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A F D X: Vionics Ull Uple Switched Ethernet

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0% found this document useful (1 vote)
107 views61 pages

A F D X: Vionics Ull Uple Switched Ethernet

Uploaded by

Niranjan Mukesh
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES

Avionics Full DupleX Switched Ethernet

AFDX
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
Avionics Full DupleX Switched Ethernet (AFDX)

Emergence of AFDX

• Prior to the Airbus 380 Aircraft, the three main Aircraft Data Networks (ADN) were ARINC
429, MIL-STD-1553 and ARINC 629 with a max bandwidth of 100 Kbps, 1 Mbps and 2 Mbps,
respectively.

• For the new generation A380, none of these ADNs would fulfill the aircraft's demanding
requirements to a high available bandwidth, minimum wiring to reduce the weight and low
development cost.

• As a consequence, the Avionics Full Duplex Switched Ethernet (AFDX) was conceived by
Airbus and first implemented on the A380. Subsequently, it was adopted in A400M and
Boeing 787 aircraft also.
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
Avionics Full DupleX Switched Ethernet
Need of Avionics Full DupleX Switched Ethernet Based Aircraft Data Network
• New generation aircraft such as the A380, A350, B787 and A400M are required to feature more
sophisticated functions than previous aircraft generations.

• For reasons of weight savings, less required space as well as reduced maintenance costs it is
desired to implement as much functionality as possible in avionics.

• This leads to more complex avionics systems that need to process more data than legacy
systems, and consequently a need for better and high performance ADNs that contributes to
reduction in wiring and enhanced fuel efficiency.

• Earlier, based on the new technology, specific-to type ADNs were developed that were not
cost effective and became cost prohibitive from maintenance point of view. This led to need
of the ADN that utilized existing and field-proven Commercially Of The Shelf (COTS)
technology so as to keep the cost low and also benefit itself from the existing experience.
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
Avionics Full DupleX Switched Ethernet
Why “Full-duplex Switched Ethernet”
• Half-duplex Mode Ethernet is another name for the original Ethernet Local Area Network and data
is transmitted in the form of data packets defined by the protocol of communication network.
• When multiple hosts (Sources & Sinks) are connected to the same communication medium as
is the case with twisted pair or coaxial cable, it is possible for two hosts to transmit
“simultaneously” so that their data packet transmissions “collide.” When a data packet
collision occurs, each host has to retransmit its data.
• Thus, there is a need for the hosts (Sources & Sinks) to be able to detect transmission
collisions. Clearly, there is a possibility that they will retransmit at the same time, and their
transmissions will again collide.
• To avoid this phenomenon, each host (Sources & Sinks) selects a random transmission time
from an interval for retransmitting the data. If a collision is again detected, the hosts selects
another random time for transmission from an interval that is twice the size of the previous one, and
so on. Since there is no central control in Ethernet, it is theoretically possible for the packets
to repeatedly collide.
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
Avionics Full DupleX Switched Ethernet
Why “Full-duplex Switched Ethernet”

• Therefore, in half-duplex mode it is possible for there to be very large transmission delays
due to collisions. This situation is unacceptable in an avionics data network.

• Full-duplex mode makes use of two physical pairs of twisted cable where one pair is used
for receiving data packets and the other pair for sending packets. This way the cable itself
represents a collision-free carrier.

• It also doubles the maximum data volume that can be supported by the connection and also
no time is wasted because no packets need to be retransmitted and that nodes don't have to
wait until others complete their transmission, since there is only one transmitter for each
twisted pair.

• The full-duplex mode is specified in the IEEE 802.3x standard, which formally describes the
methods used for full-duplex operation.
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
Avionics Full DupleX Switched Ethernet

Characteristics of AFDX Based Aircraft Data Network (ADN)

• The AFDX standard was originally defined by Airbus in the "AFDX Detailed Functional
Specification (DFS)" standard. However, the same standard also exists as an ARINC
standard which is called "ARINC 664".

• AFDX is a serial data transfer method defined in the standard IEEE 802.3. AFDX allows for
transfer rates of either 10 or 100 Mbps over either a copper or fiber transmission medium.

