Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347554
Alvin Sipe, John Moore
The air traffic system enabled by NextGen and SESAR will allow functions to be executed by the most appropriate element given the strategic and tactical situation rather than limited to the existing roles predicated on 1960's technology and procedures. The current allocation of functions is based on historical technical limitations. To ensure the most efficient air traffic system (in terms of throughput, safety, environmental impact, etc.), the functions need to be assessed for their best allocation to prevent over-optimizing one area of the system at the expense of other areas. The information-based, shared situational awareness, and collaborative decision making paradigm enables the redistribution of functions both strategically and tactically. The functions may also be distributed differently for different stakeholders. The method for establishing which element has the tools and information needed to execute these functions is defined in the systems engineering process. The systems engineering process entails developing and evaluating alternative functional allocations based on the system requirements. The most advantageous functional allocation is determined through a requirements-based and benefits-based selection process. This process develops trades of the alternatives, lists the pros and cons, and then selects the best alternative. This is important because “best” can be different for varying scenarios and elements. The major elements, or actors, in the air traffic system are the airplane, ATC, and AOC. These are composed of sub-elements themselves and require assessment of the allocation of functions by management time horizon. The proposed management time horizons are capacity, flow, traffic, separation, and collision avoidance. Once functions have been allocated, simulations (fast-time and human-in-the-loop) and field trials can be used to develop and validate performance requirements for those functions. Finally an example of the possible re-allocation of one of the functions of the Air Transportation system is discussed along with the benefits of this alternate allocation.
{"title":"Air traffic functions in the NextGen and SESAR airspace","authors":"Alvin Sipe, John Moore","doi":"10.1109/DASC.2009.5347554","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347554","url":null,"abstract":"The air traffic system enabled by NextGen and SESAR will allow functions to be executed by the most appropriate element given the strategic and tactical situation rather than limited to the existing roles predicated on 1960's technology and procedures. The current allocation of functions is based on historical technical limitations. To ensure the most efficient air traffic system (in terms of throughput, safety, environmental impact, etc.), the functions need to be assessed for their best allocation to prevent over-optimizing one area of the system at the expense of other areas. The information-based, shared situational awareness, and collaborative decision making paradigm enables the redistribution of functions both strategically and tactically. The functions may also be distributed differently for different stakeholders. The method for establishing which element has the tools and information needed to execute these functions is defined in the systems engineering process. The systems engineering process entails developing and evaluating alternative functional allocations based on the system requirements. The most advantageous functional allocation is determined through a requirements-based and benefits-based selection process. This process develops trades of the alternatives, lists the pros and cons, and then selects the best alternative. This is important because “best” can be different for varying scenarios and elements. The major elements, or actors, in the air traffic system are the airplane, ATC, and AOC. These are composed of sub-elements themselves and require assessment of the allocation of functions by management time horizon. The proposed management time horizons are capacity, flow, traffic, separation, and collision avoidance. Once functions have been allocated, simulations (fast-time and human-in-the-loop) and field trials can be used to develop and validate performance requirements for those functions. Finally an example of the possible re-allocation of one of the functions of the Air Transportation system is discussed along with the benefits of this alternate allocation.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"47 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128226779","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347426
Xinying Li, Huagang Xiong
Integrated Modular Avionics (IMA) has now been fully developed, and installed in practically every new airplane model that are in service today. IMA approach allows mixed criticality real-time applications to be merged into integrated system. These integrated real-time applications must meet their own timing requirements and be protected from other malfunctioning applications, while physically sharing resources such as processors and communication networks. To guarantee timing constraints and dependability of each application, an IMA-based system must be equipped with strong partitioning schemes. Based on ARINC IMA standards, we refer a model as strongly partitioned distributed real-time system which composed of three major parts that are Avionics Subsystem, End System and Avionics Full Duplex Switched Ethernet (AFDX) Communication System. We build the two-level scheduling hierarchy architecture model of Avionics Subsystem to provide spatial and temporal partitioning for real-time applications. End system provides communication interface for Avionics Subsystem and AFDX Communication system. AFDX Communication system provides reliable message transmission among applications. To evaluate the performance of an IMA-based system, simulation tool based on the discrete event system simulation method has been developed. The simulation captures additional characteristics of the system with respect to the analytical study, which is basically used to evaluate worst cases and deterministic guarantees. The tool is designed to help platform designer, applications developer and system integrator to describe and evaluate different implementation choices.
