FINAL_-_CDT_VPL_SRD_Appendix_G_MV_20180803.docx

PRF-PT-685

Appendix G Version 2.0 21 June 2018

SYSTEM REQUIREMENTS DOCUMENT (SRD)

FOR

THE COMMON DRIVER TRAINER (CDT) VIRTUAL PRODUCT LINE (VPL) SYSTEM

APPENDIX G – MINE RESISTANT AMBUSH PROTECTED (MRAP) VARIANT (MV)

VERSION 2.0

21 JUNE 2018

Prepared by:

U.S. Army Program Executive Office Simulation, Training and Instrumentation

(PEO STRI)

Product Manager for Virtual Training Systems (PdM VTS) 12211 Science Drive Orlando, Florida 32826-3276

DISTRIBUTION STATEMENT A: APPROVED FOR PUBLIC RELEASE; DISTRIBUTION IS UNLIMITED.

CHANGE HISTORY

Table of Contents

1.0 SCOPE

This appendix to the System Requirements Document (SRD) describes the requirements for the Mine Resistant Ambush Protected MRAP Variant (MV) driver’s compartment hardware and software. When the driver’s compartment is installed on a Common Driver Trainer (CDT) platform, the collective system becomes a Common Driver Trainer/MRAP Variant (CDT/MV) that provides training for drivers of various types of MRAP vehicles. The CDT/MV will provide training of MRAP tactical vehicle drivers during New Equipment Training and sustainment. The trainer will enable training in the critical driver tasks that can be repetitively trained in a simulator. It will also allow training of driver tasks that are dangerous and/or infrequently trained in the "real world" (driving on ice, fording streams, driving under blackout conditions, driving down a steep embankment when coming off an improved road, etc.).

This appendix contain the requirements for vehicle specific kits. Each kit includes the vehicle specific driver’s compartment hardware and simulation software needed to convert the base CDT/MV to match a specific vehicle’s physical and functional characteristics.

1.1 MRAP Variant

The CDT/MV is a variant for the CDT. This variant shall include the specific modules necessary to provide the configuration and vehicle dynamics of the MRAP family of vehicles. The CDT/MV shall use all of the common modules as specified in the CDT SRD and the specific modules for the MRAP Variant as defined herein. The main components in the specific modules are the driver compartment, swappable dash panels with instruments and controls for the driver, space and visual constraint modules (if necessary) and the software required to operate the driver compartment and interact with the common modules in the CDT.

1.2 MRAP Family of Vehicles

MRAP major variants include the MRAP All Terrain Vehicle (M-ATV), CAT I and CAT II. The CAT II serves as the CDT/MV baseline vehicle. Commonalty is based on the CAT II.

1.2.1 CAT I

There are five configurations of the MRAP CAT I vehicles which include:

a. Navistar MaxxPro,

b. BAE/TVS Caiman 6x6,

c. BAE RG33 4x4**,

d. General Dynamics Land Systems-Canada RG31 4x4,

e. Force Protection Industries Cougar 4x4 * Note, the “*” is for CAT II and it’s a bigger vehicle; and the “**” is for CAT I and it’s a smaller vehicle.

1.2.2 CAT II

There are two configurations of the MRAP CAT II vehicles which include:

a. BAE RG33L 6x6

b. Force Protection Industries Cougar 6x6 *

Note, the “*” is for CAT II and it’s a bigger vehicle.

1.2.3 M-ATV

There is one configuration of the MRAP All Terrain Vehicle:

a. Oshkosh M-ATV

2.0 APPLICABLE DOCUMENTS

In the event of a conflict between the requirements of this document and those contained in the documents above, the requirements contained in this document take precedence.

3.0 REQUIREMENTS

3.1 System Level Requirements

The CDT/MV shall consist of the CDT Common Modules and the reconfigurable MRAP specific module as specified herein. The CDT common modules are the IOS, computational subsystem, visual/display subsystem, aural/communication subsystem, motion subsystem, scenario generation system (SGS), and AAR subsystem. The CDT common modules have defined configurations, mechanical interfaces, electrical interfaces and software architecture/interfaces. The reconfigurable MRAP specific module shall interface to the CDT by the defined interfaces for the CDT modules listed above and shall not degrade the performance of existing CDT variants. The reconfigurable MRAP specific module shall be integrated with the CDT common modules for the CDT/MV configuration. The CDT/MV specific module shall consist of the simulated reconfigurable driver’s compartment, the CDT/MV common instruments and controls for the driver and the software required to operate the driver’s compartment and interact with the CDT Common Modules. The CDT/MV specific module shall include vehicle specific kits with each kit containing a removable dash panel, the software to provide the specific vehicle performance in response to driver inputs and, if necessary, space and visual constraint modules.

The RG33 is the MRAP CAT I variant of the RG33L MRAP CAT II vehicle. The RG33 is the four-wheeled version of the RG33L. The primary differences between the CAT I RG33 and the CAT II RG33L are the vehicle’s overall length, turning radius, curb weight and gross vehicle weight. These differences affect the overall vehicle dynamics and own vehicle models. Since the vehicles use the same driver’s cab components, no additional hardware is required to reconfigure the baseline CDT/MV cab to support training drivers of the RG33.