• To improve reliability, the AFDX standard requires each AFDX channel to be a dual
redundant channel, i.e. two channels transmitting the same data stream and at the same
time.
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
Avionics Full DupleX Switched Ethernet
Characteristics of AFDX Based Aircraft Data Network (ADN) (Contd)

• The most important characteristics of an ADN are


➢ Quality of Service (QoS),
➢ Max Available bandwidth,
➢ Reduction in Weight and
➢ Low Cost of its development and deployment.

• Quality of Service (QoS) - Various ADN attributes such as bandwidth guarantee, jitter,
transmit latency and Bit Error Rate (BER) determine the QoS.

➢ A guaranteed bandwidth, limited jitter, transmit latency and a low BER (typically 10-12,
i.e. one error bit in a trillion) are imperative attributes of a reliable and deterministic
ADN.
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
Characteristics of AFDX Based Aircraft Data Network (ADN) (Contd)

• Quality of Service (QoS) (Contd)

➢ Latency means the delay before a transfer of data begins following an instruction for
its transfer.
❖ Propagation delay refers to the amount of time it takes for the first bit to travel
over a link between sender and receiver, whereas
❖ latency refers to the total amount of time it takes to send an entire message.

➢ Jitter : Jitter is defined as a variation in the delay of received packets. At the sending
side, packets are sent in a continuous stream with the packets spaced evenly apart.
❖ Due to network congestion, improper queuing, or configuration errors, this
steady stream can become lumpy, or the delay between each packet can vary
instead of remaining constant.
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
Characteristics of AFDX Based Aircraft Data Network (ADN) (Contd)
• AFDX based Aircraft Data Network is a deterministic network with traffic flow control.
➢ Traffic flow control is achieved by guaranteeing the bandwidth of each logical
communication channel, called a Virtual Link (VL), thereby limiting the jitter and transmit
latency.
➢ Deterministic Network means that
➢ There must be a guarantee that each ‘data packet’ will be delivered within the specified /
defined delay.
➢ It must ensure that potential congestion or interference will not impact the predictable
properties of network.
➢ The Deterministic quality of service is supplied to data flows designated as being critical to
a real-time application.
➢ Data Packets are received in the same order that they are transmitted.
➢ With these characteristics AFDX ensures a Bit Error Ratio (BER) as low as 10-12
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
Avionics Full DupleX Switched Ethernet
What is Ethernet IEEE 802.3
• Institute of Electrical and Electronics Engineers (IEEE) 802.3 is a
standard specification for Ethernet, a method of packet-based
physical communication in a local area network (LAN).
• In general, 802.3 specifies the physical media and the working
characteristics of Ethernet.
• Ethernet forms the basic technology for connectivity for most
local area networks these days. Ethernet provides wired
connectivity for many data networking applications from home
to the largest enterprise systems.
• Ethernet is probably most widely known because of the short
Ethernet patch cables with their RJ45 connectors which are
used to connect most desktop computers to data network
routers.
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
• Avionics Full DupleX Switched Ethernet
• What is Ethernet IEEE 802.3 (Contd) - Ethernet network elements
• The Ethernet IEEE 802.3 LAN can be considered to consist of two main elements:
• Interconnecting media: The media through which the signals propagate is of great
importance within the Ethernet network system. It determines the speed at which the data
may be transmitted. There are a number of options that may be used:
➢ Twisted Pair Cables Type types of twisted pair may be used: Unshielded Twisted Pair
(UTP) or a Shielded Twisted Pair (STP). Generally, the shielded types are better as they
limit stray pickup more and therefore data errors are reduced.
➢ Fibre optic cable: Fibre optic cable is being used increasingly as it provides very high
immunity to pickup and radiation as well as allowing very high data rates to be
communicated.
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
• Avionics Full DupleX Switched Ethernet
• What is Ethernet IEEE 802.3 (Contd) - Routers, Switches and Hubs: The other main elements
on local area networks using Ethernet as the interface medium are Routers, Switches and
Hubs & Gateways. These devices enable the data to be routed around the data networks so that
they can be sent and reach their relevant destinations. Although similar in some aspects, routers,
switches and hubs are distinct types of devices,
➢ Routers – A router is a device like a switch that routes data packets based on their
Internet Protocol (IP) addresses. Routers normally connect LANs and WANs together
i.e. It connects different networks together and sends data packets from one network to
another and is also called as a Network Layer device.
➢ Switch - It takes in data packets sent by devices that are connected to its physical ports,
and forwards them to the devices the packets are intended to reach. It is also called as
data link layer device. The switch can perform error checking before forwarding data, that
makes it very efficient as it forwards good packets selectively to correct port only.
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
• Avionics Full DupleX Switched Ethernet
• What is Ethernet IEEE 802.3 (Contd) - Routers, Switches and Hubs (Contd) :
• Hub – A hub is basically a multiport repeater. A hub connects multiple wires coming from
different branches, for example, the connector in star topology which connects different
stations.
• Gateways A gateway, as the name suggests, is a passage to connect two networks together
that may work upon different networking models. Gateways are generally more complex
than switch or router.
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
Avionics Full DupleX Switched Ethernet
How does Ethernet work?
• When communicating over a data network, the Ethernet system divides the data into a set of
“frames”. These frames have a specific format and each one contains the source and
destination addresses.
• Ethernet adopts the Open Systems Interconnection (OSI) model for its protocol stack
What is the OSI model?
The Open Systems Interconnection (OSI) model is a conceptual model created by the
International Organization for Standardization (ISO) which enables diverse communication
systems to communicate using standard protocols. OSI provides a standard for different
computer systems to be able to communicate with each other.
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
Avionics Full DupleX Switched Ethernet
What is the OSI model?
• The OSI model can be seen as a universal
language for computer networking. It’s
based on the concept of splitting up a
communication system into seven abstract
layers, each one stacked upon the last.
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
Avionics Full DupleX Switched Ethernet
DETAILS OF OSI MODEL LAYERS & THEIR FUNCTIONS FOR A NETWORK
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
Basic Network Architecture of AFDX

