The idea of a 'flight-deck philosophy' originated with the need to certificate two-crew in the early, smaller, jet aircraft; 737, DC 9, and elsewhere F28, BAC1-11, Mercure. The practicalities in demonstrating acceptable workload became philosophy - our way of doing things.
The emphasis was on the aircraft systems, overhead panel, etc, primarily to satisfy the FAA and thence the US unions.
Later aircraft 737-400, MD 80, (F100, Avro RJ) with updated avionics, autoland, FMS, and EFIS, sought to standardise the operational aspects (arrange the flight-deck) again according to their way of doing things (operational,philosophy). Divisions in this remained with the US unions /airlines as specified by the lead airline's requirements, Boeing or MD (AA large ASI), but less so for other manufacturers.
SAE S7 attempted to agree a common standard, but this was not universally accepted, particularly where sales and certification drove designs, e.g. B 757 / 767 common flight-deck - the Boeing way; pilots fly aircraft, the union way.
During this period and later, Airbus (Europe) developed their own ideas with the A300 becoming two crew (FFCC) and A310.
The integrated philosophy with FBW, EFIS / EICAS for the A320 evolved with the technology and thoughtful observation of non-agreement in SAE 7 discussions.
There was significant effort using the Advanced Flight Deck concept to harmonise the US unions with emerging European views.
https://www.vc10.net/Technical/FlightDeckDesign.html