曝光台 注意防骗 网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
Five interchangeable cockpits are available from which to choose for each experiment. Each cockpit has a different window layout and can have a different stick, instruments, and visual system image generators. Thus, these characteristics are described separately for each experiment.
Performance Characteristics
The dynamic performance of the VMS depends on the axis. Using frequency-response testing techniques (ref. 46), the dynamics of the yaw rotational, longi-tudinal, lateral, and vertical translational axes were fitted with equivalent time delays (that is, the phase response was approximated as a pure time delay) as shown below. Equations (2) and (3) are taken from previous work (ref. 47).
˙˙
ψsim .013 . s
()s ≈ e(1)ψ˙˙
com ˙˙
x .s
sim .017
() ≈ e
s (2)˙˙x
com ˙˙y
sim .013 . s
() ≈ e
s (3)˙˙y
com ˙˙
hsim .014 . s
()s ≈ e (4)˙˙
hcom
The subscript sim refers to the actual simulator acceleration, and the subscript com refers to the commanded simulator acceleration. Only these four degrees of freedom are listed because the other two degrees of freedom were not used in this work.
3. Yaw Experiment
Background
Research in the yaw axis has been sparse and inconclusive. Meiry, in the first detailed investigation into the effects of yaw rotational motion, found that adding the motion was beneficial (ref. 22). The study indicated a reduction in pilot time delay of 100 msec, with a concomitant improvement in performance. In contrast, two studies that examined a pilot’s ability to perform hovering flight tasks with a representative vehicle model found little or no effect of yaw rotational platform motion on pilot-vehicle performance or on pilot opinion (refs. 48, 49).
In the latter studies, the variations in yaw rotational platform motion ranged from no-motion to full-motion, where full-motion refers to a platform that moves the same amount that the math model moves. Pilots were intentionally located at the vehicle’s center of rotation and only experienced the rotational motion cues associated with the vehicle yaw motion. Thus, the translational accelerations typically produced by yaw motion, when the pilot is displaced from the center-of-rotation, were absent by design. The tasks were target tracking in the presence of an atmospheric disturbance and heading captures. These results suggested that the usefulness of the yaw degree of freedom be explored further.
The purpose of the study described in this section is to extend the previous research and, more specifically, to determine if yaw platform motion has a significant effect on pilot-vehicle performance and pilot opinion in situa-tions more representative of flight. If yaw platform motion is unnecessary, then a savings might be realized from a reduced level of complexity in the design, develop-ment, and operation of flight simulators. In addition, the actuator displacement usurped by the yaw degree of freedom could be made available for more useful displacements in other degrees of freedom.
直升机网 www.helicopter.cn
直升机翻译 www.aviation.cn
本文链接地址：Helicopter Flight Simulation Motion Platform Requirements(17)
|