The Caiman is available in both a MRAP CAT I and a MRAP CAT II version. This kit contains only the requirements for configuring the CDT/MV as a MRAP CAT I Caiman variant. The Caiman is a 6x6 armored vehicle with blast resistant body design to protect the crew from mine blasts, fragmentary and direct fire weapons. It supports operations to include mounted patrols, reconnaissance, communications, command and control, convoy lead, explosive ordnance disposal, ambulance and combat engineering. It is designed for use over all types of roads, cross-country terrain, and in all weather conditions. The primary differences between the CAT I Caiman and the CDT/MV baseline CAT II RG33L are the vehicle’s overall width, length, height, turning radius, curb weight and gross vehicle weight. These differences affect the overall vehicle dynamics and own vehicle models. Since the vehicles use different driver’s cab components, some additional hardware as specified in this appendix is required to reconfigure the baseline CDT/MV cab to support training drivers of the CAT I Caiman. In addition, the Caiman vehicle can be modified with an independent suspension system (ISS) that replaces the original solid axle/leaf spring suspension system.

The Navistar MaxxPro is a MRAP CAT I variant. The Navistar MaxxPro is capable of carrying six persons including the driver. The vehicle is four-wheel drive and is designed for small unit combat operations in urban or confined areas. The primary differences between the CAT I Navistar MaxxPro and the CDT/MV baseline CAT II RG33L are the vehicle’s overall width, length, height, turning radius, curb weight and gross vehicle weight. These differences affect the overall vehicle dynamics and own vehicle models. Since the vehicles use different driver’s cab components, some additional hardware as specified in this appendix is required to reconfigure the baseline CDT/MV cab to support training drivers of the Navistar MaxxPro. In addition, the Navistar MaxxPro vehicle can be modified with an independent suspension system (ISS) that replaces the original solid axle/leaf spring suspension system.

The RG31 is the MRAP CAT I variant. The RG31 is a 4x4 armor protected personnel carrier to protect the crew against small arms fire. The primary differences between the CAT I RG31 and the CDT/MV baseline are the vehicle’s overall width, length, height, turning radius, curb weight and gross vehicle weight. These differences affect the overall vehicle dynamics and own vehicle models. Since the vehicles use different driver’s cab components, some additional hardware as specified in this appendix is required to reconfigure the baseline CDT/MV cab to support training drivers of the RG31.

Unless specifically modified in this appendix, the requirements specified for the CDT/MV baseline vehicle shall apply when the CDT/MV is configured as a M-ATV. In case of a conflict between the requirements of the CDT/MV SRD and the requirements of this appendix, the requirements of this appendix shall take precedence when testing the M-ATV configuration.

3.2 Common Module Requirements

The CDT MV shall meet the requirements for the common modules as defined in the Common SRD for the CDT.

3.3 Vehicle Specific Requirements

The CDT/MV shall include a reconfigurable driver’s compartment, vehicle specific kits and simulation software that provides the physical configuration, controls, instruments, vehicle operation and vehicle dynamics of each of the supported vehicles in the MRAP family of vehicles. The main components of the driver’s compartment are the controls, instruments, switches, panels, seating and physical structure of the MRAP vehicle version necessary to accomplish the required training tasks. When configured as a specific MRAP vehicle driver’s compartment, the simulation software shall provide the driver’s compartment control and switch interaction and simulator response for the controls, instruments, switches and panels necessary to accomplish the required MRAP training tasks. The simulation software shall provide realistic vehicle dynamic responses to driver control inputs and simulated training environment interactions. The driver’s compartment shall provide the status of hardware and software to the CDT system through the defined interfaces during CDT daily readiness tests. During initialization, the system shall check the installed configuration and provide an indication to the instructor/operator which specific MRAP configuration installed and provide an error message if there are any reconfigurable components mismatches or components not installed.

3.4 MV Training Requirements

The CDT/MV shall train the driver training tasks listed in the following paragraphs to be performed by the student, the performance to be assessed by the system and monitored by the instructor. The training tasks generally reflect the numerous and varied skills that comprise the task of driving a MRAP vehicle.

3.4.1 MV Training Tasks:

a. Operate Vehicle under Normal Conditions

· Drive vehicle with automatic transmission

· Perform vehicle maintenance checks and services during operations

· Start vehicle using cold and warm weather procedures

· Perform braking/stopping of vehicle

· React to traffic signs, signals and lights

· Enter, drive on, and exit straight and curvy, multiple-lane highways (to include lane changing, overtaking, passing and observing proper distance between other vehicles)

· Enter, drive on, and exit straight and curvy, two-lane highways (to include lane changing, overtaking, passing and observing proper distance between other vehicles)

· Drive vehicle in convoy during day and night

· Drive loaded vehicle (with 50 to 100 percent carrying load weight capacity)

b. Backing

· Back vehicle without trailer

· Maintain correct backing speed and safety

· React to wheeled vehicle ground guide day or night

c. Transport Vehicle

· Load vehicle on HETS (Heavy Equipment Transport System)

· Load vehicle on Rail Car

· Load vehicle on Ship Transporter

d. Emergency Driving

e. Adverse Condition Driving

· Drive vehicle on ice

· Drive vehicle in dust

· Drive vehicle in rain

· Drive vehicle in snow/ice (all snow conditions)

· Drive vehicle in sandy areas

· Drive vehicle on secondary roads/trails/cross-country

· Operate vehicle with run flats tires

· Drive vehicle at night with headlights

· Drive vehicle at night with blackout conditions

· Drive vehicle in mud, marsh, swampy areas

· Drive vehicle at night with driver's vision enhancer (DVE)

