18th annual conference on manual control.pdf - Acgsc.org

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CROSS MODALITY SCALING: MASS AND MASS MOMENT OF INERTIA Margaret M. Clarke Oak Ridge Associated Universities* Oak Ridge, Tennessee 37830 Stephen Handel University of Tennessee Knoxville, Tennessee 39716 John G. Kreifeldt Tufts University Medford, Massachusetts 02155 Previous research has shown that we use perceptual inputs from sensations of both mass and mass moment of inertia in handling and manually controlling objects in our environment (I), Mass, the resistance to linear acceleration, and mass moment of inertia, the resistance to angular acceleration, are fundamental properties of objects in both a physical and perceptual sense. The relative importance of mass moment of inertia as a perceptual input has been largely overlooked. Experiments are being conducted in three stages to study the perceptual equation of these two properties. The first stage involves the perceptual scaling of mass moment of inertia, covering the range typical of simple manipulative tasks (0.15 to 1.15 inch pounds see2). Preliminary experiments have been completed and are discussed below. The second stage will involve perceptual scaling of mass or weight, covering the range most often found in tools used for simple manual tasks (4 oz. to 10 ibs.). The third stage will involve asking subjects to equate the perceived mass moment of inertia of one set of stimuli with the perceived mass (weight) of a second set. *Oak Ridge Associated Universities performs complementary work for the U.S. Department of Energy under contract No. DE-ACO5-96ORO0033. 413
PERCEPTUAL SCALING OF MOMENT OF INERTIA APPARATUS Figure I illustrates the apparatus used. A 6" plexiglass T handle was fixed to a plexiglass shaft 13" long and I" in diameter. The shaft rested on two ball bearings mounted 6" apart. A 24" length of plexiglass was glued at the end of the shaft, with 12 holes drilled symmetrically at different Figure I. Mass Moment of Inertia Apparatus positions along its length. The hole positions were selected so that the mass moment of inertia increased by equal ratios when a pair of 2 lb. weights were moved from 2 holes equidistant from the center point of the 24" length to the adjacent holes. The mass moment of inertias were thus linearly spaced on a logrithmic scale. Six different mass moments of inertia, one for each symmetrical pair of holes, could be generated. 414
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AFWAL-TR'83-3021 PROCEEDINGS OFTHEE
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UNCLASS I FI ED SECURITY CLASSIFiCA
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CONFERENCE CHAIRMAN : FrankL. Georg
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Eleventh Annual Conference on Manua
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CONTENTS(Cont' d) PAGE 6. A FUZZY M
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CONTENTS(Concluded) PAGE 4. DEXTERO
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AN INFORMATIONTHEORETICMODELOF THE
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RISK AND DECISION PROCESSES IN MANU
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In order to investigate manual cont
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may represent particularly efficien
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Results are summarized in Fig.7: In
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TABLE 1 "..,_BORDER- ABOV_ ' BELOW
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0.25, !/% 0.25 " I)'I I 1 1 ' I -5.
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FIG .6 PERFORMANCE OPERATING CURVE
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TIMEDOMAIN IDENTIFICATIONOFPILOT DY
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The human limitationsmodeled includ
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RATING FROM SIMULATION I I , I I I
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The identificationmethod proposed i
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With regard to the remainingterms i
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The algorithm is as follows: 1) Sel
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CLASSICALRESULTS Up(S) " ' - YP Yc
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EXAMPLE PLANT: = 11,7 S ec(s) 3,67
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m m oo --_ ::_ ---I oo o
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Conversely, the "corrected" set use
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Although improvedmethods are curren
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A TEST OF FITTS' LAW IN TWO DIMENSI
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INTRODUCTION We have undertaken a m
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ecomes smaller as the tonic pupil s
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i i i • 1 .......................
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FIGURE 3 : Test conditions for pupi
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k_ (A) : [,'J o_:. \ -80- [_J [....