{"title":"Modelling and simulation of integrated modular avionics systems","authors":"Xinying Li, Huagang Xiong","doi":"10.1109/DASC.2009.5347426","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347426","url":null,"abstract":"Integrated Modular Avionics (IMA) has now been fully developed, and installed in practically every new airplane model that are in service today. IMA approach allows mixed criticality real-time applications to be merged into integrated system. These integrated real-time applications must meet their own timing requirements and be protected from other malfunctioning applications, while physically sharing resources such as processors and communication networks. To guarantee timing constraints and dependability of each application, an IMA-based system must be equipped with strong partitioning schemes. Based on ARINC IMA standards, we refer a model as strongly partitioned distributed real-time system which composed of three major parts that are Avionics Subsystem, End System and Avionics Full Duplex Switched Ethernet (AFDX) Communication System. We build the two-level scheduling hierarchy architecture model of Avionics Subsystem to provide spatial and temporal partitioning for real-time applications. End system provides communication interface for Avionics Subsystem and AFDX Communication system. AFDX Communication system provides reliable message transmission among applications. To evaluate the performance of an IMA-based system, simulation tool based on the discrete event system simulation method has been developed. The simulation captures additional characteristics of the system with respect to the analytical study, which is basically used to evaluate worst cases and deterministic guarantees. The tool is designed to help platform designer, applications developer and system integrator to describe and evaluate different implementation choices.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"117058626","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347434
R. Chamlou
As the aviation community moves toward the Next Generation Air Transportation System (NextGen), the current Traffic Alert and Collision Avoidance System (TCAS II) may become inadequate. This paper presents a novel approach to detection and resolution of air traffic conflicts in a 3-dimensional (3-D) airspace between two aircraft. The inputs to the detection algorithm are the current 3-D position and speed vector of both aircraft and a cylindrical minimum safety protection zone (PZ). For collision avoidance systems (CASs), the size of the configurable PZ can be assigned values that the Federal Aviation Administration (FAA) considers as a near mid air collision (NMAC1) incident. When available, additional inputs, such as measurement uncertainties and intruder type (e.g., manned/unmanned), can be used to alter the default protection zone. The conflict detection takes into account the 3-D encounter (e.g., closure rate, miss distance, relative converging maneuver). The resolution algorithm initially computes a set of six resolution advisories (RAs) and associated resolution alert times that ensure no violation of the protection zone. Two solutions are computed for each of the three dimensions: ground track, ground speed, and vertical speed. The initial resolution advisories (RAs) solutions take into account ownship capability (i.e., max climb/descent rate, max turn rate, max speed/stall speed) and ownship pilot response delay (e.g., autonomous vs. manual RA execution). These six solutions are subsequently down-selected in two steps: first, based on the encounter geometry, a single implicitly2 coordinated, independent solution is selected for each of the three dimensions; then, based on ownship preferences and operational considerations a final RA solution is computed.