3.4.2 Malfunction/Emergency Condition Training Requirements

The CDT/MV shall simulate the following emergency conditions/malfunctions:

a. Loss of Steering

b. Loss of Brakes

c. Flat Tire

The CDT/MV shall train the driver to react to the following indicators:

a. Engine Fire Indicator

b. Annunciator Panel Fault Indicator

c. Check Engine Indicator

d. Engine Oil Pressure Indicator

e. Engine Coolant Temperature Indicator

f. Restricted Airflow Indicator

g. Low Air Pressure Indicator

h. Low Fuel Indicator

i. React to Transmission Control Malfunction Indicator

j. Transmission Fluid Temperature Indicator

k. Hydraulic Fluid Level Indicator

l. Hydraulic Fluid Temperature Indicator

m. Backup Steering Pump Failure Indicator

n. Towed Vehicle Brake Engaged Indicator

o. Check Power Pack Interface Indicator

p. Voltage Regulator Fault Indicator

q. Alternator Fault Indicator

r. Low Battery Voltage Indicator

s. Anti-lock Braking System (ABS) Fault Indicator

t. Park Brake On Indicator

3.4.3 Specific Reconfigurable MRAP Module Requirements

3.4.3.1 Simulated Driver Compartment

The CDT/MV driver’s compartment shall be reconfigurable between supported vehicles in the MRAP family of vehicles. The specific components shall be, to the maximum extent possible, easily installed and removed to configure the driver’s compartment properly for the specific vehicle configuration. The specific hardware configuration along with the specific simulation software shall define the driver’s compartment as one of the supported MRAP vehicles. The specific driver’s compartment configuration shall simulate the physical and functional characteristics of the supported MRAP vehicle with sufficient fidelity to adequately train the students in the training tasks listed in paragraph 3.4.1 – MV Training Tasks or the vehicle specific depending on the configuration selected. External storage cases for unused specific alternate configuration components shall be provided with each CDT/MV driver’s compartment. All instruments, indicators, gauges, controls, lights switches, displays, driver’s hatch or door, and components of the driver’s compartment that are non-tactile (i.e., viewed but not touched) and not used for training shall be dimensionally accurate to within +/- 20%. All non-tactile instruments, indicators, gauges, controls, lights, switches, displays, driver’s hatch or door, and components of the driver’s compartment used for training shall be dimensionally accurate to within +/- 15%. All tactile instruments, indicators, gauges, controls, lights, switches, displays, driver’s hatch or door, and components of the driver’s compartment used for training shall be dimensionally accurate within a tolerance of +/- 0.25 inches.

The location within the driver’s compartment of tactile and non-tactile components that are used for training shall be accurate within +/- 2.0 inch and maintain the relation between adjacent components within +/- 0.25 inches. Non-tactile components that are not used for training shall be located within +/- 3.0 inches of their actual position. All measurements shall be made from a single reference point.

The CDT/MV driver’s compartment shall include mounting locations with all necessary hardware and electrical interfaces with all necessary cabling to support installation and use of the CDT/MV kits specified in the appendices.

Items normally present in the driver compartment of the vehicle but not critical for training the required driver tasks shall be presented in mock-up form with the same size, shape and location as the vehicle components. Detachable devices (i.e. DVE night vision device) on the vehicles used to drive the vehicle shall also be simulated. The driver’s seat and headrest shall be replicated to include all adjustments and range of motion available in the actual vehicle. The driver’s compartment shall include a fresh air circulation and exchange system with sufficient airflow to maintain the internal temperature within +5 degrees F of the temperature outside the driver’s compartment. The simulated driver compartment shall be equipped with the decals and instructional plates visible in the driver's compartment of the vehicle with limitations of placing labels per the baseline vehicle cab (RG33L, CAT I RG33, Caiman, Caiman with ISS, Navistar MaxxPro, Navistar MaxxPro with ISS, RG31, and M-ATV).

The set up time for removing and/or replacing the driver compartment and any hardware associated with the MRAP variant shall not exceed one hour. The set up time for the MRAP Variant software shall not exceed ten minutes.

The CDT/MV cab re-configurability shall be designed such that reconfiguration by instructor/operator personnel between supported vehicle configurations can be accomplished in less than 30 minutes, with a desired objective time of 15 minutes.

3.4.3.1.1 Driver’s Compartment Subsystem Common Components

The driver’s compartment subsystem shall simulate the following common components of the driver's compartment for the MRAP vehicles:

Driver’s Door Steering Column and Wheel Throttle Service Brake Pedal Driver’s Seat including 5 point seat belt system DVE Night Vision Device

Reconfiguration of the driver’s compartment subsystem between supported vehicles in the MRAP family of vehicles shall not require removal or replacement of any of the Driver’s Compartment Subsystem Common Components.

The Driver’s Compartment Common Components shall have the following capabilities and characteristics:

3.4.3.1.1.1 Driver’s Door

The driver's door assembly shall physically and functionally replicate (location, dimensions and movement) the driver’s door of the baseline vehicle (RG33L, CAT I RG33, Caiman, Caiman with ISS, Navistar MaxxPro, Navistar MaxxPro with ISS, RG31, and M-ATV) cab. A latch mechanism shall be provided to lock the door in the fully closed position. The door shall be safety interlocked to the motion subsystem to allow motion only when the door is in a locked position. The driver’s door shall include mounting devices for mounting space and vision constraint modules included in vehicle specific kits, if applicable.

3.4.3.1.1.2 Steering Column and Wheel

The Steering Column and Wheel from the baseline vehicle (RG33L, CAT I RG33, Caiman, Caiman with ISS, Navistar MaxxPro, Navistar MaxxPro with ISS, RG31, and M-ATV) cab shall be physically and functionally replicated in the driver’s compartment. The steering column and wheel shall have the same dimensions, controls, range of motion, and adjustments as the operational equipment. The simulation shall represent the appropriate force feel cues and deflection required for steering and turning the vehicle.

3.4.3.1.1.3 Throttle

The Throttle from the baseline vehicle (RG33L, CAT I RG33, Caiman, Caiman with ISS, Navistar MaxxPro, Navistar MaxxPro with ISS, RG31, and M-ATV) cab shall be physically and functionally replicated in the driver’s compartment. The throttle pedal shall have the same dimensions, controls, range of motion, and adjustments as the operational equipment. The simulation shall represent the appropriate force feel cues and deflection required for accelerating the vehicle.