AFDX key feature :


Resource Sharing
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
AFDX key feature : Redundancy
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
Components of AFDX System:
• As shown in Fig, an AFDX system
comprises the following components:

➢ Avionics Subsystem

➢ AFDX End System

➢ Virtual Link

➢ AFDX Interconnect
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
Components of AFDX System:

• Avionics Subsystem: The traditional Avionics


Subsystems on board an aircraft, such as the
flight control computer, global positioning
system, Hydraulic system etc.

• End System - Each Avionics Computer


System contains an embedded End System
that connects the Avionics Subsystems to an
AFDX Interconnect.

• Together with an AFDX End system, an


avionics computer provides a computing
environment for hosting multiple Avionics
Subsystems.
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES

• AFDX End System

➢ AFDX End System (ES) provides an


"interface" between the Avionics Subsystems
and the AFDX Interconnect.

➢ An End System implements protocol specific


functions i.e. functions that may be classified as
transmitting function and receiving functions.

➢ This interface exports an Application


Program Interface (API) to the various
Avionics Subsystems, enabling them to
communicate with each other.
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES

• AFDX End System (Contd)

➢ Transmit Management allows creation


of Virtual Links, transmitting of data,
and scheduling of messages onto the
network interconnect media.

➢ Redundancy Management allows


gathering of the correctly ordered data
using both port A and port B in case of
data corruption.

➢ Receive Management allows correctly


ordered data to reach the Application
Program Interface (API)”.
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
What is The Virtual Link (VL)
Each network of an AFDX ES is connected to the
switch via a single cable. This means that the
communication between two AFDX ESs takes
place over a single physical communication link.

However, from a system or application point of view,


it is possible to establish many logical
communication links, called Virtual Links (VL),
which behave like physical links (hence the name
Virtual Link) although they all make use of one
and the same physical link.

Thus, VLs make it possible to establish a


sophisticated network communication while ensuring
a deterministic behavior through VL bandwidth
policing carried out by the switch.
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES

Virtual Link

• An AFDX End System is required


to support up to 128 VLs.

