JP7329239B2 - flight simulator - Google Patents

Description

The present invention relates to flight simulators.

In flight simulators, by moving a control stick simulating an actual aircraft in the forward and backward (axis) direction, the aircraft pitches (up and down), and by rotating the control stick around the axis, roll (left and right turning) is performed. ). In an actual aircraft, a reaction force is generated when the control stick is operated, and the operator of the aircraft can sense the state of the aircraft by feeling this reaction force. For this reason, it is desired that a flight simulator also provides such a steering feeling to a trainee using the simulator.

Here, Patent Literature 1 discloses a steering force generating device that provides a steering sensation at low cost by applying resistance to a control stick of a flight simulator with a spring.

Japanese Utility Model Laid-Open No. 5-8578

However, since the device disclosed in Patent Document 1 uses a spring, it is not possible to finely adjust the reaction force to the control stick. For this reason, it is difficult to reproduce the steering feeling that simulates the actual steering load. Further, for example, a flight simulator for a small aircraft such as a Cessna aircraft cannot have a large and complicated simulator configuration, unlike a flight simulator for a large aircraft such as a passenger plane. Therefore, flight simulators for small aircraft are desired to have a simpler configuration and a smaller size.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a flight simulator that applies a reaction force simulating an actual control load to a control stick with a simple configuration.

In order to solve the above problems, the flight simulator of the present invention employs the following means.

A flight simulator of the present invention is a flight simulator having a control stick rotatable in a direction parallel to and around an axis extending in the longitudinal direction, wherein an axial direction moving part capable of linear movement in the parallel direction; a control shaft that is provided on the axial moving portion so as to be rotatable about the axis and that has the control stick fixed to one end thereof; and a first motor that applies movement resistance to the movement of the axial moving portion. , a second motor that applies rotation resistance to rotation of the steering shaft about the axis, and a load control section that calculates control amounts for the first motor and the second motor.

According to this configuration, the first motor applies movement resistance to the movement of the axially moving portion provided with the control shaft having the control stick fixed to one end, and the rotation of the control shaft about the axis is applied. Rotational resistance is applied by the second motor. As a result, a reaction force simulating an actual steering load can be applied to the control stick with a simple configuration.

The flight simulator of the above aspect includes a pair of pulleys provided in the linear movement direction of the axial movement section, a belt that is hung over the pair of pulleys and driven to rotate, and the belt and the axial movement section. and a coupling portion that allows the belt to rotate, wherein the first motor imparts rotation resistance to the belt.

According to this configuration, since rotation resistance is imparted to the belt coupled to the axial movement portion, movement resistance against axial movement of the control stick can be imparted with a simple configuration.

The flight simulator of the above aspect includes a first gear provided on the rotation shaft of the second motor, and a second gear provided on the control shaft and meshed with the first gear, and the second motor provides rotation resistance to the steering shaft via the first gear and the second gear.

According to this configuration, since the rotation resistance from the second motor is applied to the control shaft by the pair of gears, it is possible to apply the rotation resistance to the rotation direction of the control stick with a simple structure.

The flight simulator of the aspect described above includes a movement amount sensor that detects the amount of movement of the axial movement section, and a rotation angle sensor that detects the rotation angle of the steering shaft, and the load control section detects the movement amount sensor. A control amount for the first motor is calculated based on the detection result of the rotation angle sensor, and a control amount for the second motor is calculated based on the detection result of the rotation angle sensor.

According to this configuration, a load simulating an actual control load can be applied to the control stick by simple calculation.

The flight simulator of the above aspect includes a load sensor that detects a load generated by the movement of the axial movement section, and a torque sensor that detects the rotational torque of the steering shaft, and the load control section detects the movement amount. A control amount for the first motor is calculated from the difference between the reaction force value based on the detection result of the sensor and the detection result of the load sensor, and the reaction force value based on the detection result of the rotation angle sensor and the detection result of the torque sensor. A control amount for the second motor is calculated from the difference between .

According to this configuration, a load simulating an actual control load can be applied to the control stick by simple calculation.