3.4.3.1.1.4 Service Brake Pedal

The service brake pedal assembly shall replicate physically (location, dimensions and movement) and functionally the service brake pedal in the baseline vehicle (RG33L, CAT I RG33, Caiman, Caiman with ISS, Navistar MaxxPro, Navistar MaxxPro with ISS, RG31, and M-ATV) cab.

3.4.3.1.1.5 Driver’s Seat

The Driver’s Seat from the baseline vehicle (RG33L, CAT I RG33, Caiman, Caiman with ISS, Navistar MaxxPro, Navistar MaxxPro with ISS, RG31, and M-ATV) cab shall be physically and functionally replicated in the driver’s compartment. The driver’s seat and seat belts shall have the same dimensions, controls, range of motion, and adjustments as the operational equipment.

3.4.3.1.1.6 DVE Night Vision Device

The CDT/MV driver’s compartment shall include a Driver’s Vision Enhancement (DVE) system. The DVE shall be mounted in the CDT/MV cab in the same location as in the baseline vehicle (RG33L, CAT I RG33, Caiman, Caiman with ISS, Navistar MaxxPro, Navistar MaxxPro with ISS, RG31, and M-ATV) cab. The DVE support shall replicate the size, shape and adjustability of the operational system. A power and signal connector shall be provided. The DVE shall replicate the image (field of view and image characteristics) of a MRAP vehicle DVE. The gain, level, brightness and white hot/black hot controls shall be operational and modify the displayed image as in the operational system.

3.4.3.1.1.7 Interchangeable Dashboard Panels and Equipment

The CDT/MV driver’s compartment shall include removable instrument panels, consisting of all gauges, switches, controls and indicators. Each instrument panel, representing a MRAP variant, shall be housed on removable panel(s). These panels will represent the MRAP family of vehicles with sufficient fidelity to adequately train the students in the training tasks listed in paragraph 3.4.1 – MV Training Tasks or the vehicle specific appendices depending on the configuration selected. All other cab equipment (gear selector, fire suppression controls, etc.) required for training shall be designed to be easily fitted and removed to form the MRAP variants.

3.4.3.1.2 Baseline Vehicle Cab (RG33L, CAT I RG33, Caiman, Caiman with ISS, Navistar MaxxPro, Navistar with ISS, RG31, and M-ATV) Specific Driver’s Compartment Components

The CDT/MV baseline vehicle cab shall replicate the MRAP CAT II RG33L, CAT I RG33, Caiman, Caiman with ISS, Navistar MaxxPro, Navistar MaxxPro with ISS, RG31, M-ATV cab.

3.4.3.1.3 Specific Driver’s Compartment Hardware Components

The CDT/MV baseline vehicle cab does not have specific hardware components.

3.4.3.1.4 Specific Driver’s Compartment Software Components

The driver cab software shall stimulate or simulate the following RG33L, CAT I RG33, Caiman, Caiman with ISS, Navistar MaxxPro, Navistar MaxxPro with ISS, RG31, M-ATV dashboard controls and indicators via the cab I/O subsystem:

a. Light Control Panel

b. Master Power / Start Switch

c. Driver Gauge Cluster

d. Annunciator Panel

e. Transmission Gear Selector

f. Park Brake

g. Accessory Panel

h. Fire Suppression Control Box

All controls and indicators shall operate in accordance with TM 9-2355-108-10 operator’s manual.

3.4.3.1.5 Additional Driver’s Compartment Components

In addition, the following components not found in the MRAP vehicle cabs but required to provide adequate training and safety shall be provided:

3.4.3.1.5.1 Emergency Lighting

The driver’s compartment shall have an emergency, battery operated light that provides sufficient lighting for rapid and safe exit during emergency conditions.

3.4.3.1.5.2 Fresh Air Circulation Exchange

The driver’s compartment shall have constant, fresh, forced air circulation to minimize driver stress.

3.4.3.1.5.3 Fire Detection/Warning System

A smoke detector shall be located inside the driver’s compartment. The smoke detector shall interface with the CDT smoke and fire detection system to initiate proper simulator action if smoke or fire is detected. The driver’s compartment shall have an audio and visual alarm (prominently visible to the driver) that interfaces with the CDT smoke and fire detection system to alert the driver to an emergency condition.

3.4.3.1.5.4 Emergency Stop and Shutdown

There shall be an emergency shutdown switch in the driver’s compartment that is easily accessible by the driver. The emergency shutdown switch shall interface with the CDT emergency shutdown system.

3.4.3.1.5.5 Door & Driver’s Seatbelt Interlock

There shall be a driver’s compartment door and seatbelt interlock. The interlock shall inhibit any motion system response to simulation control inputs and settle the motion system to the fully lowered position in a controlled manner when the door locks are disengaged or the seatbelt not fastened correctly.

3.4.3.1.6 Optional Vehicle Equipment

None.

3.4.3.2 Vehicle Simulation

3.4.3.2.1 Vehicle Dynamics Performance

The CDT/MV shall simulate the RG33L, CAT I RG33, Caiman, Caiman with ISS, Navistar MaxxPro, Navistar MaxxPro with ISS, RG31, and M-ATV vehicle dynamics to the level of detail required to support the training tasks in paragraph 3.2.1. Vehicle dynamics shall include steering feel, steering response, acceleration, deceleration, braking and suspension response. The vehicle dynamics simulation shall provide models of the power train (e.g., engine, transmission, etc.), suspension (e.g., springing, damping, range of travel, etc.), and the hull of the RG33L, CAT I RG33, Caiman, Caiman with ISS, Navistar MaxxPro, Navistar MaxxPro with ISS, RG31, and M-ATV vehicle. The parameters for these models shall be evaluated at 60 Hz to assure smooth and accurate simulation. Terrain topography and surface characteristics shall be determined and combined with control inputs from the driver compartment to provide inputs to the models of the engine, transmission, steering, brakes, suspension, and hull. The vehicle dynamics simulation results shall drive the visual displays, motion cues, aural cues, and instrumentation in the driver compartment. The vehicle dynamic performance shall be modeled based on data provided by Government Subject Matter Experts.

