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First, the experimental setup is described, which includes the three piloting tasks, the vehicle math model, the simulator cueing systems, and the motion system configurations that were evaluated. This description is followed by a presentation of both the objective and subjective results, which are summarized at the end.
Experimental Setup
There can be confusion when the words “yaw motion” are used to describe a motion situation. This confusion arises because the motion that occurs at the vehicle’s center of mass is different from the motion experienced at the pilot’s location. For instance, for the purposes here, when a pilot sits forward of the yaw center of rotation, a vehicle yawing motion produces both yaw and lateral translation cues at the pilot’s location. Since the motion at the pilot’s location is what the simulator is trying to repro-duce, all subsequent discussions of motion refer to pilot-station motion. In addition, in this section, the word “rotation” refers to orientation changes about the yaw axis, and the word “translation” refers to sway motion in the vehicle’s y body-axis.
Tasks
Three tasks were developed to represent a broad class of situations in which both lateral-translational and yaw-rotational motion cues may be useful in flight simulation. Task 1 was a small-amplitude command task that allowed for full math-model motion to be provided by the motion system. Task 2 was a large-amplitude command task that did not allow full math-model motion to be presented, for the simulator cab rotational and longitudinal translational limits would have been exceeded; however, it was accompanied by strong rotational visual cues. Task 3 was a disturbance-rejection task, which also allowed full math-model motion to be provided by the motion system, but with the pilot also controlling vehicle altitude.
Task 1: 15° yaw rotational capture
In the first task, the pilot controlled the vehicle only about the yaw axis. The pilot was required to acquire rapidly a north heading from 15° yaw rotational offsets to either the east or west. This task allowed for full math-model motion to be represented by the motion system in all axes (rotational and transla-tional). An aircraft plan view, with the pilot’s simulated position relative to the inertially fixed center of mass (c.m.), is shown in figure 7.
The desired pilot-vehicle performance for the task was to rapidly capture and stay within ±1° about north with two overshoots or less. This 2° range was visually demarcated by the sides of a vertical pole, shown in the pilot’s forward field of view in figure 8. The pilot’s reference on the aircraft for positioning was a fixed vertical line centered on the head-up display. Pilots performed six captures with each motion configuration, alternating between initial west and east directions. The repositionings from north to the initial east or west initial positions were not part of the task.
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本文链接地址：Helicopter Flight Simulation Motion Platform Requirements(18)
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