The flight simulator of the aspect described above is provided with a pair of left and right control sticks, and the control shafts of the pair of control sticks are connected by an interlocking device.

According to this configuration, since the left and right control sticks are mechanically connected by the interlocking device to synchronize the rotation of the control sticks, a double-seat flight simulator can be realized with a simple configuration.

In the flight simulator of the above aspect, the interlocking device has a common control shaft disposed between a left control shaft to which the left control stick is fixed and a right control shaft to which the right control stick is fixed. The shaft and the common steering shaft are configured to be interlockable by a left interlocking device, the right steering shaft and the common steering shaft are configured to be interlockable by a right interlocking device, and the common steering shaft is configured to be interlockable with the steering shaft. A torque sensor for detecting rotational torque is arranged in series.

According to this configuration, even in a so-called double-seat flight simulator in which the left and right control sticks are arranged, only one torque sensor is required, so it is possible to reduce the size and weight as well as the cost. Become.

In the flight simulator of the aspect described above, a load sensor for detecting the load generated by the movement of the axial movement part is arranged directly below the common control shaft.

According to this configuration, even in a so-called double-seat flight simulator in which left and right control sticks are arranged, only one load sensor needs to be provided, and the load sensor is arranged three-dimensionally with the common control axis. , the size and weight can be reduced, and the cost can be reduced.

ADVANTAGE OF THE INVENTION According to this invention, it has the effect that the reaction force which simulated actual control load can be given to a control stick by simple structure.

1 is an overall configuration diagram of a flight simulator of this embodiment; FIG. FIG. 4 is a front perspective view of the reaction force applying mechanism of the flight simulator of the present embodiment; It is a rear perspective view of the reaction force applying mechanism of the flight simulator of this embodiment. FIG. 4 is a top view of the reaction force application mechanism of the flight simulator of the present embodiment; FIG. 4 is a top view of a reaction force applying mechanism that does not include a synchronizing mechanism for left and right control sticks and a movement resistance applying mechanism; FIG. 4 is a side view of the reaction force applying mechanism of the flight simulator of the present embodiment; FIG. 4 is a front view of the reaction force applying mechanism of the flight simulator of the present embodiment; It is a rear view of the reaction force applying mechanism of the flight simulator of this embodiment. FIG. 6 is a cross-sectional view taken along the line AA of FIG. 5; FIG. 6 is a cross-sectional view taken along the line BB of FIG. 5; It is a functional block diagram showing the electrical configuration of the flight simulator of the present embodiment. 4 is a control block diagram relating to movement resistance application in the control stick load control section of the present embodiment; FIG. 4 is a control block diagram relating to rotation resistance application in the control stick load control section of the present embodiment. FIG.

An embodiment of a flight simulator according to the present invention will be described below with reference to the drawings.

FIG. 1 is an overall configuration diagram of a flight simulator 10 of this embodiment. As an example, the flight simulator 10 of the present embodiment is configured as a simulation device that simulates the operation of a small aircraft such as a Cessna aircraft, and is used for small aircraft operation training.

As shown in FIG. 1, a trainee 12 who operates a flight simulator 10 sits on a seat 14, grasps a control stick 16 with both hands, and places his/her feet in a position where a pair of left and right rudder pedals 18 can be operated. do. Note that the flight simulator 10 of the present embodiment includes, as an example, a pair of left and right control sticks 16 and a pair of left and right seats 14 .

The control stick 16 is rotatable about and parallel to an axis SL (left axis SLL, right axis SLR) extending in the longitudinal direction. An operation of the control stick 16 in a direction parallel to the axis SL is called a pitch operation, and an operation of the control stick 16 around the axis is called a roll operation.

When the trainee 12 performs a pitch operation by pushing the control stick 16 forward, the flight simulator 10 simulates that the elevator attached to the trailing edge of the horizontal stabilizer descends and the aircraft descends. On the other hand, when the trainee 12 performs a pitch operation by pulling the control stick 16 backward, the flight simulator 10 simulates that the elevator goes up and the aircraft rises.