The vehicle dynamics of the RG33L, CAT I RG33, Caiman, Caiman with ISS, Navistar MaxxPro, Navistar MaxxPro with ISS, RG31, and M-ATV kit shall meet the performance requirements for the critical maneuvers within +/- 10%. The critical maneuvers and the performance requirements are defined in the following tables.

a. The definitions for the critical maneuvers for vehicle dynamics are as follows:

NOTE:

1. The slope of the hill depends on the terrain type

2. The steering angle is not constant with time. It has been chosen to match the test driver input steering angle.

b. The vehicle dynamics performance for the critical maneuvers are as follows:

NOTE:

1. Braking distance on this surface is from maximum vehicle speed attainable on this surface.

c. The vehicle dynamics performance for critical maneuvers in various desert sand types are as follows:

3.4.3.2.1.1 Engine Model

The following operational parameters of the engine shall be simulated:

a. Engine torque - The engine output torque shall be derived as a function of engine speed, load due to terrain topography and tractability, and throttle angle.

b. Engine speed - The rotational speed of the engine shall be determined as a function of throttle position, load torque, and engine/transmission inertia. The tachometer in the driver’s compartment and the engine speed aural cue shall be driven by this output.

c. Fuel consumption - The fuel consumption shall be determined as a function of throttle position. The fuel level in the fuel tanks shall be determined by subtracting the fuel used from the amount of fuel remaining in the tanks. The fuel gauges in the driver compartment shall be driven by the amount of fuel remaining in the tanks. The fuel system model shall include the following fuel tank capacities:

1) Left - 40 gallons

2) Right - 40 gallons

All fuel tanks shall be full at the start of each training scenario. Activation of the low fuel malfunction shall reduce the fuel level in both fuel tanks to less than 12% of capacity.

3.4.3.2.1.2 Transmission Model

The gear selections shall be determined by the position of the transmission shift selector on the vehicle dashboard, the vehicle speed, and the throttle angle. The gear selection shall limit the range of output of the transmission dynamics model as appropriate for the selected gear.

3.4.3.2.1.3 Steering and Brake Model

The steering and brake model shall be a physics based model of the actual real world performance of the RG33L vehicle. The position of the service brake pedal and the engaged/disengaged status of the parking brake shall be input to the brake model. Appropriate real time brake force parameters shall be determined and applied to the CDT motion control software.

3.4.3.2.1.4 Suspension Model

The model of the suspension system shall include computation of the forces acting on the suspension components. The effects of the terrain, including slope and height shall be combined with the forces due to the mass and momentum of the hull to determine the suspension force acting on the hull. Pitch torque and roll torque shall be computed as inputs to the hull model by transferring the combined forces on the own vehicle through the damping and spring characteristics of the suspension.

3.4.3.2.1.5 Hull Model

The position, velocity, and acceleration of the own vehicle center of gravity shall be determined in six degrees of freedom by the hull model. Inputs from the power train, suspension, and terrain models shall be combined to resolve the updated vehicle position and derive the velocities and accelerations.

3.4.3.2.2 Malfunctions and Emergency Conditions

The CDT/MV shall meet the requirements listed in the list of malfunctions and emergency conditions for each supported MRAP vehicle. All the malfunctions and emergency conditions listed herein shall present the appropriate feedback (e.g., abnormal vehicle dynamics, instrument readings, aural cues, etc.) to the driver trainee consistent with the operation and performance of the specific vehicle. For the RG33L Malfunction and Emergency Conditions, all relevant driver’s compartment indicator’s and warnings shall operate in accordance with (IAW) TM 9-2355-108-10 (Operator’s Manual). All malfunctions and emergency conditions listed below shall be able to be programmed to activate at specified points in pre-programmed scenarios or initiated and cleared by the instructor in free play scenarios unless otherwise specified herein. When configured as a RG33L, CAT I RG33, Caiman, Caiman with ISS, Navistar MaxxPro, Navistar MaxxPro with ISS, RG31, and M-ATV, the CDT/MV shall include the following malfunctions and emergency conditions:

a. Engine Fire – Activation of the engine fire emergency condition shall only be possible when the engine is running. Activation of the engine fire emergency condition shall result in illumination of the ALARM indicator on the Automatic Fire Suppression System (AFSS) Control Box and activation of the fire alarm audible cue. During 50% of the engine fire emergency condition occurrences, the FAULT indicator on the AFSS Control Box shall be illuminated within 5 seconds. The engine fire emergency condition shall only be cancelled by instructor command.

b. Loss of Steering – Activation of the loss of steering emergency condition shall result in a loss of response to steering inputs. The loss of steering emergency condition shall only be cancelled by instructor command.

c. Loss of Brakes – Activation of the loss of brakes emergency condition shall result in a loss of air pressure causing the parking brake to be applied forcing the vehicle to stop. When activated, the PRIMARY BRAKE AIR PRESSURE GAUGE and the SECONDARY BRAKE AIR PRESSURE GAUGE shall both display a reading below 100.0 psi, an audible alarm shall be activated and the ANTI_LOCK BRAKING SYSTEM indicator shall illuminate. The loss of brakes emergency condition shall only be cancelled by instructor command.

