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    Panneer Selvam
    The document discusses trends in avionic architectures, including federated architectures, integrated modular avionics (IMA), and distributed IMA. Federated architectures have each system using its own computers with few dependencies, while IMA uses a centralized computing system with shared resources. Distributed IMA distributes computing across the aircraft. The document also covers the design process, challenges in meeting requirements and constraints, and examples of aircraft systems like the Saab Viggen and Gripen that adopted different architectures over time.

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    3 Ekman Saab

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    Panneer Selvam
    159 views34 pages
    The document discusses trends in avionic architectures, including federated architectures, integrated modular avionics (IMA), and distributed IMA. Federated architectures have each system using its own computers with few dependencies, while IMA uses a centralized computing system with shared resources. Distributed IMA distributes computing across the aircraft. The document also covers the design process, challenges in meeting requirements and constraints, and examples of aircraft systems like the Saab Viggen and Gripen that adopted different architectures over time.

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    The document discusses trends in avionic architectures, including federated architectures, integrated modular avionics (IMA), and distributed IMA. Federated architectures have each system using its own computers with few dependencies, while IMA uses a centralized computing system with shared resources. Distributed IMA distributes computing across the aircraft. The document also covers the design process, challenges in meeting requirements and constraints, and examples of aircraft systems like the Saab Viggen and Gripen that adopted different architectures over time.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    159 views34 pages

    3 Ekman Saab

    Uploaded by

    Panneer Selvam
    The document discusses trends in avionic architectures, including federated architectures, integrated modular avionics (IMA), and distributed IMA. Federated architectures have each system using its own computers with few dependencies, while IMA uses a centralized computing system with shared resources. Distributed IMA distributes computing across the aircraft. The document also covers the design process, challenges in meeting requirements and constraints, and examples of aircraft systems like the Saab Viggen and Gripen that adopted different architectures over time.

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    of 34

    Avionic Architectures

    Trends and challenges

    Mats Ekman
    101104
    KTH, INCOSE
    Saab Aeronautics

    More than 4000 aircraft manufactured


    Among them 500 airliners
    15 different types of aircraft
    Architecture paradigms

    Federated Architectures
    Swedish approach, Integrated Federated
    IMA, Integrated Modular Avionics
    DIMA, Distributed IMA

    Design Process
    Requirements
    Design Constraints
    Design Flow
    Federated Architectures

    Each system has its own computers performing its own


    functions
    Analog PtP, digital PtP, digital buses
    Few dependencies between LRUs
    Reliability and availability determined by LRUs
    New/Added system functionality often causes
    major system redesign, integration test and
    verification work
    High cost for spare parts and maintenance
    Swedish approach, Integrated Federated

    Centralized Integrator computers with federated systems


    around
    Increased degree of computerization in Swedish military
    aircraft systems
    37 Viggen Attack, reconnaissance and trainer versions developed
    during the 60s, mainly one computer
    37 Viggen Fighter version developed during the 70s with approx 5
    computers
    and 39 Gripen during the 80s and 90s --- with approx 30
    computers
    Saab 37 Viggen

    Saab 37 Viggen
    Sweden
    Multi-role

    Span: 10.6 m
    Length: 16.3 m
    Engine: P&W JT8D-22
    SFA RM8A / 6700kp/
    11800 w Afterburner
    Max speed: Mach 2.0+
    Max alt: 18000 m
    Armament 2 x 30 mm guns, missiles
    or 16 x 120 kg bombs
    Number: 287 (all versions)
    In service: 1971
    JA 37 Elektroniksystem
    Saab 39 Gripen

    Saab 39 Gripen
    Sweden
    Multi-role supersonic combat aircraft

    Span: 8.4 m
    Length: 14.1 m
    Engine: Volvo Aero Corporation RM12
    Max speed: Supersonic at all altitudes
    Range: 800 km
    Number: 200+
    In service: 1997
    ACS execution strategy
    The main application function characteristics of the Aircraft Computer System are:

    Control, monitoring and display of continuously running processes, where the


    movement of your own and other aircraft are typical example.
    Reactions on mode changes and discrete events in the cockpit, the avionics, the real
    environment as well as in the computer execution.

    The first case is the most demanding as to computer resource and has thus set the
    total execution strategy, periodic sampling. Periodic sampling is required with a
    complete spectrum of sampling frequencies (bandwidths) from 60 Hz to background
    execution.