When the trainee 12 rolls the control stick 16 to the left or right, the flight simulator 10 moves the left and right ailerons up and down according to the direction of rotation of the control stick 16. Simulate the aircraft to roll. It is simulated that the rudder rotates according to the amount of operation of the rudder pedal 18, and the fuselage oscillates (yawing).

When the trainee 12 operates the rudder pedals 18, the flight simulator 10 simulates that the rudder rotates according to the amount of operation of the rudder pedals 18, and the aircraft yaws.

A shaft (hereinafter referred to as "control shaft") 17 of the control stick 16 is connected to a reaction force applying mechanism 20, the details of which will be described later. The reaction force application mechanism 20 is a device that applies a reaction force simulating an actual steering load to the control stick 16 .

An operation panel 22 is provided on a plane substantially orthogonal to the axial direction of the steering shaft 17 . The operation panel 22 is a panel that simulates instruments, switches, etc. of an actual aircraft (hereinafter referred to as "actual aircraft"). As an example, the operation panel 22 is provided with an operation panel display that displays an instrument image that simulates an instrument. The values representing the instrument image change in real time according to the simulated situation.

In front of the trainee 12 seated on the seat 14, there is provided a window display 24 that simulates the scenery viewed from the front window of the aircraft. This window display 24 displays a landscape image that simulates the landscape according to the simulated situation.

Next, the configuration of the reaction force applying mechanism 20 included in the flight simulator 10 of this embodiment will be described in detail with reference to FIGS. 2 to 9. FIG. FIG. 2 is a front perspective view of the reaction force application mechanism 20. FIG. FIG. 3 is a rear perspective view of the reaction force application mechanism 20. FIG. 4 is a top view of the reaction force applying mechanism 20. FIG. FIG. 5 is a top view of the reaction force application mechanism 20 that does not include the synchronization mechanism for the left and right control sticks 16 and the movement resistance application mechanism. 6 is a side view of the reaction force applying mechanism 20. FIG. FIG. 7 is a front view of the reaction force application mechanism 20. FIG. 8 is a rear view of the reaction force applying mechanism 20. FIG. 9 is a sectional view taken along line AA of FIG. 5, and FIG. 10 is a sectional view taken along line BB of FIG.

The reaction force applying mechanism 20 of this embodiment includes a base portion 30 on which components of the reaction force applying mechanism 20 are placed, and an axial direction moving portion 32 that can move linearly in the pitch operation direction with respect to the base portion 30. .

A control shaft 17 (a right control shaft 17R and a left control shaft 17L) having a control stick 16 fixed to one end thereof is provided on the axial movement portion 32 of the present embodiment so as to be rotatable about the axis.

Further, the axially moving portion 32 has a sliding portion 34 at the lower center thereof. The sliding portion 34 has a substantially square cross section arranged in the front-rear direction on the upper surface of the base portion 30, and moves along a straight rod-shaped linear guide 36. It is considered movable. That is, when the trainee 12 performs a pitch operation on the control stick 16, the axial direction moving part 32 moves along the linear guide 36 on the upper surface of the base part 30 according to the direction of the pitch operation (movement in the front-rear direction). Become.

In addition, the flight simulator 10 of the present embodiment includes a pair of left and right control sticks 16 (a right control stick 16R and a left control stick 16L. Except when it is necessary to distinguish between them, they will be described as the control sticks 16.). Therefore, steering shaft support portions 38 and 40 for supporting the steering shaft 17 are provided on the left and right sides of the base portion 30 and the axial movement portion 32, respectively.

The control shafts 17 of the pair of control sticks 16 of this embodiment are linked by an interlocking device 41 . According to such a configuration, the left control stick 16L and the right control stick 16R are mechanically driven and connected by the interlocking device 41, and the rotation of the left control stick 16L and the right control stick 16R are synchronized, so the configuration is simple. A double-seat flight simulator 10 can be configured with

In the interlocking device 41 of this embodiment, the common control shaft 17C is positioned between the left control shaft 17L to which the left control stick 16L is fixed and the right control shaft 17R to which the right control stick 16R is fixed. are arranged parallel to the left axis SLL and the right axis SLR. As a result, the right steering shaft 17R and the left steering shaft 17L have the same operational feel. A torque sensor 42 for detecting the rotational torque of the steering shaft 17 is arranged in series with the common steering shaft 17C of the present embodiment.