• AFDX implements transmit VLs as


well as receive VLs. Each transmit
VL can only be assigned to one
ES, and is only allowed to transmit
on assigned VLs.

• The receive VLs, however, can be


assigned to several Ess.
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES

AFDX Interconnect:
• AFDX Interconnect generally consists of a
network of switches that forward Ethernet
frames to their appropriate destinations.
• As shown in Fig, two of the End Systems
provide communication interfaces for
three avionics subsystems and the third
End System supplies an interface for a
Gateway application.
• A gateway is a node on a network provides
a communications path between the
Avionics Subsystems and the external IP
network.
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
AFDX Switch
• AFDX switch is the central element of the
star topology of AFDX network that
interconnects the End System to the End
System and network to the network.

• The functions assigned to an AFDX Switch


are:
➢ Filtering
➢ Policing
➢ Monitoring Function
➢ Configuration tables
➢ Switching
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES

AFDX Switch - FUNCTIONS


• Filtering (Data Packet Filtering),

• Policing: Traffic policing is the process of


monitoring network traffic for compliance with
the protocol / traffic contract and taking steps to
enforce that protocol/contract.)

• Monitoring Function: Network switch monitoring


consists of switch port monitoring and mapping.
It is used to monitor and log all switch
operations and service health and network status
data to the subsystems.
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES

AFDX Switch - FUNCTIONS

• Configuration tables. Switch is configured with


“static” configuration tables according to the
network architect’s definitions. The
switching table contains MAC addresses and
the switch ports on which they were statically
configured. Packets or frames are forwarded by
looking up the destination MAC address in the
switching table.

• Switching valid incoming frames to the correct


destinations according to network configuration.
UNIT – I (PART – III): CONTROLLER AREA NETWORK (CAN) BUS

CONTROLLER AREA NETWORK (CAN) BUS


UNIT – I (PART – III): CONTROLLER AREA NETWORK (CAN) BUS
Introduction– Need For The Bus
• As the Car and other Automotive vehicles were installed with more and more sensors and
their respective controllers, the wiring in automobile became more and more cumbersome to
handle as well as it added to the basic cost and maintenance cost.
• The modern automobile may have as many as 70 Electronic Control Units (ECU) for various
sub systems. Modern vehicles use processors for :
➢Engine Control Unit.
➢Transmission (Automatic/Manual)
➢ Anti-lock Braking System,
➢Airbags,
➢Cruise control,
➢ Electric Power Steering
UNIT – I (PART – III): CONTROLLER AREA NETWORK (CAN) BUS
Introduction– Need For The Bus (Contd)
➢Audio systems & Bluetooth
➢Battery and Recharging systems
➢Window Heating system.
➢Rain Sensor etc.

• For effective control of information/data, communications among these systems are


essential. Thus, the need arose to develop a system/technology to address this problem.
• In order to achieve this, a subsystem was needed to control system parameters / actuators
or receive feedback from sensors. This led to evolution of CAN Bus and CAN standard.
• Figure shows the Electronic Control Units (ECUs) in a car connected to a CAN bus.
UNIT – I (PART – III): CONTROLLER AREA NETWORK (CAN) BUS

• Introduction – Need For The Bus (Contd)


• Controller Area Network (CAN) is a
technology that was originally designed for
the automotive industry, especially for
European cars, but has also become a
popular bus in industrial automation as
well as other applications.
• One key advantage is that
interconnection between different vehicle
systems can allow a wide range of safety,
economy and convenience features to be
implemented using software alone
UNIT – I (PART – III): CONTROLLER AREA NETWORK (CAN) BUS

