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Helicopter Flight Simulation Motion Platform Requirements(31)

时间:2011-11-12 12:15来源:蓝天飞行翻译 作者:admin
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have provided an equivalent substitute for the yaw 60 rotational cue, which was the principal result shown here.

Effect of Results
The effect of these results is twofold. First, for simulators with independent-axis motion drives, that is, dedicated servos for each axis, excluding the yaw platform rotational degree-of-freedom capability would result in a cost savings to manufacturers. To users of motion simulators that already have a yaw rotational degree of freedom, less time, if any, needs to be spent configuring and tuning that axis for a given application.
Second, for simulators without independent-axis motion drives, such as the common synergistic hexapod motion
Roll attitude, deg
0

systems (fig. 33), not using the yaw platform rotational degree of freedom allows for more available displacement in the other motion axes. Since the same set of actuators is used to move the platform to a desired position or
Figure 34. Effect of yaw angle orientation on pitch and roll
orientation, the available displacement or orientation of
angles.
any axis is a function of the displacement or orientation in another axis.

 

4. Vertical Experiment I: Altitude Control
Background
For helicopters, only one study has focused extensively on the vertical axis (ref. 24). In that study, the effects of the motion-filter natural frequency were examined, but almost always with a high-frequency gain of unity. The research described here also examined motion-filter natural frequency, but in addition evaluated the combined effects of motion-filter gain.
The setup of the experiment is described, including a task description, the math model, and the simulator cueing systems. This description is followed by the results, which subsequently validate a revised motion-fidelity criterion for the vertical axis.


Experimental Setup
Task
The vertical task required the pilot to increase aircraft altitude 10 ft. To do so, the pilot used visual cues to place the horizon between two red squares on an object 50 ft away, as shown in figure 35. These sighting objects were used previously, in both flight and simulation, for vehicle model validation (ref. 57). The red region had a height of
0.75 ft, which was the final altitude tolerance.
An altitude displacement, or bob-up, of 10 ft was chosen for two reasons. First, 10-ft bob-ups could be performed in the VMS without any attenuation of the math model accelerations. This situation is referred to as 1:1 motion, since the simulator cockpit motion is the same motion as that calculated by the vehicle model, and the motion is also the same as that shown by the visual scene. Second, when the aircraft was 10 ft below the target, the target remained in the field of view of the visual scene.
The desired performance standard for this task required that the pilot make only two or fewer reversals outside the red region before stabilizing in the red. Adequate performance required two or fewer reversals outside the top and bottom horizontal boundaries of the objects, which are 2.25 ft apart.
 
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