The proliferation of AR/MR/XR technology continues to grow. However, with few exceptions, the advances in motion tracking to support placement of symbols and images on the real world scene have not kept up. In order for AR/MR/XR to move from narrow niche applications to more general use, motion tracking providing accurate pose will also need to work in diverse environments and conditions. Many additional factors comprise tracking performance, but they are more easily addressed. This paper uses several real-world, dismounted and mounted scenarios to determine the minimum tracking accuracy needed to achieve success. It then proposes a minimum performance specification for motion tracking to support general AR/MR/XR displays.
See-through distortion can occur when a pilot looks through a curved aircraft transparency because of a weak lens effect. A helmet-mounted display (HMD) system must either compensate for this distortion or incur a distortion error in its total error budget. We describe a method for characterization of and compensation for aircraft transparency distortion, allowing for increased targeting accuracy and reduced binocular vergence errors from any position within a large head box. We present techniques for compensating for transparency distortion for the entire HMD head box and implications observed based on applying these techniques for A-10 and F-16 aircraft transparencies.
Canopy distortion occurs when a pilot is looking through any curved aircraft transparency. Any helmet mounted display system must either compensate for this distortion, or incur canopy distortion error in its total error budget. Thales Visionix has applied a novel method for characterization of and compensation for aircraft canopy distortion, allowing for views from any position within a large head box. We present techniques allowing for compensation of canopy distortion for the entire HMD head-box, and implications observed based on applying these techniques for A- 10 and F-16 canopies
High fidelity night-vision training has become important for many of the simulation systems being procured today. The end-users of these simulation-training systems prefer using their actual night-vision goggle (NVG) headsets. This requires that the visual display system stimulate the NVGs in a realistic way. Historically NVG stimulation was done with cathode-ray tube (CRT) projectors. However, this technology became obsolete and in recent years training simulators do NVG stimulation with laser, LCoS and DLP projectors. The LCoS and DLP projection technologies have emerged as the preferred approach for the stimulation of NVGs.
Both LCoS and DLP technologies have advantages and disadvantages for stimulating NVGs. LCoS projectors can have more than 5-10 times the contrast capability of DLP projectors. The larger the difference between the projected black level and the brightest object in a scene, the better the NVG stimulation effects can be. This is an advantage of LCoS technology, especially when the proper NVG wavelengths are used. Single-chip DLP projectors, even though they have much reduced contrast compared to LCoS projectors, can use LED illuminators in a sequential red-green-blue fashion to create a projected image. It is straightforward to add an extra infrared (NVG wavelength) LED into this sequential chain of LED illumination. The content of this NVG channel can be independent of the visible scene, which allows effects to be added that can compensate for the lack of contrast inherent in a DLP device.
This paper will expand on the differences between LCoS and DLP projectors for stimulating NVGs and summarize the benefits of both in night-vision simulation training systems.
Thales Visionix, a wholly owned subsidiary of Thales Communications, Inc., has developed a novel method
for characterization of canopy distortion for a large head box. Canopy distortion occurs when the user is
looking through any curved transparency. Any helmet mounted display system must either compensate for
this distortion, or add canopy distortion error to its total error budget. To date, canopies have been
characterized for only a few discrete locations in the cockpit. This results in a dilution of canopy distortion
compensation as the pilot will rarely sit in one of the few defined locations. The method described herein
allows for canopy distortion characterization and compensation for the entire HMD head-box.
Thales Visionix has developed a new helmet tracker based on a hybrid inertial optical approach. It uses the inside-out
concept of the InterSense VisTracker technology, which has been acquired by Thales Visionix, upgraded with a tiny
high-performance NavChip Inertial Measurement Unit (IMU). A unique feature of the tracker is that there is no aircraft
mounted equipment. A group of small circular barcode-like fiducial stickers are placed on the interior surface of the
cockpit. The tracker allows operation in both hybrid inertial/optical and inertial-only modes, which it seamlessly
switches between as the pilot’s helmet goes in and out of the optical tracking zone. This paper describes the tracker, its
features and performance.
Gentex Corporation, under contract to Naval Air Systems Command (AIR 4.0T), designed the Advanced Helmet Vision
System to provide aircrew with 24-hour, visor-projected binocular night vision and HMD capability. AHVS integrates
numerous key technologies, including high brightness Light Emitting Diode (LED)-based digital light engines, advanced
lightweight optical materials and manufacturing processes, and innovations in graphics processing software. This paper
reviews the current status of miniaturization and integration with the latest two-part Gentex modular helmet, highlights
the lessons learned from previous AHVS phases, and discusses plans for qualification and flight testing.
KEYWORDS: Distortion, Head-mounted displays, Video, Electroluminescence, Head, Heads up displays, Refraction, Magnetic tracking, Digital recording, Algorithm development
Gentex Corporation is nearing completion of the developmental and operational test phase of the Helmet Mounted
Integrated Targeting (HMIT) contract with the Air National Guard and Air Force Reserve. The HMIT program involves
qualification and installation of the Scorpion Helmet Mounted Cueing System (HMCS) Color Helmet Mounted Display
(HMD) in both the A-10C and F-16C Block 30 aircraft. This paper discusses the program status and results.
Gentex Corporation won the Helmet Mounted Integrated Targeting (HMIT) contract with the Air National Guard
and Air Force Reserve in May 2010 along with Raytheon Technical Services Corporation as the prime contractor.
The HMIT program involves qualification and installation of the Scorpion HMCS Color HMD in both the A-10C
and F-16C Block 30 aircraft types. Qualification tests include all aspects from ejection safety, to NVG and pilot
compatibility as well as performance testing. This paper will review the qualification testing results and program
status along with any lessons learned.
Gentex Corporation presents experience with the first binocular implementation of its Scorpion Helmet
Mounted Display (HMD) System. Gentex has a working prototype for a binocular version of Scorpion,
using two Scorpion PD-14 displays mounted on a single helmet. The prototype has excellent
characteristics for a binocular helmet. The displays' optical characteristics make them easy to harmonize
and comfortable to use without eyestrain. The displays are light enough not to unduly affect the weight of
the helmet or center of gravity. Harmonization, which has been a significant problem with other binocular
display systems, is easy to achieve, and once achieved remains fixed without issue.
The innovative technology utilized in the Scorpion HMCS has broken several product and price barriers which now
allow it to be used in both traditional and non-traditional applications. In particular, its bright color display provides
a new dimension for informational content and vastly improved situational awareness. Users are just beginning to
explore the ways that color can be used in an HMD projection display. Scorpion has also broken through price and
installation cost barriers allowing, for the first time, its use on platforms that could otherwise never have afforded a
helmet mounted display. Scorpion HMCS units are currently being used for both traditional cueing as well as
unique new applications in both airborne and maritime platforms. These applications are further described as well
as other potential roles for the Scorpion HMCS.
Pilots identified an off-boresight cueing capability as one of the most urgently needed upgrades to the A-10C Weapon
System. The currently fielded JHMCS appeared cost prohibitive, driving the need for a new solution that could provide
day/night cueing capabilities. Gentex Visionix and Lockheed Martin Systems Integration initiated an accelerated
development program that delivered an affordable system (Scorpion HMCS) to the Air Force for flight test, within a
twelve month period. In addition to providing the required cueing capabilities, this new system displays color symbology
and sensor video. Operational Utility Evaluation flight tests were performed on an A-10C aircraft by the ANG and
AFRC Test Center.
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