The common steering shaft 17C has a front end rotatably supported by a front bracket 39 fixed to the base portion 30, and a rear tip rotatably supported by a rear bracket 40 fixed to the base portion 30. .

The left steering shaft 17L and the common steering shaft 17C are configured to be interlocked by a left interlocking device 41L, and the right steering shaft 17R and the common steering shaft 17C are configured to be interlocked by a right interlocking device 41R.

More specifically, the left interlocking device 41L is mounted on the left pulley 44L provided at the end of the left control shaft 17L, the left timing pulley 46L provided on the common control shaft 17C, and the left pulley 44L and the left timing pulley 46L. It is constituted by the left timing belt 48L. In addition, the right interlocking device 41R includes a right pulley 44R provided at the end of the right steering shaft 17R, a right timing pulley 46R provided on the common steering shaft 17C, and a right timing belt suspended between the right pulley 44R and the right timing pulley 46R. 48R. Note that the interlocking device 41, the pulley 44, and the timing pulley 46 will be used in the description, except when it is necessary to describe them separately for left and right. Further, the interlocking device 41 can be changed to a positive interlocking mechanism composed of a sprocket and a chain or the like.

In such a configuration, for example, when the left control stick 16L is rotated, the left pulley 44L is rotated along with this rotation, and the left timing pulley 46L is also rotated via the left timing belt 48L. As a result, the common steering shaft 17C on which the left timing pulley 46L is provided rotates, so the right timing pulley 46R also rotates. When the right timing pulley 46R rotates, the right pulley 44R attached to the right control stick 16R rotates via the right timing belt 48R, so that the right control stick 16R is synchronized with the left control stick 16L. will rotate.

As will be described later, the axial direction moving part 32 can move in parallel along the axis SL, which is the extending direction of the steering shaft 17 . Therefore, the left timing pulley 46L and the right timing pulley 46R are provided so as to be slidable in the axial direction and integrally rotatable with respect to the common steering shaft 17C. Specifically, the common steering shaft 17C is formed as a spline shaft, the left timing pulley 46L and the right timing pulley 46R are formed as spline holes, and have a spline fitting structure. With this configuration, the control stick 16 can be operated for pitch while being operated for roll.

Further, the reaction force applying mechanism 20 of the present embodiment includes a servomotor 50A serving as the first motor 49A that applies movement resistance to the movement of the axial direction moving part 32, and a rotation resistance mechanism to the rotation of the control shaft 17 about the axis. and a servo motor 50B serving as a second motor 49B for providing Both or one of the servomotor 50A and the servomotor 50B may be referred to as the motor 50 .

Here, the movement resistance applying mechanism 26 that applies movement resistance to the axial direction moving part 32 by the servo motor 50A will be described.

The movement resistance imparting mechanism 26 includes a pair of pulleys 52A and 52B provided in the linear movement direction of the axial movement portion 32, a belt 54 that is hung over the pair of pulleys 52A and 52B and driven to rotate, and a belt 54 and an axial movement mechanism. and a coupling portion 56 that couples the portion 32 . As shown in FIG. 10 , the connecting portion 56 moves within a predetermined stroke range in accordance with the linear movement of the axial moving portion 32 . With such a configuration, when the trainee 12 pitches the control stick 16 , the belt 54 is rotationally driven through the connecting portion 56 in accordance with the movement of the axially moving portion 32 .

The movement resistance applying mechanism 26 includes the above-described servo motor 50A in its configuration. As an example, the rotation shaft of the servomotor 50A is connected to the pulley 52B, so that the servomotor 50A gives rotational resistance to the belt 54. FIG.

That is, when the trainee 12 pitches the control stick 16, the servomotor 50A drives the belt 54 so as to apply rotational resistance to the movement of the axial direction moving portion 32 with respect to the belt 54. A force acts in the opposite direction. This force acts as a reaction force and acts as a movement resistance of the axially moving portion 32 . With such a configuration, movement resistance (reaction force) against movement of the control stick 16 in the axial direction can be applied with a simple configuration.