{"title":"Future airborne collision avoidance — Design principles, analysis plan and algorithm development","authors":"R. Chamlou","doi":"10.1109/DASC.2009.5347434","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347434","url":null,"abstract":"As the aviation community moves toward the Next Generation Air Transportation System (NextGen), the current Traffic Alert and Collision Avoidance System (TCAS II) may become inadequate. This paper presents a novel approach to detection and resolution of air traffic conflicts in a 3-dimensional (3-D) airspace between two aircraft. The inputs to the detection algorithm are the current 3-D position and speed vector of both aircraft and a cylindrical minimum safety protection zone (PZ). For collision avoidance systems (CASs), the size of the configurable PZ can be assigned values that the Federal Aviation Administration (FAA) considers as a near mid air collision (NMAC1) incident. When available, additional inputs, such as measurement uncertainties and intruder type (e.g., manned/unmanned), can be used to alter the default protection zone. The conflict detection takes into account the 3-D encounter (e.g., closure rate, miss distance, relative converging maneuver). The resolution algorithm initially computes a set of six resolution advisories (RAs) and associated resolution alert times that ensure no violation of the protection zone. Two solutions are computed for each of the three dimensions: ground track, ground speed, and vertical speed. The initial resolution advisories (RAs) solutions take into account ownship capability (i.e., max climb/descent rate, max turn rate, max speed/stall speed) and ownship pilot response delay (e.g., autonomous vs. manual RA execution). These six solutions are subsequently down-selected in two steps: first, based on the encounter geometry, a single implicitly2 coordinated, independent solution is selected for each of the three dimensions; then, based on ownship preferences and operational considerations a final RA solution is computed.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"41 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126659836","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347562
Mary McCabe, Clint Baggerman, D. Verma
In January 2004, the National Aeronautics and Space Administration (NASA) received new strategic guidance for Space Exploration. With this new guidance, the manned spaceflight community was given an exciting opportunity to develop new human qualified space vehicles based on the latest technology and methodology. The scope of NASA's Constellation program encompasses all elements that must work together to successfully complete the mission of returning humans to the moon. These elements include a launch system, crewed vehicle, and landing module, to name a few.
{"title":"Avionics architecture interface considerations between constellation vehicles","authors":"Mary McCabe, Clint Baggerman, D. Verma","doi":"10.1109/DASC.2009.5347562","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347562","url":null,"abstract":"In January 2004, the National Aeronautics and Space Administration (NASA) received new strategic guidance for Space Exploration. With this new guidance, the manned spaceflight community was given an exciting opportunity to develop new human qualified space vehicles based on the latest technology and methodology. The scope of NASA's Constellation program encompasses all elements that must work together to successfully complete the mission of returning humans to the moon. These elements include a launch system, crewed vehicle, and landing module, to name a few.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126714371","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347526
P. Krupanský, J. Svoboda, J. Kubalčík
The subject of the presented study is the definition of a suitable methodology for a qualitative assessment of the various parameters of airborne/ground based trajectory prediction (TP). The main goal is to develop the tool for describing the relevant credibility of TP, which can be used for the assessment of various TP including the internal FMS TP, down-linked TP as well as TP as a product of Ground based TP engine. This additional description available for particular TP segments can be used as supplemental information for other arbitrary purposes - for example Ground/Airborne Based Conflict Detection & Resolution systems.
{"title":"Trajectory prediction credibility concept","authors":"P. Krupanský, J. Svoboda, J. Kubalčík","doi":"10.1109/DASC.2009.5347526","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347526","url":null,"abstract":"The subject of the presented study is the definition of a suitable methodology for a qualitative assessment of the various parameters of airborne/ground based trajectory prediction (TP). The main goal is to develop the tool for describing the relevant credibility of TP, which can be used for the assessment of various TP including the internal FMS TP, down-linked TP as well as TP as a product of Ground based TP engine. This additional description available for particular TP segments can be used as supplemental information for other arbitrary purposes - for example Ground/Airborne Based Conflict Detection & Resolution systems.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"139 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114004703","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347580
A. Cm
The paper presents the error detection and control for control metrics of the re-configuration algorithm in an embedded avionics application with extensive checks and validation. This is being carried out in real-time for decision-making. The success of the re-configurable algorithm is based on the integrity of the data from multiple sources. Hence, the integrity checks of these sources need to be controlled and maintained. Integrity checks as part of error detection and control mechanism is implemented using the Hamming Code with error detection and error handling capabilities. The paper presents the experimental simulation studies in both Xilinx platform and VxWorks with target. The control parameters used in the re-configuration algorithm is treated with phase conditions of flight, data sampling and averaging before it is being applied for decision-m a k i n g process. The integrity and error control/detection is quite critical particularly for the validation of control parameters used for re-configuration in the algorithm and hence the error detection and control scheme is designed and simulated using the Xilinx FPGA platform. The paper presents the algorithm in brief, data sampling techniques based on multiple threshold, identification of phases in flight, error detection/control mechanisms for data integrity and validity. The experimental and simulation studi e s related to the above areas are detailed with results.