Evolution of CAN Bus


• The CAN bus history in short
➢ Pre CAN: Car ECUs relied on complex point-to-point wiring.
➢ 1986: Bosch developed the CAN protocol as a solution.
➢ 1991: Bosch published CAN 2.0 (CAN 2.0A: 11 bit, 2.0B: 29 bit).
➢ 1993: CAN was adopted as international standard (ISO 11898).
➢ 2012: Bosch released the CAN FD 1.0 (Flexible Data rate).
➢ 2015: The CAN FD protocol is standardized (ISO 11898-1).
➢ 2016: The physical CAN layer for data-rates up to 5 Mbit/s standardized in ISO 11898-2.
UNIT – I (PART – III): CONTROLLER AREA NETWORK (CAN) BUS
Applications
• CAN bus is one of five protocols used in the on-board diagnostics (OBD)-II vehicle diagnostics
standard. For example, the OBD-II standard has been mandatory for all cars and light trucks sold in
the United States since 1996. The EOBD standard has been mandatory for all petrol vehicles sold
in the European Union since 2001 and all diesel vehicles since 2004.
• It is for these reasons as well as for providing effective communication among various ECUs in a
system, that today CAN is standard in automotives (cars, trucks, buses, tractors, Tipper, EV batteries,
machinery and more etc). Some examples from variety of fields are enumerated below:
➢Passenger vehicles, trucks, buses (gasoline vehicles and electric vehicles)
➢Agricultural equipment
➢Electronic equipment for aviation and navigation
➢Industrial automation and mechanical control
➢Elevators, escalators
➢Building automation
➢Medical instruments and equipment
➢Pedelecs
➢Model Railways/Railroads
UNIT – I (PART – III): CONTROLLER AREA NETWORK (CAN) BUS
Properties of CAN Bus
• CAN is an International Standardization Organization (ISO) defined serial communications bus originally
developed for the automotive industry to replace the complex wiring harness with a two-wire bus.
• A Controller Area Network (CAN bus) is a robust vehicle bus standard
• Designed to allow microcontrollers and devices to communicate with each other's applications without
a host computer.
• It is a message-based protocol & Not address based, designed originally for multiplex electrical wiring
within automobiles to save on copper, but can also be used in many other contexts.
• For each device, the data in a frame is transmitted sequentially but in such a way that if more than
one device transmits at the same time the highest priority device is able to continue while the others
back off.
• Data Frames are received by all devices, including by the transmitting device.
• It has a maximum signaling rate of 1 mega bits per second (bps) for total bus lengths of less than
40m.
• High immunity to electrical interference and the ability to self-diagnose and repair data errors have
led to CAN’s popularity in a variety of industries.
UNIT – I (PART – III): CONTROLLER AREA NETWORK (CAN) BUS
CAN Theory of Operation
• CAN allows multiple devices (referred to as "nodes") to connect to each other on a single
bus, as shown in Figure.

• CAN nodes do not have master/slave roles. Instead, each CAN node may operate as a
transmitter or receiver at any time.

CAN node
UNIT – I (PART – III): CONTROLLER AREA NETWORK (CAN) BUS
CAN Theory of Operation - NODES
Each node requires a
•Central processing unit, microprocessor, or host processor
• The host processor decides what the received messages
mean and what messages it wants to transmit.
• Sensors, actuators and control devices can be connected to
the host processor.
•CAN Controller; often an integral part of the microcontroller
• Receiving: the CAN controller stores the received serial bits
from the bus until an entire message is available, which can
then be fetched by the host processor (usually by the CAN
controller triggering an interrupt)

• Sending: the host processor sends the transmit message(s)


to a CAN controller, which transmits the bits serially onto the CAN node
bus when the bus is free.
UNIT – I (PART – III): CONTROLLER AREA NETWORK (CAN) BUS

CAN Theory of Operation - NODES (contd)

•Transceiver Defined by ISO 11898-2/3 Medium Access Unit [MAU]


standards
• Receiving: It converts the data stream from CAN bus levels
to levels that the CAN controller uses. It usually has
protective circuitry to protect the CAN controller.
• Transmitting: It converts the data stream from the CAN
controller to CAN bus levels

CAN node
UNIT – I (PART – III): CONTROLLER AREA NETWORK (CAN) BUS

CAN Theory of Operation (Contd)


• Rather than sending data to specific targets, data messages are broadcast to all nodes on the
bus.

