Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347479
Markus Schmidt, Michael Rudolph, A. Papenfuss, Max Friedrich, C. Möhlenbrink, Sven Kaltenhäuser, N. Fürstenau
Research is described for realizing a Remote Airport Traffic Control Center (DLR project RAiCe) for remote surveillance and control of several small airports from a central location. Work and task analyses performed in a previous project resulted in the concept of a high resolution video panorama system with zoom and augmented vision functions as controllers main HMI in the Remote Tower Center (RTC). Video-see-through augmentation of the reconstructed outside view by means of superimposed flight information and data from electronic non-visual sources is supposed to improve the controllers situational awareness. The augmented vision function allows for a compact RTO-work environment due to its potential for reduction of displays. A corresponding 180°-video panorama system was set up as experimental testbed at Braunschweig research airport which served for initial field testing. It consists of four digital high resolution CCD cameras located near Braunschweig tower, and a remotely controlled pan-tilt zoom (PTZ) camera (including automatic tracking option) with PC clusters for compression, image processing/movement detection, decompression and panorama reconstruction, and a 450 m fiberoptic Gbit Ethernet link between sensor and display clusters. Field testing of the reconstructed far view with participation of local controllers shows an effective visual resolution of <2 arcmin in agreement with the theoretical predictions. The PTZ camera provides a "foveal" vision with a high resolution exceeding the human eye (1 arcmin) within an observation angle <15°. In addition to the experimental testbed simulation systems for two-airport control are under development for support of the RTC work environment design, based on a 200°-tower-simulator with RTO-console extension and a simplified two-airport microworld computer simulation for laboratory type part task simulations.
{"title":"Remote airport traffic control center with augmented vision video panorama","authors":"Markus Schmidt, Michael Rudolph, A. Papenfuss, Max Friedrich, C. Möhlenbrink, Sven Kaltenhäuser, N. Fürstenau","doi":"10.1109/DASC.2009.5347479","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347479","url":null,"abstract":"Research is described for realizing a Remote Airport Traffic Control Center (DLR project RAiCe) for remote surveillance and control of several small airports from a central location. Work and task analyses performed in a previous project resulted in the concept of a high resolution video panorama system with zoom and augmented vision functions as controllers main HMI in the Remote Tower Center (RTC). Video-see-through augmentation of the reconstructed outside view by means of superimposed flight information and data from electronic non-visual sources is supposed to improve the controllers situational awareness. The augmented vision function allows for a compact RTO-work environment due to its potential for reduction of displays. A corresponding 180°-video panorama system was set up as experimental testbed at Braunschweig research airport which served for initial field testing. It consists of four digital high resolution CCD cameras located near Braunschweig tower, and a remotely controlled pan-tilt zoom (PTZ) camera (including automatic tracking option) with PC clusters for compression, image processing/movement detection, decompression and panorama reconstruction, and a 450 m fiberoptic Gbit Ethernet link between sensor and display clusters. Field testing of the reconstructed far view with participation of local controllers shows an effective visual resolution of <2 arcmin in agreement with the theoretical predictions. The PTZ camera provides a \"foveal\" vision with a high resolution exceeding the human eye (1 arcmin) within an observation angle <15°. In addition to the experimental testbed simulation systems for two-airport control are under development for support of the RTC work environment design, based on a 200°-tower-simulator with RTO-console extension and a simplified two-airport microworld computer simulation for laboratory type part task simulations.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"35 9","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"120839737","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.2009.5347580
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.2009.5347562
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.2009.5347570
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.2009.5347501
M. Slim, Ben Mahmoud, N. Larrieu, Alain Pirovano
This paper reviews existing security mechanisms for aeronautical data link communication: current support and availability of such features are described. With an Open Systems Interconnection (OSI) reference model-driven analysis, each solution is classified and analyzed according to the layer where security is deployed and a relevant taxonomy is proposed. Moreover, advantages, drawbacks, and possible threats of every security mechanisms previously introduced are discussed. According to this security infrastructure overview, a proposal for an efficient security architecture adapted to the aeronautical context is made for future studies. Satellite communication-based system specific problematic is taken into account with a constraint bandwidth and the need of reduced overhead for any additional mechanisms.
{"title":"An aeronautical data link security overview","authors":"M. Slim, Ben Mahmoud, N. Larrieu, Alain Pirovano","doi":"10.1109/DASC.2009.5347501","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347501","url":null,"abstract":"This paper reviews existing security mechanisms for aeronautical data link communication: current support and availability of such features are described. With an Open Systems Interconnection (OSI) reference model-driven analysis, each solution is classified and analyzed according to the layer where security is deployed and a relevant taxonomy is proposed. Moreover, advantages, drawbacks, and possible threats of every security mechanisms previously introduced are discussed. According to this security infrastructure overview, a proposal for an efficient security architecture adapted to the aeronautical context is made for future studies. Satellite communication-based system specific problematic is taken into account with a constraint bandwidth and the need of reduced overhead for any additional mechanisms.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"24 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":"132241036","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.2009.5347468
J. Homola, T. Prevot, J. Mercer, M. Mainini, Christopher Cabrall, San José
A human-in-the-loop simulation was conducted that examined off-nominal and tactical conflict situations in an advanced Next Generation Air Transportation System (NextGen) environment. Traffic levels were set at two times (2X) and three times (3X) current day levels and the handling of tactical conflict situations was done either with or without support from Tactical Separation Assisted Flight Environment (TSAFE) automation. Strategic conflicts and all routine tasks performed in today's system were handled by ground-based automation. This paper focuses on the response strategies observed in two scripted tactical conflict situations and how they differed according to whether or not automated resolution support was provided by TSAFE. An examination of the two situations revealed that when TSAFE automation was active, participants tended to provide additional, complementary maneuvers to supplement the tactical vector issued by TSAFE. This also included a greater tendency to use both aircraft in a conflict pair. When TSAFE support was not available, participants tended to use single vector or altitude maneuvers and were more likely to attempt resolutions using a single aircraft as well. Some issues that arose through the operations simulated in this study related to the need for the Air Navigation Service Provider (ANSP) to be able to have final authority over the issuance of TSAFE maneuvers as well as the importance of having awareness of the immediate traffic situation in making effective and safe time-critical decisions.
{"title":"Human/automation response strategies in tactical conflict situations","authors":"J. Homola, T. Prevot, J. Mercer, M. Mainini, Christopher Cabrall, San José","doi":"10.1109/DASC.2009.5347468","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347468","url":null,"abstract":"A human-in-the-loop simulation was conducted that examined off-nominal and tactical conflict situations in an advanced Next Generation Air Transportation System (NextGen) environment. Traffic levels were set at two times (2X) and three times (3X) current day levels and the handling of tactical conflict situations was done either with or without support from Tactical Separation Assisted Flight Environment (TSAFE) automation. Strategic conflicts and all routine tasks performed in today's system were handled by ground-based automation. This paper focuses on the response strategies observed in two scripted tactical conflict situations and how they differed according to whether or not automated resolution support was provided by TSAFE. An examination of the two situations revealed that when TSAFE automation was active, participants tended to provide additional, complementary maneuvers to supplement the tactical vector issued by TSAFE. This also included a greater tendency to use both aircraft in a conflict pair. When TSAFE support was not available, participants tended to use single vector or altitude maneuvers and were more likely to attempt resolutions using a single aircraft as well. Some issues that arose through the operations simulated in this study related to the need for the Air Navigation Service Provider (ANSP) to be able to have final authority over the issuance of TSAFE maneuvers as well as the importance of having awareness of the immediate traffic situation in making effective and safe time-critical decisions.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"358 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":"133162739","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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