, but the output on the HUD can only be Contains a single shade of green.
因此必须对地形高度、障碍物、跑道以及叠加的飞行指引信息进行颜色分级，地形和障碍物和跑道设置不同的色阶，在屏幕显示的效果不同。Therefore, it is necessary to color grade terrain height, obstacles, runways, and superimposed flight guidance information. Different color levels are set for terrain, obstacles, and runways, and the effects displayed on the screen are different.
其中地形部分，首先将彩色像素转化为灰度像素：In the terrain part, the color pixels are first converted into grayscale pixels:
Gray(灰度)＝R*0.299+G*0.587+B*0.114；Gray (gray scale) = R*0.299+G*0.587+B*0.114;
将0-255之间的灰度色阶比例压缩至0-120区间，而后完全转化为Green，障碍物的色阶为180，跑道为220，飞行指引信息为255。其效果如表1所示Compress the gray scale between 0-255 to 0-120, and then completely convert it to Green. The color scale of obstacles is 180, the runway is 220, and the flight guidance information is 255. Its effect is shown in Table 1
表1 HSVGS显示内容的色阶表达Table 1 Color scale expression of HSVGS display content
叠加完成的显示效果如图5。The display effect of the overlay is shown in Figure 5.
d)地形及障碍物接近告警d) Terrain and obstacle approach warning
HSVGS提供告警功能，当飞机当前位置低于航路前方地形和障碍物高度或者按照当前航路飞行一段时间后可能发生碰撞时，HSVGS将提供画面闪烁方式告警。告警激活条件有两种：HSVGS provides an alarm function. When the current position of the aircraft is lower than the height of the terrain and obstacles in front of the route or a collision may occur after flying the current route for a period of time, HSVGS will provide an alarm in the form of screen flashing. There are two conditions for alarm activation:
1)飞机当前位置为基准，横向±15公里，高度±1公里范围，沿当前航向角方向，以当前飞行速度，2分钟飞行时间范围内存在的地形和障碍物，对应区域告警；1) The current position of the aircraft is used as the reference, within the range of ±15 kilometers laterally and ±1 kilometer high, along the current heading angle direction, at the current flight speed, terrain and obstacles within 2 minutes of flight time, corresponding area alarms;
2)飞机当前位置为基准，根据飞机当前的加速度、速度、计算出飞行2分钟内可能经过的航路中，横向±15公里，高度±1公里范围内存在的地形和障碍物，对应区域告警。2) Based on the current position of the aircraft, according to the current acceleration and speed of the aircraft, calculate the terrain and obstacles within the range of ± 15 kilometers in the horizontal direction and ± 1 km in the range of ± 1 km in the flight route that may pass within 2 minutes, and the corresponding area will be alerted.
上述条件为最低告警条件，飞行员可根据实际情况，手动调整告警范围。The above conditions are the minimum warning conditions, and the pilot can manually adjust the warning range according to the actual situation.
HSVGS还提供告警抑制功能，飞行员可根据实际情况，手动设置告警抑制。HSVGS also provides an alarm suppression function, the pilot can manually set the alarm suppression according to the actual situation.
告警方式包括两种：There are two alarm methods:
1)在下视显视器上显示时，采用颜色突变方式告警；1) When displayed on the down-view monitor, the color mutation method is used to alarm;
2)在HUD上显示时，采用绿色色阶动态变化方式告警。2) When displayed on the HUD, the green color scale dynamically changes to give an alarm.
e)三维地形无限范围实时显示e) Real-time display of unlimited range of 3D terrain
三维地形应实现无限范围下的实时显示功能，为飞行员建立最大范围的视觉参考，同时，考虑到机载计算机计算能力的不足，地形显示应具有良好的交互性和较高的渲染效率，必须在地形数据的动态调度上进行优化处理。The three-dimensional terrain should realize the real-time display function in an infinite range, and establish the largest range of visual reference for the pilot. At the same time, considering the insufficient computing power of the onboard computer, the terrain display should have good interactivity and high rendering efficiency. Optimize the dynamic scheduling of terrain data.