d. Flat Tire – Activation of the flat tire emergency condition shall allow the instructor to select one or two particular tires to “blow out”. When the tire(s) blow out, the tire blow out aural cue shall be activated, the steering wheel shall momentarily jerk to the side on which the blow out occurred, the vehicle dynamic performance shall be altered to provide the appropriate feel of a flat tire and the flat tire running aural cue shall be activated. The flat tire condition shall be cancelled by instructor command. Cancellation by instructor command shall cause the flat tire running aural cue to stop playing and the vehicle dynamic performance to be reset to normal fully operational conditions.

e. Low Fuel - Activation of the low fuel condition shall result in both fuel tanks being reduced to 12% of capacity over a period of 10 minutes. When the fuel level in both fuel tanks reaches 12% of capacity, the LOW FUEL INDICATOR shall illuminate. The low fuel condition shall be cancelled by instructor command. Cancellation by instructor command shall cause the fuel level in both fuel tanks to be reset to full.

f. Low Oil Pressure - Activation of the low engine oil pressure malfunction shall only be possible when the engine is running. When activated, the ENGINE OIL PRESSURE GAUGE shall display a reading below 5.0 psi, an audible alarm shall be activated and the STOP ENGINE indicator shall illuminate. The malfunction shall only be canceled by instructor command.

g. High Engine Coolant Temperature - Activation of the high engine coolant temperature malfunction shall only be possible when the engine is running. When activated, the ENGINE COOLANT TEMPERATURE GAUGE shall display a reading above 235° F, an audible alarm shall be activated and the STOP ENGINE indicator shall illuminate. The malfunction shall only be canceled by instructor command.

h. High Transmission Fluid Temperature - Activation of the high transmission fluid temperature malfunction shall only be possible when the engine is running. When activated, the TRANSMISSION TEMPERATURE GAUGE shall display a reading above 200° F, an audible alarm shall be activated and the TRANSMISSION OVER TEMPERATURE indicator shall illuminate. The malfunction shall only be canceled by instructor command.

i. Transmission Locked - Activation of the transmission locked malfunction shall only be possible when the engine is running. When activated, the RANGE INHIBIT indicator shall illuminate. The malfunction shall only be canceled by instructor command.

j. Transmission Fault - Activation of the transmission fault malfunction shall only be possible when the engine is running. When activated, an audible alarm shall be activated and the CHECK TRANSMISSION indicator shall illuminate. The malfunction shall only be canceled by instructor command.

k. Non-critical Engine Fault - Activation of the non-critical engine fault malfunction shall only be possible when the engine is running. When activated, an audible alarm shall be activated and the CHECK ENGINE indicator shall illuminate. The malfunction shall only be canceled by instructor command.

l. Water in Fuel - Activation of the water in fuel malfunction shall only be possible when the engine is running. When activated, the WATER IN FUEL indicator shall illuminate. The malfunction shall only be canceled by instructor command.

When configured as a RG33L, CAT I RG33, Caiman, Caiman with ISS, Navistar MaxxPro, Navistar MaxxPro with ISS, RG31, and M-ATV, the CDT/MV shall score the student’s performance in response to emergency conditions and malfunctions based on the student’s ability to perform the following responses to the emergency conditions and malfunctions:

a. Engine Fire – When the engine fire emergency condition is executed during a scripted or free play scenario, the trainee shall execute the following sequence of responses, in the correct order and within 90 seconds for a satisfactory score:

i. Check the AFSS Control Box to determine if FAULT indicator is illuminated.

ii. If FAULT indicator is illuminated, press MANUAL ACTIVATION button within 5 seconds of the FAULT indictor being illuminated.

iii. Drive vehicle to a safe location

iv. Apply service brake to stop vehicle (if required).

v. Place gear range selector to Neutral (N).

vi. Engage park brake and verify that PARK BRAKE (P) indicator illuminates.

vii. Set communications and electrical equipment switches to OFF positions.

viii. Set engine START switch to OFF position.

ix. Allow 30 seconds after turning engine start switch to OFF before turning master power switch OFF.

x. Set MASTER power switch to OFF position.

b. Loss of Steering – When the loss of steering emergency condition is executed during a scripted or free play scenario, the trainee shall execute the following sequence of responses, in the correct order and within 90 seconds for a satisfactory score:

i. Apply service brake to stop vehicle (if required).

ii. Place gear range selector to Neutral (N).

iii. Engage park brake and verify that PARK BRAKE (P) indicator illuminates.

iv. Set communications and electrical equipment switches to OFF positions.

v. Set engine START switch to OFF position.

vi. Allow 30 seconds after turning engine start switch to OFF before turning master power switch OFF.

vii. Set MASTER power switch to OFF position.

c. Loss of Brakes – When the loss of steering emergency condition is executed during a scripted or free play scenario, the trainee shall execute the following sequence of responses, in the correct order and within 90 seconds for a satisfactory score:

i. Notify the instructor.

ii. Place gear range selector to Neutral (N).

iii. Engage park brake and verify that PARK BRAKE (P) indicator illuminates.

iv. Set communications and electrical equipment switches to OFF positions.

v. Set engine START switch to OFF position.

vi. Allow 30 seconds after turning engine start switch to OFF before turning master power switch OFF.

vii. Set MASTER power switch to OFF position.

d. Flat Tire – When the flat tire emergency condition is executed during a scripted or free play scenario, the trainee shall execute the following sequence of responses, in the correct order and within 90 seconds for a satisfactory score:

i. Reduce vehicle speed below 35 mph.

ii. Continue the mission until reaching a safe location

iii. Apply service brake to stop vehicle (if required).