The movement resistance imparting mechanism 26 includes a linear displacement sensor 58 (FIG. 4) as a movement amount sensor 57 for detecting the movement amount of the axial movement portion 32. As shown in FIG. As an example, the linear displacement sensor 58 is provided parallel to the linear guide 36 and below the common steering shaft 17C. The control amount (rotational angle of the rotary shaft) for the servomotor 50A is calculated based on the detection result of the movement amount of the axial direction moving portion 32 by the linear displacement sensor 58 . Therefore, the linear displacement sensor 58 is, for example, a linear potentiometer consisting of a cylindrical body and a rod that is linearly movable in the axial direction of the body, and the tip of the rod is moved in relation to the axial movement part 32. A portion of the main body is fixed to a base portion 30 that maintains a fixed state.

The slide portion 34 of the axially moving portion 32 is provided with a load cell 60 serving as a load sensor 59 for detecting the pitch direction load on the control stick 16, in other words, the load generated as the axially moving portion 32 moves. Since the slide portion 34 of the axially moving portion 32 is provided below the center of the axially moving portion 32, the load cell 60 is provided directly below the common steering shaft 17C. As a result, it is possible to prevent the values detected by the load cells 60 from becoming biased due to the operation of the left and right control sticks 16 .

With such a configuration, even in the double-seat flight simulator 10 in which the left and right control sticks 16 are arranged, only one load cell 60 needs to be provided, and the load cell 60 is three-dimensionally arranged with the common control shaft 17C. Therefore, it is possible to reduce the size and weight, and to reduce the cost.

Note that the detected value by the load cell 60 is used to calculate the control amount of the servomotor 50A, as will be described in detail later.

Next, the rotation resistance application mechanism 28 that applies rotation resistance to the control stick 16 by the servomotor 50B will be described.

The rotation resistance imparting mechanism 28 includes a gear 62 as a first gear provided on the rotation shaft of the servomotor 50B and a gear 64 as a second gear that is provided on the common control shaft 17C and meshed with the gear 62. As shown in FIG. The servo motor 50B is arranged so that the end of the rotation shaft of the servo motor 50B faces forward in the same manner as the end of the common steering shaft 17C so as to be parallel to the common steering shaft 17C. A gear 62 is provided at the end of the rotary shaft 17C, and a gear 64 is provided at the end of the common steering shaft 17C. With such a configuration, the servomotor 50B is arranged parallel to the common steering shaft 17C, so that the overall length of the reaction force applying mechanism 20 can be suppressed.

The servomotor 50B applies rotational resistance to the steering shaft 17 via the gears 62, 64 and the common steering shaft 17C. According to such a configuration, the rotation resistance from the servomotor 50B is applied to the control shaft 17 by the pair of gears 62 and 64, so that the rotation resistance in the rotation direction of the control stick 16 can be applied with a simple configuration. .

A third gear 66 is meshed with the gear 64 , and the gear 66 is provided on the rotating shaft of the rotation angle sensor 68 . This rotation angle sensor 68 detects the amount of rotation (rotation angle) of the control stick 16, and the detection result is used to control the amount of movement and the amount of change of the aileron. Further, the control amount (rotational angle of the rotating shaft) for the servomotor 50B is calculated based on the detection result of the rotation angle sensor 68. FIG.

The rotation resistance applying mechanism 28 is also provided with a torque sensor 42 that detects the rotational torque of the steering shaft 17 . As an example, the torque sensor 42 is arranged on the axis of the common steering shaft 17C, that is, arranged in series with the common steering shaft 17C. With such a configuration, even in a so-called double-seat flight simulator in which the left and right control sticks 16 are arranged, only one torque sensor 42 needs to be provided, so the size and weight can be reduced, and the cost can be reduced. It becomes possible.

The value detected by the torque sensor 42 is used to calculate the control amount of the servomotor 50B, as will be described in detail later.

FIG. 11 is a functional block diagram showing the electrical configuration of the flight simulator 10 according to this embodiment. 11 mainly shows an electrical configuration related to the reaction force applying mechanism 20. As shown in FIG.