• Each receiver node decides for itself if the data is relevant by looking at the message
frame's "identifier," which describes the content of the message.

• A message’s identifier also represents the priority and allows for “automatic arbitration”
when multiple nodes try to transmit at the same time.
UNIT – I (PART – III): CONTROLLER AREA NETWORK (CAN) BUS
• Standard CAN or Extended CAN
• The CAN communication protocol is a Carrier-Sense Multiple-Access (CSMA) protocol with
Collision Detection(CD) and Arbitration on Message Priority(AMP) i.e. (CSMA/CD+AMP).

• CSMA means that each node (ECU or Device) on a bus must wait for a prescribed period
of inactivity before attempting to send a message.

• Collision Detection(CD) and Arbitration (Dispute Resolution Procedure) on Message


Priority(AMP) i.e. CD+AMP means that collisions are resolved through a bit-wise
arbitration, based on a preprogrammed priority of each message in the identifier field of
a message. Higher priority identifier always wins bus access.
UNIT – I (PART – III): CONTROLLER AREA NETWORK (CAN) BUS
• ISO-11898:2003 Standard, with the standard 11-bit identifier (provides for 211, or 2048
different message identifiers), provides for signaling rates from 125 kbps to 1 Mbps.

• The standard was later amended with the “extended” 29-bit identifier (provides for 229, or
537 million identifiers).
Standard CAN -
The original CAN specifications specify an 11 bit message identifier.

Extended CAN -
29-bit identifier is made up of the 11-bit identifier ("Base ID") and the 18-bit Extended Identifier ("ID
Extension").
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES

AVIONIC ARCHITECTURES

43
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES

TYPES OF AVIONIC ARCHITECTURES

• Various Avionic Architectures & their capabilities have been the main reasons of the
improved performance as well as constraints of the aircraft in which these were implemented.
Avionic Architectures evolved since 1960 till date are as follows:

➢ Distributed Analogue Architecture

➢ Distributed Digital Architecture

➢ Federated Digital Architecture

➢ Integrated Modular Architecture.

44
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES

Distributed Analogue Architecture (1960s)


• Major units are interconnected by hardwiring leading to
huge amount of aircraft wiring (No Buses existed in 1950s
& 1960s)
• System is extremely difficult to modify if change is
necessary.
• Dedicated subsystems, and controls & displays were
electro-mechanical.
• Analogue computing techniques lacked accuracy &
stability.
• Aircraft consisted huge quantity of Synchro angular
transmission system in instruments
• Aircraft systems were bulky, unreliable and very difficult to
maintain
45
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES

Distributed Digital Architecture (1970s)


• The maturity of digital computing devices suitable for
airborne use led to the adoption of digital computers in
aviation.

• However, digital computers on these early systems were


heavy, slow in computing terms, housing very limited
memory and being difficult to reprogram – requiring
removal from the aircraft in order that modifications
could be embodied.

46
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
Distributed Digital Architecture (1970s)-

• A significant development in digital processing was Digital Data Bus which allowed
important system data to be passed in digital form between the major processing units
on the aircraft.

• Introduction of digital data buses

➢Led to introduction of standards that established the standardization the digital


interfaces for different types of equipment, potentially easing the prospect of system
modification or upgrade.

➢Led to major performance improvement in navigation and weapon-aiming systems.

47
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES

Distributed Digital Architecture (1970s)-

• Data buses offered a great deal of flexibility in the way that signals were transferred
from unit to unit.

• They also allowed architectures to be constructed with a considerable reduction in inter-


component wiring and multi-pin connectors.

• This led to a reduction in weight and cost.

• This, in turn, led to reductions in the non-recurring cost of producing harness drawings,
cost of manufacturing and installing harnesses.

48
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES

Distributed Digital Architecture (1970s)-

DISADVANTAGES
• The ability to transfer data between the units had significantly improved, however,
individual system components and equipment were still dedicated in
function.

• Although data buses did remove a great deal of aircraft wiring, the question of
adding an additional unit to the system at a later stage was still difficult due
to software & hardware issues.