{"title":"Re-configuration of task in flight critical system — Error detection and control","authors":"A. Cm","doi":"10.1109/DASC.2009.5347580","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347580","url":null,"abstract":"The paper presents the error detection and control for control metrics of the re-configuration algorithm in an embedded avionics application with extensive checks and validation. This is being carried out in real-time for decision-making. The success of the re-configurable algorithm is based on the integrity of the data from multiple sources. Hence, the integrity checks of these sources need to be controlled and maintained. Integrity checks as part of error detection and control mechanism is implemented using the Hamming Code with error detection and error handling capabilities. The paper presents the experimental simulation studies in both Xilinx platform and VxWorks with target. The control parameters used in the re-configuration algorithm is treated with phase conditions of flight, data sampling and averaging before it is being applied for decision-m a k i n g process. The integrity and error control/detection is quite critical particularly for the validation of control parameters used for re-configuration in the algorithm and hence the error detection and control scheme is designed and simulated using the Xilinx FPGA platform. The paper presents the algorithm in brief, data sampling techniques based on multiple threshold, identification of phases in flight, error detection/control mechanisms for data integrity and validity. The experimental and simulation studi e s related to the above areas are detailed with results.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"89 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126840357","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347570
L. Stell
To enable arriving aircraft to fly optimized descents computed by the flight management system (FMS) in congested airspace, ground automation must accurately predict descent trajectories. To support development of the predictor and its uncertainty models, descents from cruise to the meter fix were executed in a B737-700 simulator with a commercial FMS using vertical navigation. The FMS computed the intended descent path for a specified speed profile assuming idle thrust after top of descent (TOD), and then it controlled the avionics without human intervention. The test matrix varied aircraft weight, descent speed, and wind conditions. The first analysis in this paper determined the effect of the test matrix parameters on the FMS computation of TOD. Increasing weight by 10,000 lb moved TOD about 4.5 nmi farther from the meter fix, increasing along-track wind by 25 kt moved it about 4.6 nmi farther away, and varying the descent speed from 250 KCAS to 320 KCAS moved the TOD about 25 nmi. The execution of the descents was analyzed by comparing simulator state data to the specified speed profile and to the FMS predictions. The FMS generally flew its predicted three-dimensional trajectory accurately, with altitude error less than 200 ft. It engaged the throttle if the speed dropped 15 KCAS below the target speed but allowed the speed to increase arbitrarily above the target unless it reached a performance limit. In the runs with descent speed too slow but correct wind conditions, the FMS meter fix arrival time prediction error was as large as 37 sec. Along-track wind error of 25 kt resulted in a meter fix arrival time error of roughly 30 sec if the target descent speed was met. The data from this analysis are used to estimate accuracy requirements for the ground automation system.
{"title":"Flight management system prediction and execution of idle-thrust descents","authors":"L. Stell","doi":"10.1109/DASC.2009.5347570","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347570","url":null,"abstract":"To enable arriving aircraft to fly optimized descents computed by the flight management system (FMS) in congested airspace, ground automation must accurately predict descent trajectories. To support development of the predictor and its uncertainty models, descents from cruise to the meter fix were executed in a B737-700 simulator with a commercial FMS using vertical navigation. The FMS computed the intended descent path for a specified speed profile assuming idle thrust after top of descent (TOD), and then it controlled the avionics without human intervention. The test matrix varied aircraft weight, descent speed, and wind conditions. The first analysis in this paper determined the effect of the test matrix parameters on the FMS computation of TOD. Increasing weight by 10,000 lb moved TOD about 4.5 nmi farther from the meter fix, increasing along-track wind by 25 kt moved it about 4.6 nmi farther away, and varying the descent speed from 250 KCAS to 320 KCAS moved the TOD about 25 nmi. The execution of the descents was analyzed by comparing simulator state data to the specified speed profile and to the FMS predictions. The FMS generally flew its predicted three-dimensional trajectory accurately, with altitude error less than 200 ft. It engaged the throttle if the speed dropped 15 KCAS below the target speed but allowed the speed to increase arbitrarily above the target unless it reached a performance limit. In the runs with descent speed too slow but correct wind conditions, the FMS meter fix arrival time prediction error was as large as 37 sec. Along-track wind error of 25 kt resulted in a meter fix arrival time error of roughly 30 sec if the target descent speed was met. The data from this analysis are used to estimate accuracy requirements for the ground automation system.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"86 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131413166","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347513
I. Berechet, F. Debouck, L. Castelli, A. Ranieri, C. Rihacek
The Contract of Objectives (CoO), which is based on Target Windows (TWs), constitutes a new concept of operations for Air Traffic Management. TWs are represented by 4-D windows to be respected during the flight execution. They are negotiated and formally agreed by all the different actors involved in the execution of a flight and are located at the transfer of responsibility areas between them. This paper focuses on the TW modelling process which is at the base of the operational assessment carried on in the framework of the CATS project to investigate the impact of this concept on Air Traffic Controllers and pilots' working methods. In particular in this paper we focus on the TW model which has been developed for the first Human In the Loop (HIL) experiment, a real time simulation carried on to assess the impact of the concept on air traffic controllers working methods. A different work by CATS project elaborates instead on the specific indicators measured during this experiment, regarding both system performances and human performances observed during the HIL.