As shown in FIG. 11 , the flight simulator 10 has an information processing device 70 . Information processing device 70 performs simulation processing for simulating a real machine based on information input from various sensors, and image control processing for servo motors 50A and 50B, operation panel display 22A, and window display 24 . The various sensors include the torque sensor 42, the linear displacement sensor 58, the load cell 60, the rotation angle sensor 68, as well as the pedal operation amount sensor 69 for detecting the operation amount of the rudder pedal 18, and the like.

The information processing device 70 includes a control stick load control section 72 , a simulation section 74 , and an image processing control section 76 .

The control stick load control unit 72 calculates control amounts for the servomotors 50A and 50B based on the detection results of the torque sensor 42, the linear displacement sensor 58, the load cell 60, and the rotation angle sensor 68.

The simulator 74 simulates the operation of the aircraft based on the operation amounts of the control stick 16 and the rudder pedals 18, in other words, the detection results of the linear displacement sensor 58, the rotation angle sensor 68, and the pedal operation amount sensor 69. , image information to be displayed on the operation panel display 22A and the window display 24 is generated.

The simulation unit 74 appropriately generates information required for simulating the maneuvering of the aircraft, such as aircraft altitude information and aircraft speed information. The aircraft altitude information is information indicating the altitude of the aircraft whose maneuvering is being simulated, and the aircraft speed information is information indicating the speed of the aircraft.

The image processing control section 76 controls the operation panel display 22A and the window display 24 so as to display the image information generated by the simulation section 74 .

FIG. 12 is a control block diagram relating to movement resistance application in the control stick load control section 72 of this embodiment.

The control stick load control section 72 includes a reaction force value calculation section 80A, an aircraft condition calculation section 82A, an addition section 84A, a subtraction section 86A, a motor control section 88A, and a limiter section 90A.

The reaction force value calculator 80A receives the detection result of the linear displacement sensor 58 and calculates a reaction force value (hereinafter referred to as "linear reaction force value") based on the detection result. More specifically, the reaction force value calculation unit 80A calculates the linear reaction force value based on the difference between the linear movement position of the control stick 16 and the neutral position. That is, the linear reaction force value is a reaction force value calculated based on the linear movement amount of the control stick 16, and for example, the linear reaction force value corresponding to the difference value may be set in advance.

Based on the aircraft altitude information and the aircraft speed information, the aircraft condition calculation unit 82A calculates a load to be applied as a linear reaction force value (hereinafter referred to as "linear load value") according to the altitude and speed of the aircraft.

The adder 84A adds the linear load value to the linear reaction force value.

The subtraction section 86A subtracts the detection value of the load cell 60 from the output value of the addition section 84A. It should be noted that the detected value of the load cell 60 is the value of the load that has already been applied to the control stick 16 . Since this load is considered to be part of the reaction force applied to the control stick 16, the detected value of the load cell 60 is subtracted from the linear reaction force value. The value output from the subtraction section 86A corresponds to the movement resistance to the movement of the axial movement section 32. As shown in FIG.

The motor control unit 88A calculates the control amount of the servomotor 50A, that is, the rotation angle of the servomotor 50A, based on the output value of the subtraction unit 86A.

The limiter unit 90A outputs the control amount (rotation angle) output from the motor control unit 88A to the servomotor 50A when it is less than a predetermined limit value. On the other hand, when the control amount is equal to or greater than the limit value, the limit value is output to the servomotor 50A as the control amount instead of the control amount.

Thus, the control stick load control section 72 of this embodiment calculates the control amount for the servo motor 50A from the difference between the linear reaction force value based on the linear displacement sensor 58 and the detection result of the load cell 60 . A reaction force against the linear movement of the control stick 16 is applied by rotating the servomotor 50A based on the control amount. The value of the rotation angle of the servomotor 50A is fed back to the motor control section 88A, and if the rotation angle has not reached the control amount, the motor control section 88A adjusts the control amount so that the rotation angle reaches the control amount. Output.

FIG. 13 is a control block diagram relating to rotation resistance application in the control stick load control section 72 of the present embodiment.