iv. Place gear range selector to Neutral (N).

v. Engage park brake and verify that PARK BRAKE (P) indicator illuminates.

vi. Set communications and electrical equipment switches to OFF positions.

vii. Set engine START switch to OFF position.

viii. Allow 30 seconds after turning engine start switch to OFF before turning master power switch OFF.

ix. Set MASTER power switch to OFF position.

e. Low Fuel - When the low fuel malfunction is executed during a scripted or free play scenario, the trainee shall execute the following sequence of responses, in the correct order and within 90 seconds for a satisfactory score:

i. Drive vehicle to a safe location

ii. Apply service brake to stop vehicle (if required).

iii. Place gear range selector to Neutral (N).

iv. Engage park brake and verify that PARK BRAKE (P) indicator illuminates.

v. Set communications and electrical equipment switches to OFF positions.

vi. Set engine START switch to OFF position.

vii. Allow 30 seconds after turning engine start switch to OFF before turning master power switch OFF.

viii. Set MASTER power switch to OFF position.

f. Low Oil Pressure - When the low oil pressure malfunction is executed during a scripted or free play scenario, the trainee shall execute the following sequence of responses, in the correct order and within 90 seconds for a satisfactory score:

i. Drive vehicle to a safe location

ii. Apply service brake to stop vehicle (if required).

iii. Place gear range selector to Neutral (N).

iv. Engage park brake and verify that PARK BRAKE (P) indicator illuminates.

v. Set communications and electrical equipment switches to OFF positions.

vi. Set engine START switch to OFF position.

vii. Allow 30 seconds after turning engine start switch to OFF before turning master power switch OFF.

viii. Set MASTER power switch to OFF position.

g. High Engine Coolant Temperature - When the high engine coolant temperature malfunction is executed during a scripted or free play scenario, the trainee shall execute the following sequence of responses, in the correct order and within 90 seconds for a satisfactory score:

i. Drive vehicle to a safe location

ii. Apply service brake to stop vehicle (if required).

iii. Place gear range selector to Neutral (N).

iv. Engage park brake and verify that PARK BRAKE (P) indicator illuminates.

v. Set communications and electrical equipment switches to OFF positions.

vi. Set engine START switch to OFF position.

vii. Allow 30 seconds after turning engine start switch to OFF before turning master power switch OFF.

viii. Set MASTER power switch to OFF position.

h. High Transmission Fluid Temperature - When the high transmission fluid temperature malfunction is executed during a scripted or free play scenario, the trainee shall execute the following sequence of responses, in the correct order and within 90 seconds for a satisfactory score:

i. Drive vehicle to a safe location

ii. Apply service brake to stop vehicle (if required).

iii. Place gear range selector to Neutral (N).

iv. Engage park brake and verify that PARK BRAKE (P) indicator illuminates.

v. Set communications and electrical equipment switches to OFF positions.

vi. Set engine START switch to OFF position.

vii. Allow 30 seconds after turning engine start switch to OFF before turning master power switch OFF.

viii. Set MASTER power switch to OFF position.

i. Transmission Locked - When the transmission locked malfunction is executed during a scripted or free play scenario, the trainee shall execute the following sequence of responses, in the correct order and within 90 seconds for a satisfactory score:

i. Drive vehicle to a safe location

ii. Apply service brake to stop vehicle (if required).

iii. Place gear range selector to Neutral (N).

iv. Engage park brake and verify that PARK BRAKE (P) indicator illuminates.

v. Set communications and electrical equipment switches to OFF positions.

vi. Set engine START switch to OFF position.

vii. Allow 30 seconds after turning engine start switch to OFF before turning master power switch OFF.

viii. Set MASTER power switch to OFF position.

j. Transmission Fault - When the transmission fault malfunction is executed during a scripted or free play scenario, the trainee shall execute the following sequence of responses, in the correct order and within 90 seconds for a satisfactory score:

i. Drive vehicle to a safe location

ii. Apply service brake to stop vehicle (if required).

iii. Place gear range selector to Neutral (N).

iv. Engage park brake and verify that PARK BRAKE (P) indicator illuminates.

v. Set communications and electrical equipment switches to OFF positions.

vi. Set engine START switch to OFF position.

vii. Allow 30 seconds after turning engine start switch to OFF before turning master power switch OFF.

viii. Set MASTER power switch to OFF position.

k. Non-critical Engine Fault - When the non-critical engine fault malfunction is executed during a scripted or free play scenario, the trainee shall execute the following sequence of responses, in the correct order and within 90 seconds for a satisfactory score:

i. Drive vehicle to a safe location

ii. Apply service brake to stop vehicle (if required).

iii. Place gear range selector to Neutral (N).

iv. Engage park brake and verify that PARK BRAKE (P) indicator illuminates.

v. Set communications and electrical equipment switches to OFF positions.

vi. Set engine START switch to OFF position.

vii. Allow 30 seconds after turning engine start switch to OFF before turning master power switch OFF.

viii. Set MASTER power switch to OFF position.

l. Water in Fuel - When the water in fuel malfunction is executed during a scripted or free play scenario, the trainee shall execute the following sequence of responses, in the correct order and within 90 seconds for a satisfactory score:

i. Drive vehicle to a safe location

ii. Apply service brake to stop vehicle (if required).

iii. Place gear range selector to Neutral (N).

iv. Engage park brake and verify that PARK BRAKE (P) indicator illuminates.

v. Set communications and electrical equipment switches to OFF positions.

vi. Set engine START switch to OFF position.

vii. Allow 30 seconds after turning engine start switch to OFF before turning master power switch OFF.

viii. Set MASTER power switch to OFF position.

