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Helicopter Flight Simulation Motion Platform Requirements(58)

时间:2011-11-12 12:15来源:蓝天飞行翻译 作者:admin
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9. Conclusions
Summary
The five piloted helicopter simulation experiments described in this report produced several important results. Four of the six degrees of freedom were examined: roll, yaw, lateral, and vertical. These experiments were performed on the world’s largest displacement flight simulator, making it possible to perform many of the tasks with the motion and visual cues matching exactly. Using these experiments as a baseline allowed the effects of degraded motion cues to be examined.
Representative helicopter math models were used; in some cases, the models were derived from flight test data. Experienced test pilots were the experimental subjects, and both objective and subjective data were employed in developing the principal conclusions that follow.
1.  
Yaw rotational platform motion has no significant effect on hovering flight simulation. The presence of yaw platform rotational motion did not contribute to significant improvements in pilot-vehicle perfor-mance, control activity, pilot-rated compensation, or pilot-rated motion fidelity.

2.  
Lateral translational platform motion has a significant effect on hovering flight simulation. In contrast to yaw rotational cues, the presence of lateral transla-tional motion did contribute to improvements in pilot-vehicle performance, reductions in control activity, lower pilot-rated compensation, and higher pilot-rated motion fidelity.

3.  
Lateral translational platform motion combined with visual yaw cues made pilots believe yaw platform rotational motion was present when it was not. This visual and motion cueing combination gave pilots a strong sensation that both rotational and lateral translational motions were present. It is believed that more rapid vection was produced by the lateral translational motion cue. Thus, for hovering flight simulation, one should represent the lateral transla-tional acceleration cue, for it is important to all the aspects of pilot-vehicle performance and pilot opinion. The same point cannot be made for yaw-axis rotational motion. As such, since many of today’s hexapod motion platforms achieve both lateral translational and yaw rotational motion with the same set of limited-travel actuators, a high weighting should be placed on representing the former cues rather than the latter. An alternative to modifying today’s hexapod motion platforms is to develop a new simulator configuration that emphasizes limited


translational motion. Because lateral and vertical translational motions are the most prevalent, placing a cab on the end of a cantilevered arm that can rotate in azimuth and elevation would provide these motions. Different length arms could be used depending on the vehicle capability, the evaluation requirements, or both.
4.  
Vertical platform motion has a significant effect on pilot-vehicle performance, control activity, and motion fidelity. Pilots were surprised at the perfor-mance results and at how their technique had to change when all motion was removed. Two of the three pilots made collective inputs in the wrong direction when flying fixed base. Until the value of vertical motion was demonstrated, pilot subjective impressions were that the vertical task was primarily visual. Thus, caution should be used when interpret-ing piloted subjective impressions of the value of motion. From these vertical-axis results, a revised specification was developed that better correlated with existing experimental results.
 
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