The control stick load control section 72 includes a reaction force value calculation section 80B, an aircraft condition calculation section 82B, an addition section 84B, a subtraction section 86B, a motor control section 88B, and a limiter section 90B.

The reaction force value calculation unit 80B receives the rotation angle of the control stick 16, which is the detection value of the rotation angle sensor 68, and calculates a reaction force value based on the detection result of the rotation angle sensor 68 (hereinafter referred to as "rotational reaction force value"). ) is calculated. More specifically, the reaction force value calculation section 80B calculates the rotation reaction force value based on the difference in the rotation angle of the control stick 16 from the neutral position. That is, the rotation reaction force value is a reaction force value calculated based on the amount of rotation of the control stick 16, and for example, the rotation reaction force value corresponding to the value of the difference may be set in advance.

Based on the aircraft altitude information and the aircraft speed information, the aircraft condition calculation unit 82B calculates a load to be applied as a rotation reaction force value (hereinafter referred to as "rotational load value") according to the altitude and speed of the aircraft.

The adder 84B adds the rotation load value to the rotation reaction force value.

The subtraction section 86B subtracts the detection value of the torque sensor 42 from the output value of the addition section 84B. It should be noted that the detected value of the torque sensor 42 is the value of the load that has already occurred in the rotational direction of the control stick 16 . Since this load is considered to be part of the reaction force applied to the control stick 16, the detection value of the torque sensor 42 is subtracted from the linear reaction force value. The value output from the subtractor 86B corresponds to the rotation resistance to rotation of the steering shaft 17 about its axis.

The motor control section 88B calculates the control amount of the servomotor 50B, that is, the rotation angle of the servomotor 50B, based on the output value of the subtraction section 86B.

The limiter unit 90B outputs the control amount (rotation angle) output from the motor control unit 88B to the servomotor 50B when the control amount (rotation angle) is less than a predetermined limit value. On the other hand, when the control amount is equal to or greater than the limit value, the limit value is output to the servo motor 50B as the control amount instead of the control amount.

Thus, the control stick load control section 72 of this embodiment calculates the control amount for the servo motor 50B from the difference between the rotation reaction force value based on the rotation angle sensor 68 and the detection result of the torque sensor 42 . A reaction force to the rotation of the control stick 16 is applied by rotating the servomotor 50B based on the control amount. The value of the rotation angle of the servo motor 50B is fed back to the motor control section 88B, and if the rotation angle has not reached the control amount, the motor control section 88B adjusts the control amount so that the rotation angle reaches the control amount. Output.

According to the flight simulator 10 of the present embodiment described above, the servomotor 50A exerts movement resistance (movement resistance) against the movement of the axial direction moving part 32 provided with the control shaft 17 to which the control stick 16 is fixed at one end. A rotation resistance (rotational reaction force) is provided by the servomotor 50B to the rotation of the steering shaft 17 about the axis. As a result, the flight simulator 10 of the present embodiment can apply a reaction force simulating an actual maneuvering load to the control stick 16 with a simple configuration.

In addition, the flight simulator 10 with such a configuration can reproduce the steering reaction force closer to that of the actual aircraft by applying the servo motors 50A and 50B to apply the reaction force, unlike the conventional spring method. Become. That is, the flight simulator 10 of the present embodiment can change the reaction force in real time according to the simulation of the flight state of the actual aircraft, and has high extensibility that can be applied to multiple models only by changing the software. Equipment (Flight Training Device) can be supported.

Although the present invention has been described using the above embodiments, the technical scope of the present invention is not limited to the scope described in the above embodiments. Various changes or improvements can be made to the above-described embodiments without departing from the gist of the invention, and forms with such changes or improvements are also included in the technical scope of the present invention.

For example, in the above embodiment, the rotation angle sensor 68 detects the amount of rotation of the control stick 16, but the present invention is not limited to this, and the servo motor 50B detects the amount of rotation. may be

Further, in the above-described embodiment, a mode in which the control sticks 16 are provided on the left and right sides has been described, but the present invention is not limited to this, and a mode in which only one control stick 16 is provided is also possible. In this form, the control stick 16 is fixed to the end of the common control shaft 17C in the above embodiment.