3.4.3.3 Visual Simulation

The CDT/MV shall utilize the visual simulation subsystem of the CDT. The visual simulation shall include the CDT image generators (standard visible environment and sensor image generators), CDT display system and CDT visual system data base.

3.4.3.3.1 Visual Scenes

The CDT/MV shall utilize the CDT visual environment data base as specified in the System Requirements Document for the Common Driver Trainer System. When configured, the CDT/MV shall have any fixed obstructions (e.g., hull or structural components) visible in the driver’s field of view (FOV) displayed in the visual scene as a fixed entity. The simulated eye point height of the displayed image shall be the same as that realized by the driver in the operational vehicle.

3.4.3.3.2 Display Configuration

The CDT display system provides a 180 degree horizontal by 45 degree vertical real time image of the training environment from a defined eye point. The driver’s eye point shall be located to optimize the use of the available FOV (i.e., 180 degree horizontal FOV and mid display vertical positioning).

3.4.3.3.3 Sensor Image Simulation

The visual simulation system shall provide a sensor simulation capability that replicates the DVE available in the actual vehicle. The capability to change pointing direction and image source shall be the same as in the actual vehicle. The sensor simulation modes shall be available at all times, where appropriate, during a simulation session. The sensor simulation shall utilize the visual database with additional descriptors and object data necessary to generate images with the fundamental characteristics of the sensor being simulated. The simulated sensor imagery shall include the effects of artificial illumination (e.g., headlights, flares, weapons flashes, and cultural light sources).

3.4.3.3.4 Image Display Subsystem

The Image Display Subsystem for the CDT/MV shall be in accordance with the requirements as described in the CDT Common SRD.

3.4.3.3.5 Detailed Training Environment and Model Requirements

The CDT/MV training environments, at a minimum, shall conform to the following requirements:

a. Training Postures:

i. Normal Driving

1) Full Day

2) 25 Percent Ambient Light

3) 50 Percent Ambient Light

4) Night Using Headlights

5) Night Using Blackout Markers (Convoy)

6) Bright Night (Starlight and moon light)

7) Dark Night

8) Thermal conditions: Warm, hot, and cold in combinations of weather and visibility.

ii. Adverse Conditions

1) Full Day

2) 25 Percent Ambient Light

3) 50 Percent Ambient Light

4) Night Using Headlights

5) Night, Using Blackout Markers

6) Night, Using DVE

7) Bright Night (Starlight and moon)

8) Dark Night

9) Thermal conditions: Warm, hot, and cold in combinations of weather and visibility.

b. Terrain/Environmental Features and Conditions:

i. Villages (several types, small with narrow streets, and medium size cluttered street with parked cars and other obstacles such as vendor stands and pedestrians).

ii. Hills.

a. The MRAP vehicle shall operate in a maximum grade of 60 degree and maximum slope 30 degrees. However, the CDT shall have hills with values greater than these.

b. Steep hills with a variety of paved and unpaved roads.

c. Mountainous terrain with steep winding roads, roll-outs, tunnels, and near vertical cliffs.

iii. Obstacles:

a. Fallen logs (trees)

b. Ditches of various widths and lengths

c. Walls of various heights

d. Steep inclines (several shall be greater than 60 degrees grade or 30 degrees slope, and including knife edge ridges).

e. Overhead obstacles (bridges, power or telephone wires).

f. Mine fields with and without markers (allows driver to negotiate around marked mines)

g. Pipes

h. Simple Obstacles (log cribs, berms, abatis)

i. Deep and shallow water fording locations.

j. Wadi

k. Farm complexes.

l. Urban complexes.

m. Dragon teeth.

n. Road craters.

o. Concertina wire..

p. Bridges.

iv. Fields

a. Plowed and grass covered.

b. Flat grassy areas.

c. Farm areas with cultivated fields.

v. Woods

vi. Vegetation (bushes, trees, rocks, etc.)

vii. Roads:

a. Major highways (high-speed autobahns).

b. Secondary roads (with sharp turns, hills, etc.).

c. Trails (narrow, unimproved, narrow roads, tank trails).

d. Road signs.

e. Narrow paved roads.

f. Canal Roads

viii. Terrain/Soil types:

a. Dirt (dry and wet).

b. Rocks.

c. Grass.

d. Mud.

e. Sand (dry and wet, packed, loose, soft, mixed).

f. Marsh.

g. Sand dunes.

h. Pavement (dry and wet).

i. Rock

j. Grass (wet and dry)

k. Ice

l. Snow

ix. Weather Conditions:

a. Snow

b. Ice.

c. Black Ice

d. Rain (slick roads, mud).

e. Low visibility (fog, haze, smoke, 25 percent ambient light,

f. 50 percent ambient light, dark).

g. Dust

h. Sandstorm

i. Wind.

i. Training Features/Environments/Conditions:

a. Desert Terrain

b. European Terrain (Winter, Winter with snow and Summer).

xi. Special training requirements:

a. Bridges (highway, tactical, assault)

b. Tunnels (one and two lane).

c. Convoys.

d. Opposing traffic.

e. Road Signs

f. Motor Pool area with rows of parked vehicles with empty spaces available.

g. Loading dock/rail load/HETS (Heavy Equipment Transport System)/ship loading

h. Ability to train with DVE

i. Appropriate trees, bushes, and shrubs for the various types of terrain and climate.

j. Appropriate buildings for the various types of terrain environment (Desert and European).

xii. Miscellaneous:

a. Drive with traffic.

b. Drive without traffic.

c. Drive in convoys.

d. Congested urban driving environment with traffic, parked vehicles, pedestrians, construction situations, detours, slow moving conditions, highway conditions, highway entrances and exit ramps, building and other constraints to movement and visibility.

xiii.