本发明利用多分辨率地形块金字塔模型进行数据组织和调度，实现了地形数据的高效传输。然而，当地形块动态切换较为频繁时仍需要大量的数据加载、卸载工作，因此对于地形数据的预读取显得非常重要。预读取机制的基本思想是根据飞机在前一时间段的运动规律预测接下来所需的地形块数据集，并提前进行地形数据的加载。结合大型民机的运动特性，为保证覆盖所有可能的飞行运动轨迹，本发明设计了扩展视锥体的保守估计策略。The invention utilizes a multi-resolution terrain block pyramid model to organize and schedule data, and realizes efficient transmission of terrain data. However, when the dynamic switching of terrain blocks is relatively frequent, a large amount of data loading and unloading work is still required, so the pre-reading of terrain data is very important. The basic idea of the pre-reading mechanism is to predict the next required terrain block data set according to the movement law of the aircraft in the previous period, and to load the terrain data in advance. Combined with the motion characteristics of large civil aircraft, in order to ensure that all possible flight trajectories are covered, the present invention designs a conservative estimation strategy for expanding the viewing frustum.
如图8所示，设α为视点方向向量的水平投影与视锥体边界的夹角，飞行过程中的最大线速度为v、最大角速度为ω，r＝v·Δt为在时间Δt内沿飞机最大线速度v的运动路径，β＝ω·Δt为在时间Δt内视点的最大偏转角。AOB为原始视锥体的水平投影。在初始化阶段，为保证飞机沿飞行路径r运动时，绘制画面不会出现因未加载运动范围内地形数据而造成的缺块现象，这里引入了辅助视锥体A2OB2，其水平投影夹角为2(α+β)，A2OB2范围内不同等级的地形块在初始化阶段就载入内存。随着飞机的运动，扩展视锥体A1O1B1取代辅助视锥体A2OB2进行地形加载范围的预测，扩展视锥体A1O1B1的预测视点O1与实际视点O保持距离差r，其水平投影夹角也为2(α+β)。该保守预测方法保证了地形预加载范围覆盖飞行员实际可见的全部地形区域，实现了无限范围下的三维地形实时显示功能。As shown in Figure 8, let α be the angle between the horizontal projection of the viewpoint direction vector and the boundary of the viewing frustum, the maximum linear velocity during the flight is v, the maximum angular velocity is ω, r=v·Δt is the The motion path of the aircraft's maximum linear velocity v, β=ω·Δt is the maximum deflection angle of the viewpoint within the time Δt. AOB is the horizontal projection of the original viewing frustum. In the initialization stage, in order to ensure that when the aircraft is moving along the flight path r, the drawing screen will not appear missing blocks caused by unloaded terrain data within the range of motion, an auxiliary viewing frustum A2 OB2 is introduced here, and its horizontal projection clip The angle is 2(α+β), and terrain blocks of different levels within the range of A2 OB2 are loaded into the memory at the initialization stage. With the movement of the aircraft, the extended visual frustum A1 O1 B1 replaces the auxiliary visual frustum A2 OB2 to predict the terrain loading range, and the predicted viewpoint O1 of the extended visual frustum A1 O1 B1 is different from the actual viewpoint O keeps the distance difference r, and its horizontal projection angle is also 2(α+β). This conservative prediction method ensures that the terrain preloading range covers all terrain areas actually visible to the pilot, and realizes the real-time display function of 3D terrain in an infinite range.
其中，根据飞行姿态的不同，α的大小应在一定范围内变化。设FOVy表示视锥体垂直视场角，FOVr表示视锥体宽高比，则α的取值范围为：Among them, according to different flight attitudes, the size of α should be changed within a certain range. Let FOVy represent the vertical viewing angle of the viewing cone, and FOVr represent the aspect ratio of the viewing cone, then the value range of α is:
| Application Number | Priority Date | Filing Date | Title |
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