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DISCUSSION Before attempting anothe
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Edinger-Westphal nucleus. CONCLUSIO
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COMPUTATIONALPROBLEMSIN HUMAN OPERA
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These time series analysismethods h
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The parametersn and m were chosen u
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models with m > I, m = 1 is chosen
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SAMPLING INTERVAL 0.1 SEC Fig. 3-a
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where H(z) is the transfer function
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TABLE 1. TRANSFERFUNCTION.MODEL:WIT
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Although the time series analysis i
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(10) Jex, H. R., and Allen, R. W.,
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CL{ANGES IN HUMAN JOINT COMPLIANCE
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esponse, but what that might be rem
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esulting angular position and stret
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mechanical consequences of the myot
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Merton, P.A. Speculations on the se
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p_ 10.0 FREQUENCY (HZ) 1.0 II111 "o
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...... E RJR042/056 ANGLE TA EMG SO
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aooT I- jU >_ EO '__ o i// V_. - \m
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-100 300 AO UJ GLG589 .J O Z -100 J
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- 22 MIN CO um UJ • - -500 JLEO 3
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RECORD f (hZ) _ J B K CONTROL 1 1.8
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ABSTRACT for 18th
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4). For example,in order to optimal
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For example, when system error and
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REFERENCES I. Birmingham, H.P,, and
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Ar ea 2 / A1 Area 2_ -A2 -A1 X Theo
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determinedboth by his interfacewith
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Procedure The subject sat before th
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e used in designingdiscrete-timetas
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Factor Beta-weight Beta-weight Cour
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SUSTAINEDTURN POSITIONING EXTENDING
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DEVELOPMENT OF PERFORMANCE MEASURES
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performed all nine conditions. Ther
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REFERENCES Moray, N. 1979. Mental W
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|'0 _L_ o.S, K _/.s K/5" K/S_ - - -
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RATING CONSISTENCY AND COMPONENT SA
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also mounted on the left arm of the
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necessitating continued attention b
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4_4 4_4141 4_4_0 00 OVERALLWORKLQAD
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whereas increasing the bandwidth fr
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Figure 3. He.an ratings and signifi
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Figure 4.. Hean ratings and signifi
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Figure 5. Mean ratings and signific
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._ o ,.,_m F-_rt o :1 ,-q x €:._
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Level (_-.585, E
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ing related to Overall Workload or
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Steinlnger, K. Subjective ratings o
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discriminable changes in the score
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RESULTS The computed scores for eac
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In general, the results of the expe
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TABLE 2 Workload Assessment Techniq
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TABLE 4 Logical Classification of T
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1.0 1 Q.S N z_ = -O,S = _€ -1,0 L
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SESSION3: SIMULATIONAND MODELBASEDA
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_ation For Time DelaysIn FlightSimu
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AN AUTOMOBILEAND SIMULATORCOMPARISO
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particularilycritical during the ac
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performanceduring productionruns wa
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using roadway cues from the left la
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epresentingan automobilefor a later
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PerformanceParameters D OVER C - T
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TRANSFEROF LEARNING GROUP 1 (SIMULA
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5.25m l.Tm _- --- I / _ I I ! i i 0
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FIGURE4 INSTRUMENTEDVEHICLEDURING O
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AN OPTIMAL CONTROL MODEL ANALYSIS O
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current standards) could result in
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ft/sec and 1.42 ft/sec, respectivel
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Table i. PERCEPTUAL THRESHOLDS* Var
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m Variable "Maximum" Allowable Devi
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given in Table 4. Also shown in the
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Table 5. MODEL PREDICTIONS FOR DIFF
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ii A io o _ 9 Delay = 133 ms i .,-4
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i0 _. Delay = 133 ms o 1.4 I .,,4 _
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sensitivity of the OCM to increases
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[6] Ricard, G.L., R.V. Parrish, B.R
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Air Force Aerospace Medical Researc
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III. TASK ANALYSIS USING SAINT In o
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equired to detect the target, The c
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Examination of histograms of these
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EXP: SClII COND 19 (FLYBY 1, EW, EC
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conditions corresponding to particu
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o 0 _ oD _ • eo olo ooee ee I I I
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• oeo_ eeee eoJo 0 0 0 0 0 0 0 0
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REFERENCES I. Kleinman, D.L. and To
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screen according to a pre-defined t
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error signal. The error signal repr
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Similarly Fig. 11 ,12, and 13 prese
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.OO3- ,0_. .O01 Figure 6. Tracking
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(sNnaoot) _._aoa.LV 6U_M paxk:l ,aO
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2_ T v TRACK AZIMUTH ANGULAR RATECO
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itl ,ii11 i _l,lJl]illJ_ , i,'i , .