    Key strategies:
    Periodic execution with consecutively halved (harmonic) process frequencies (60, 30,
    15 Hz) and a low priority background process.
    Process priorities (monotonically) rising with frequency (Harmonic Rate Monotonic
    Scheduling).
    For each sub function the lowest sufficient execution frequency is selected.
    Data bus traffic and data processing are arranged non-overlapping for corresponding
    frequency.
    Execution architecture GRIPEN
    Synchronization between subsystems. Data Delay.
    Text hide
    PRIMARY SENSOR

    DATA BUS 1 Message+Sync

    SYSTEMS COMPUTER

    DATA BUS 2 Message+Sync

    Display Computer

    Critical image ready

    Comp. and Transfer Delay

    COMMON TIME
    Swedish approach, Integrated Federated

    Synchronized system
    Simplified information sharing and data fusion
    High resource utilization of computing resources
    Small and deterministic delays
    Data integrity requires attention
    Sensitive to singel faults
    Changes are not contained
    One level of criticality
    Special purpose h/w and s/w
    Long development cycles
    IMA Goals
    (Defined by University of York)
    Technology Transparency
    The underlying hardware should not have any impact on an
    application either during development nor execution
    Scheduled Maintenance
    The system should have in built capability to operate in the presence
    of failures so that Maintenance Free Operating Periods (MFOPS) can
    be achieved
    Incremental update
    The system should be designed such that applications can be
    inserted/altered with minimum impact on other applications and on
    the supporting safety case
    Features of IMA
    (Defined by University of York)
    Layered architecture
    Reconfiguration of applications on the module
    Protection mechanisms (Partitioning)
    Flexible scheduling to meet the deadlines of all the
    applications, for each viable configuration and when
    system is upgraded
    Code reuse and portability
    An operating system to manage the applications
    Physical integration of networks, modules and I/O devices
    Designed for growth and change
    Integrated Modular Avionics, IMA

    Central rack system with IMA System


    communication backplane
    holding an array of cards,
    each card is an LRU
    Sharing of resources
    Industry standard LRUs fit to
    common backplane
    However
    Backplane must be separated for
    safety
    Complexity and throughput split
    to integration areas
    LRUs I/O via central rack
    Distributed Integrated Modular Avionics, DIMA

    As IMA but distributed Distributed IMA System


    intelligence
    I/O close to actuators and
    sensors
    Computation close to
    actuators and sensors
    COTS computers and I/O
    units as Modules
    Separation into integration
    areas (e.g. Cockpit, Cabin,
    Flight Control, Engines, Fuel)
    Requires
    High bandwidth communication
    DRIVERS

    Save Weight, Volume, Power, Cooling air


    Reduce number of spares
    Flexibility, Simplify functional growth
    Scalability, move functions to other plattforms
    Simplify obsolesence handling
    Incremental certification

    Civil aviation:
    Several partions (functions) in same CPU, mixed criticallity

    Military : Separate functions from each other in several


    partitions in same CPU, mixed criticallity
    ARINC-653

    Physical address space


    P1
    P1
    P2

    P2
    Time separation
    Memory separation

    60 Hz
    time
    P2 P1 P2 P1 P2
    ARINC 653

    Partition Management
    Process Management
    Time Management
    Memory Management
    Interpartition Communication
    Intrapartition Communication
    Health Monitoring
    ARINC-661 Intelligent Display

    661 Server Definition files

    Fx
    HMI
    661-data

    Level D
    Fy
    HMI
    Level A
    IMA 1G

    Civil cabinett standards


    ARINC-
    Civil standards
    ARINC-653 Application Software Interface
    ARINC-661 Display System Interface
    ARINC-664 Data Network, AFDX (Avionics Full Duplex Switched
    Ethernet)