49
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES

Federated Digital Architecture (1980s)

• The Federated Architecture was developed using MIL-STD-1553B data bus. Federated
architectures generally use dedicated 1553B-interfaced Line Replaceable Units (LRUs) and
subsystems.

• Standard could be applied across all North Atlantic Treaty Organization (NATO) members,
offering a data bus standard across a huge military market, and beyond.

• Availability of so much system data meant that significant advances could be made in the
displays and other aircraft systems such as utilities or aircraft systems where avionics
technology had not previously been applied.
50
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
Federated Digital Architecture (1980s)

51
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES

Federated Digital Architecture (1980s)


• Federated architecture is representative of avionics systems flying in most
military & few civil aircraft as on date, including the F-16 mid-life update, SAAB
Gripen and Boeing AH-64 C/D, Space Shuttle and Airbus A350.

• Civil aircraft community was less eager to adapt to the federal approach, as
they have already adopted American Radio Incorporation (ARINC) 429 standard
that was already widely established and proving its worth in the civil fleets.

52
AVIONIC ARCHITECTURES
Federated Digital Architecture (1980s)
• Advantages
➢With the maturing of electronic memory, the federated architecture enabled software
reprogramming in the various system LRUs and systems via the aircraft-level data
buses. This is a significant improvement in maintainability terms.

➢For military systems it confers the ability to reprogram essential mission equipment
on a mission-by-mission basis.

➢ For the civil aircraft, it also allows operational improvements / updates to be


speedily incorporated.

➢The more highly integrated federated system provides a huge data capture
capability by virtue of extensive high-bandwidth fibre-optic networks.
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AVIONIC ARCHITECTURES
Drawbacks with Federated Architectures

• Inefficiencies in Use of resources

➢ Modern processors & memory have far more capabilities than a single critical
function usually needs
➢ Multiple power supplies, networks, I/O systems

• Each subsystem tends to design appoint solution optimized for its performance and
I/O needs.

• Increased Size, weight, power and wiring

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UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES

Integrated Modular Architectures (IMA)

• As a result of commercial pressures of the aerospace industry , US Air Force took


initiatives and accepted implementation of Integrated Modular Architectures (IMA) that led
to development of the Pave Pillar and Joint Integrated Avionics Working Group (JIAWG)
architectures for F-22 & F-35 fighters.

• The IMAs use open standards, ruggedized commercial technology to provide the data
bus interconnections between the major aircraft systems and integrated computing
resources .

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UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
Pilot Vehicle
PAVE PILLAR ARCHITECTURE Interfacing

Integrated RF Sensing

Integrated
Core
Processing

Integrated EO Sensing

Integrated Vehicle
Management

Integrated Stores Management 56


UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES

Integrated Modular Architectures (IMA)


• Integrated Modular Avionics (IMA) is a blanket term used to describe a distributed real-time
computer network on-board an aircraft.

• Objective of IMA is to combine a number of traditional, standalone federated systems (as a


single centralized unit within which each LRU keeps some internal autonomy) into integrated
common platforms

• A network system organization where several functions (of different criticality levels) sharing
computing modules and communication resources.

• Common Hardware & Software are shared by host applications.

• Uses Avionics Full DupleX (AFDX) Switched Ethernet


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UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
INTEGRATED MODULAR ARCHITECTURES

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UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES
Features & Advantages of IMA System
• By using IMA, systems increase the efficiency by reducing Space, Weight and Power (SWaP),
reducing Bill of Materials and Line Replaceable units.

• Reconfiguration in flight & on-ground.

• Advanced Flight Deck functions with simultaneous display of traffic, terrain, airspace, airports
and Navigation aids.

• IMA enables resources savings thus limits the global development costs.

• Quick modification of Flight Plans for Sudden Change in Weather, Terrain & Air Traffic.

• Integrated Navigation & Control of Cockpit Info/Display info


59
• Airbus A380 and Dreamliner Boeing 787 are examples of IMA.
UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES

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UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES

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UNIT – I (PART – III): AVIONICS DATA BUSES & ARCHITECTURES

Thank You

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