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manual control data to determine th
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elative cost penalty on control-rat
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pilot parameters. Conversely, a mat
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these changes to parameters that ar
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TABLE 2 Significance Test of Practi
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TABLE 3 Effects of Practice on Pilo
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variable(s) of interest. After para
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subjects, trained initially fixed-b
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A MODERNAPPROACHTO PILOTVEHICLEANAL
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Unfortunately,the methodology suffe
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DISTURBANCES lqw _ I ! i I MOTOR LA
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By validatingthat the OCM can be us
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SESSION4: MODELBASEDDESIGNAND CONTR
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VALIDATION OF AN ADVANCED COCKPIT D
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experimental program was conducted
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0 1 0 0 0 0 0 0 0 1 0 0 0 0 _2U° 3
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is repeatedfor several values of co
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assumption. Indeed, including the Y
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Display System Synthesis STATUS DIS
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THREE _IMENSIONAL PERSPECTIVE TUNNE
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Implementation of the flight direct
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Using these numerical results, the
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which will not be addressed at this
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move towards the observer, but the
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absolute levels of control performa
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REFERENCES (continued) i0. Grunwald
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and healthand safety data are accur
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DESIGN ISSUES IN EMERGING AUTOMATIO
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complacent. The second issueisa dir
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_ ' ': _ _: _:_i ¸ i_:_ ,:>_:_ _ '
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One of the difficulties of the mult
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overview, the other, detailed views
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Figures 8 and 9 depict displayedinf
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REFERENCES Ackoff,RusselL.,"Managem
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HUMAN - COMPUTER DIALOGUE FRAGMENT
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FTGURE 4 3i3
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FIGURE 6 ENTRY_CONTROL INFORMATION
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HIERARCHICINTEGRATEDINFORHATIONDISP
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GROUPEDPRIMITIVESINTEGRATEDDISPLAY
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of functions to be displayed; (3) t
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APPARATUS The mode selection task w
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CONCLUSIONSAND RECOMMENDATIONS The
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AN ANALYSIS OF CONTROL RESPONSES AS
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The data suggest the need for rethi
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The ideal flight display is one tha
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140 WIND- SHEAR z 12_0 CP \ k 0_ I0
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.6 ELEVATOR POWER SPECTRAL ANALYSIS
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left hand) on the right side of the
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the presentation of the stimulus wi
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at the bottom/center of the oscillo
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References Hartzell, E. J., Dunbar,
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typically located near the top of t
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7.1 ¸ It can be argued ni'ng,: e,x
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effect control. The two hands are p
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amplitude (A) and the narrowest tar
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Figure 5. The subject station with
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equal to 0.5 degrees per second ove
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CYCLIC MT IPSI CONT l m 1,155 1.387
Page 367 and 368: in the contralateral condition for
Page 369 and 370: slopes for the two conditions are s
Page 371 and 372: References 1. Fitts, P.M. & Seeger,
Page 373 and 374: CHARACTERISTICS OF A COMPENSATORY M
Page 375 and 376: of a subject via two sets of wet el
Page 377 and 378: experimental system contained an ad
Page 379 and 380: signals which are band-limitedat la
Page 381 and 382: are equal to McRuer and Elkind's av
Page 383 and 384: 23. K. Tanie, S. Tachi, K. Komoriya
Page 385 and 386: I0 _ -...../..._ n, o.5 v_ x/,,,.._
Page 387 and 388: -(9- Fc=0.3 Hz Pl=10ms -_- Fc=0.5 H
Page 389 and 390: Fc=0.3Hz Fc=0.5Hz 10 Fc=0.8Hz 201 "
Page 391 and 392: e 20 20 em 10 •m ------ ------._.
Page 393 and 394: SESSION5: HUMAN-MACHINESYSTEMSAND C
Page 395 and 396: 3. Model mimic techniques use a fai
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Page 401 and 402: Y 6 Xo-- _ --_'-e s× C [BY,, to ,.