Also, the reaction force application mechanism 20 may be applied to the rudder pedal 18 as well. In the case of this form, a motor is provided to provide rotation resistance to the rotation of the rudder pedal 18, and the control amount for the motor is calculated based on the detection result of the pedal operation amount sensor 69. FIG.

SL Axis 10 Flight simulator 16 Control stick 16L Left control stick 16R Right control stick 17 Control shaft 17L Left control shaft 17R Right control shaft 17C Common control shaft 32 Axial movement part 42 Torque sensor 41 Interlocking device 41L Left interlocking device 41R Right interlocking device 49A First motor 49B Second motor 52A, 52B Pulley 54 Belt 56 Coupling portion 57 Movement amount sensor 59 Load sensor 62 First gear 64 Second gear 68 Rotation angle sensor 72 Control stick load control unit

Claims (8)

A flight simulator (10) having a control stick (16) rotatable about and parallel to an axis (SL) extending in the longitudinal direction,
an axial moving part (32) capable of linearly moving in the parallel direction;
a control shaft (17) provided on the axial moving part (32) to be rotatable around the axis and having the control stick (16) fixed to one end;
a first motor (49A) that applies movement resistance to the movement of the axial movement part (32);
a second motor (49B) that imparts rotation resistance to rotation of the steering shaft (17) about its axis;
a control stick load control section (72) that calculates control amounts for the first motor (49A) and the second motor (49B);
A flight simulator with a pair of pulleys (52A, 52B) provided in the direction of linear movement of the axial movement part (32);
a belt (54) that is stretched over the pair of pulleys (52A, 52B) and driven to rotate;
a connecting portion (56) for connecting the belt (54) and the axially moving portion (32);
The first motor (49A) provides rotational resistance to the belt (54),
A flight simulator according to claim 1. a first gear (62) provided on the rotating shaft of the second motor (49B);
a second gear (64) provided on the steering shaft (17) and meshed with the first gear (62);
with
The second motor (49B) applies rotational resistance to the steering shaft (17) via the first gear (62) and the second gear (64).
A flight simulator according to claim 1 or 2. a movement amount sensor (57) for detecting the movement amount of the axial direction moving part (32);
a rotation angle sensor (68) for detecting the rotation angle of the steering shaft (17);
with
The control stick load control section (72) calculates a control amount for the first motor (49A) based on the detection result of the movement amount sensor (57), and based on the detection result of the rotation angle sensor (68). to calculate the control amount for the second motor (49B),
A flight simulator according to any one of claims 1 to 3. a load sensor (59) for detecting the load generated by the movement of the axial movement part (32);
a torque sensor (42) for detecting the rotational torque of the steering shaft (17);
with
The control stick load control section (72) calculates a control amount for the first motor (49A) from the difference between the reaction force value based on the detection result of the movement amount sensor (57) and the detection result of the load sensor (59). and calculating the control amount for the second motor (49B) from the difference between the reaction force value based on the detection result of the rotation angle sensor (68) and the detection result of the torque sensor (42),
A flight simulator according to claim 4. A pair of left and right control sticks (16) are provided,
The control shafts (17) of the pair of control sticks (16) are connected by an interlocking device (41),
A flight simulator according to any one of claims 1 to 5. The interlocking device (41) is located between the left control shaft (17L) to which the left control stick (16L) is fixed and the right control shaft (17R) to which the right control stick (16R) is fixed. A shaft (17C) is arranged, and the left steering shaft (17L) and the common steering shaft (17C) are configured to be interlockable by a left interlocking device (41L), and the right steering shaft (17R) and the common steering shaft are arranged. (17C) is configured to be interlockable with the right interlocking device (41R),
A torque sensor (42) for detecting the rotational torque of the steering shaft (17) is arranged in series with the common steering shaft (17C),
A flight simulator according to claim 6. A load sensor (59) for detecting the load generated by the movement of the axial movement part (32) is arranged directly below the common steering shaft (17C).
A flight simulator according to claim 7.

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