{"title":"A target windows model for managing 4-D trajectory-based operations","authors":"I. Berechet, F. Debouck, L. Castelli, A. Ranieri, C. Rihacek","doi":"10.1109/DASC.2009.5347513","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347513","url":null,"abstract":"The Contract of Objectives (CoO), which is based on Target Windows (TWs), constitutes a new concept of operations for Air Traffic Management. TWs are represented by 4-D windows to be respected during the flight execution. They are negotiated and formally agreed by all the different actors involved in the execution of a flight and are located at the transfer of responsibility areas between them. This paper focuses on the TW modelling process which is at the base of the operational assessment carried on in the framework of the CATS project to investigate the impact of this concept on Air Traffic Controllers and pilots' working methods. In particular in this paper we focus on the TW model which has been developed for the first Human In the Loop (HIL) experiment, a real time simulation carried on to assess the impact of the concept on air traffic controllers working methods. A different work by CATS project elaborates instead on the specific indicators measured during this experiment, regarding both system performances and human performances observed during the HIL.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"50 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123951194","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347428
Haotian Wang, Huagang Xiong
With advanced avionics developing, the tendency of modularization, flexibility, interoperability, high bandwidth, and hard real time is much more obvious. Integrated Modular Avionics (IMA) need an available network interconnection architecture to integrate the distributed and disordered modular elements of IMA systems. Avionics Full Duplex Switched Ethernet (AFDX), as a communication protocol, specifies a certain time-deterministic method applicable to real-time and safe communications. And Wavelength Division Multiplexing (WDM), as a transmission mechanism, supports high bandwidth to collect and distribute different signals independently. Therefore, this paper establishes an AFDX over WDM communication architecture to handle realtime traffic in IMA networks. Then we divide the architecture into four major parts to depict basic design concept. Finally, we generalize the merit and adaptability of this novel communication architecture in avionics.
{"title":"A novel data communication network architecture for integrated modular avionics","authors":"Haotian Wang, Huagang Xiong","doi":"10.1109/DASC.2009.5347428","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347428","url":null,"abstract":"With advanced avionics developing, the tendency of modularization, flexibility, interoperability, high bandwidth, and hard real time is much more obvious. Integrated Modular Avionics (IMA) need an available network interconnection architecture to integrate the distributed and disordered modular elements of IMA systems. Avionics Full Duplex Switched Ethernet (AFDX), as a communication protocol, specifies a certain time-deterministic method applicable to real-time and safe communications. And Wavelength Division Multiplexing (WDM), as a transmission mechanism, supports high bandwidth to collect and distribute different signals independently. Therefore, this paper establishes an AFDX over WDM communication architecture to handle realtime traffic in IMA networks. Then we divide the architecture into four major parts to depict basic design concept. Finally, we generalize the merit and adaptability of this novel communication architecture in avionics.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"12 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127752076","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347497
B. Phillips
Not Available for Publication
无法出版
{"title":"Airport surface wireless communications system — Development updates","authors":"B. Phillips","doi":"10.1109/DASC.2009.5347497","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347497","url":null,"abstract":"Not Available for Publication","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"60 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115487740","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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