Page 403 and 404: In either the analytic or projectiv
Page 405 and 406: no longer holds. \ \ \ \\ \ \ ! \
Page 407 and 408: geometric machine with many moving
Page 409 and 410: Yo P w_ _ _ _7p t / , °p # # ; / i
Page 411 and 412: B. Minimum Information Storage Traj
Page 413 and 414: Each machine degree of freedom, as
Page 415 and 416: AXIS I FALSE ALARM" IAL ZONE TRUE C
Page 417: 3. Kreifeldt,J., Kiel, R., Richichi
Page 421 and 422: DATA ANALYSIS Starting at the cente
Page 423 and 424: REFERENCES I. Kreifeldt,John G. and
Page 425 and 426: DEXTEROUS MANIPULATOR LABORATORY PR
Page 427 and 428: deviation appears to increase for T
Page 429 and 430: Fig. 2 Manipulator Task Board 424
Page 431 and 432: A DIRECTMEAN CTV MEAN • 3.3 TO 1
Page 433 and 434: which occur in the AFTI/F-16. In fi
Page 435 and 436: Table I - Newman-Keuls Multiple Com
Page 437 and 438: ,_ Teta!Score MJ TrackingRelated _=
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Page 441 and 442: l, 4 Fo _.CE ST LC._,< l,d O,_ Figu
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Page 446 and 447: proportional or preselected fixed r
Page 448 and 449: three microswitches. To latch safel
Page 450 and 451: Claw Control Three methods were imp
Page 452 and 453: C) Sensor display and visual access
Page 454 and 455: Note that the most time consuming s
Page 456 and 457: Table I. Time Performance Data of P
Page 458 and 459: CONTROL -_ BIAS POSITION BUTTON INP
Page 460 and 461: L_ Figure 3. Cylinderand Box Module
Page 462 and 463: A C B Figure 5. Latching Mechanism
Page 464 and 465: Ca) (b) (c) U"l Figure7. BerthingSe
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HELICOPTER INTEGRATED CONTROLLER RE
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METHOD Subjects. Subjects will be n
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illustrated in Figure 2. Subjects w
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amp. amp. amp. 4._ rrl _ -.4 --E [_
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TENTATIVE CRITERIA FOR CONTROLLERS
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simulator. Most soldiers who comple
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makes a mistake and is otherwise si
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The major future effort, other than
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FACTORSAFFECTINGIN-TRAIL FOLLOWINGU
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DISPLAY CONSIDERATIONS Location Our
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The three types of spacing cues ill
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that it tends to smooth out speed v
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symbology section, can also shed so
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If we apply the 50-second,5-percent
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REFERENCES I. Abbott, Terence S.; M
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TRAFFIC [ SELECTION CDTI ] SENSOR "
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cZ) P_ Figure6.- Conventionalcockpi
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\ 8_ Jacoxwaypoint"'_z_ JAC /kS_IG
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Figure I0.- Advanced cockpit CDTI f
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300 r--- ,,. f 250- _/_j' _ GROUNDS
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CHARACTERISTICSOF LEADAIRCRAFT STEA
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_ ' i ' ' ' 300- GROUNDSPEED, 250-
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An informal analysis of projective
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on the metric line at the end of th
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Special thanks to Fumei "Amy" Wu of
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fig. 2 Tag Placement I _ EYE -_ ' E
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d.ing A'I"C.,c:harts, maps, weather
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- I _£2__ , r .I // !-Tr-\ \ \
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_'_Lm _ 030 . d 195 0S6 Figure 2: A
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Four instrument-rated general aviat
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TABLE I: Separation Violations that
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statist.ic:al analysis. Averages fo
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than without for" the pilots of the
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Figure 4 depicts the frequency of s
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Simulator Pilot Opinion At the conc
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communications with the addition of
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cared that the addition of CDTI int
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AIR TRAFFIC CONTROL OF SIMULATED AI
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joystick for the control yoke and a
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shown by a hexagon if the aircraft
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The number of seconds between an ai
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LIST OF AUTHORS 553
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AUTHORS CONCLUDED J. L. Lewis 440 E
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