    Military alternative
    ASAAC (Allied Standard Avionics Architecture Council)
    Applications
    Resources
    Blueprints
    EU project SCARLETT Partners
    THALES AVIONICS SAGEM DEFENSE SECURITE
    ARTTIC SKYSOFT PORTUGAL, SOFTWARE E TECNOLOGIAS DE INFORMAO S.A.
    AIRBUS FRANCE SYDERAL SA
    AIRBUS DEUTSCHLAND GMBH THALES AVIONICS ELECTRICAL SYSTEMS SA
    TTTECH COMPUTERTECHNIK AG
    AIRBUS UK
    UNIS
    DIEHL AEROSPACE UNIVERSITY OF BREMEN E (TZI)
    GE Aviation Systems TECHNICAL UNIVERSITY HAMBURG-HARBURG
    ACQ INDUCOM RZESZOW UNIVERSITY OF TECHNOLOGY
    ALENIA AERONAUTICA S.P.A. YAMAR ELECTRONICS LTD.
    TELETEL TELECOMMUNICATIONS & INFORMATION TECHNOLOGY SA
    ARION.FR UNIVERSITY OF NOTTINGHAM
    BARCO N.V. THALES RESEARCH & TECHNOLOGY
    DASSAULT AVIATION AOA APPARATEBAU GAUTING GMBH
    EADS GERMANY INNOVATION WORKS GMBH UNIVERSITY OF BRISTOL, SAFETY SYSTEMS RESEARCH CENTRE
    Airbus Operations SAS
    SELEX GALILEO S.P.A.
    FEDERAL STATE UNITARY ENTERPRISE STATE
    RESEARCH INSTITUTE OF AVIATION SYSTEMS
    HELLENIC AEROSPACE INDUSTRY SA
    INSTITUTO DE SOLDADURA E QUALIDADE
    MESSIER BUGATTI
    NATUREN LTD.
    NATIONAL AEROSPACE LABORATORY (NLR)
    SYSGO AG
    OFFICE NATIONAL DETUDES ET DE
    RECHERCHES AEROSPATIALES
    QINETIQ
    SAAB AB
    IMA 2G, EU project SCARLETT

    System oriented
    DMEs (Distributed Module Electronics)
    CPM, RDC, RPC, REU
    Advanced processes and tools for application development
    and application integration into system
    Common DME supporting wide range of avionic
    applications
    Common DME supporting wide range of aircraft types
    Fault tolerance and reconfiguration involves several DMEs
    More independece application/hardware by thicker
    middleware layer
    High Level Requirements
    The Customer High Level Requirements may consist of
    Concept of Operations
    Operational Requirements
    Functional Requirements
    Safety Requirements
    Reliability Requirements
    Design Constraints
    The design of the avionic system is influenced by e.g.:
    System Safety
    System Availability, fault tolerance, HW redundancy, FM, BIT
    Environmental conditions, Temperature/Vibrations/Accelerations
    Limitations in equipment, Weight/Volume/Power/Cooling/Connectors
    Number of Units to be manufactured
    Use of COTS equipment
    The length of time the system shall be operational
    Growth Potential
    Available computer capacity
    Flexibility, scalability
    Communication needs
    Time delay, end-to-end
    Allowed execution time
    Single pilot, multiple tasks (coordinate display and maneuver
    functions, Data fusion))
    System Safety Requirements
    Rules of Military Aviation (Sw: RML Regler fr Militr Luftfart)

    Requirements and activities governed by applicable parts of:


    MIL-STD-882C System Safety Req.
    SAE/ARP4754/ED-79 Complex Systems
    SAE/ARP 4761 Safety Assessment Process
    RTCA/DO-160D Environmental Conditions and Test Procedures
    RTCA/DO-178B/ED-12B SW Considerations..
    RTCA/DO-254/ED-80 Design Assurance Guidance for Airborne Electronic HW

    Note, reversed criticality definitions compared to Automotive (A=High crit, E=Low


    crit)

    General requirements
    No single catastrophic faults or occurrence
    Independence between normal and back up system
    Built In Test, maintenance
    Robustness, safe and sound handling
    Max accident rate
    Design Criteria, (882C)

    Eliminate Hazards through design.


    Minimize the effect so they can be controlled.
    Introduce Warning-system to make emergency procedures
    possible.
    If it is impossible to eliminate or control a Hazard risks should be
    avoided through Restrictions, Special instructions etc.
    Design Flow

    Divide system into Materiel groups (or civil ATA-groups)


    Functions allocated to the MGs

    Functional break down into subfunctions and related to


    mission phases (mission preparation, a/c start up, take off,
    mission, landing, mission evaluation)

    SysML modelling on high level => use cases for functions


    and subfunctions, Sequence and Activity diagrams
    Define Applications/Partitions and Communication flows
    Allocate Applications/Partitions to HW resources
    Design Flow

    Further Functional modelling (SysML) if needed

    Implementation modelling

    Display modelling
    New issues with IMA

    Time management
    Strict allocation of time to partitions
    Load balancing, Late binding
    The S/W applications and their interfaces must be chosen
    carefully in order to reduce the system complexity,
    latencies and minimize data couplings.
    Co-Location of applications into Partitions, Redundancy
    separation
    Partition restart vs Computer restart
    Incremental Verification

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