AS MAN EVOLVED ...

SO DID THE TECHNOLOGIES THAT HE USED

1940s

2000s

Dr. J. SHANMUGAM MADRAS INSTITUTE OF TECHNOLOGY

DEFINITION

AVIONICS

Avionics : Aviation Electronics Avionics : All electronic and electromechanical systems and subsystems (hardware and software) installed in an aircraft or attached to it. (MIL-1553A-HDBK)
Avionics has become an equal partner and is surpassing aircraft structures and propulsion in terms of cost and its mission effectiveness of modern aircraft

AVIONICS SYSTEM ARCHITECTURE

Establishing the basic architecture is the first and the most fundamental challenge faced by the designer The architecture must conform to the overall aircraft mission and design while ensuring that the avionics system meets its performance requirements

These architectures rely on the data buses for intra and intersystem communications
The optimum architecture can only be selected after a series of exhaustive design tradeoffs that address the evaluation factors

AVIONICS ARCHITECTURE First Generation Architecture ( 1940s 1950s) Disjoint or Independent Architecture ( MiG-21) Centralized Architecture (F-111) Second Generation Architecture ( 1960s 1970s) Federated Architecture (F-16 A/B) Distributed Architecture (DAIS)

Hierarchical Architecture (F-16 C/D, EAP)

Third Generation Architecture ( 1980s 1990s) Pave Pillar Architecture ( F-22)

Fourth Generation Architecture (Post 2005)

Pave Pace Architecture- JSF Open System Architecture

FGA - DISJOINT ARCHITECTURE

The early avionics systems were stand alone black boxes where each functional area had separate, dedicated sensors, processors and displays and the interconnect media is point to point wiring The system was integrated by the air-crew who had to look at various dials and displays connected to disjoint sensors correlate the data provided by them, apply error corrections,

orchestrate the functions of the sensors and perform mode and

failure management in addition to flying the aircraft This was feasible due to the simple nature of tasks to be

performed and due to the availability of time

FGA - DISJOINT ARCHITECTURE

Pilot
Navigation Computer Radar Processor

Navigation Panel

Inertial Measurement Unit

Altitude Sensor

Display

Control Panel

RF .

FGA - CENTRALIZED ARCHITECTURE As the digital technology evolved,a central computer was added to integrate the information from the sensors and subsystems The central computing complex is connected to other

subsystems and sensors through analog,digital, synchro and

other interfaces When interfacing with computer a variety of different transmission methods , some of which required signal conversion (A/D) when interfacing with computer Signal conditioning and computation take place in one or more computers in a LRU located in an avionics bay , with signals

transmitted over one way data bus

Data are transmitted from the systems to the central computer and the DATA CONVERSION TAKES PLACE AT THE CENTRAL
COMPUTER

FGA - CENTRALIZED ARCHITECTURE

ADVANTAGES

Simple Design Software can be written easily Computers are located in readily accessible bay DISADVANTAGES Requirement of long data buses Low flexibility in software Increased vulnerability to change Different conversion techniques needed at Central

Computer
Motivated to develop a COMMON STANDARD INTERFACE for interfacing the different avionics systems.

FGA - CENTRALIZED ARCHITECTURE

Tape

GNC

WDC
HSD
Attack Radar Inertial Navigator Set Nav Data Display Panel

HSI FCS
Terrain Following Radar

Multiplexer Converter

SMS
RADALT TACAN Doppler Radar Integrated Display Set Maintenance Control Unit

Nav Data Entry Panel

SGA FEDERATED ARCHITECTURE Federated : Join together, Become partners Each system acts independently but united (Loosely Coupled)

Unlike FGA CA , Data conversion occurs at the system level and

the datas are send as digital form called Digital Avionics Information Systems(DAIS) Several standard data processors are often used to perform a variety of Low Bandwidth functions such as navigation, weapon delivery , stores management and flight control Systems are connected in a Time Shared Multiplex Highway

Resource sharing occurs at the last link in the information chain

via controls and displays Programmability and versatility of the data processors

SGA FEDERATED ARCHITECTURE ADVANTAGES Contrast to analog avionics DDP provide precise solutions over long range of flight , weapon and sensor conditions Sharing of Resources Use of TDMA saves hundreds of pounds of wiring Standardization of protocol makes the interchangeability of equipments easier Allows Independent system design and optimization of

major systems
Changes in system software and hardware are easy to make Fault containment Failure is not propagated DISADVANTAGES : Profligate of resources

SGA - DAIS HARDWARE ARCHITECTURE

Processor1
Bus Control Interface

Processor2
Bus Control Interface

Processor M

Data bus A Data bus B

Bus Control Interface

Remote Terminal 1

Remote Terminal 2

Remote Terminal N
Control & Display Equipment

Sensor Equipment

Sensor Equipment

SGA - DISTRIBUTED ARCHITECTURE

It has multiple processors throughout the aircraft that are designed for computing takes on a real-time basis as a function of mission phase and/or system status Processing is performed in the sensors and actuators
ADVANTAGES

Fewer,Shorter buses
Faster program execution Intrinsic Partitioning

DISADVANTAGES

Potentially greater diversity in processor types which aggravates software generation and validation

SGA HIERARCHICAL ARCHITECTURE This architecture is derived from the federated architecture It is based on the TREE Topology ADVANTAGES

Critical functions are placed in a separate bus and Non-Critical

functions are placed in another bus Failure in non critical parts of networks do not generate hazards to the critical parts of network The communication between the subsystems of a particular group are confined to their particular group The overload of data in the main bus is reduced

Most of the military avionics flying today based on

HIERARCHICAL ARCHITECTURE

SGA - HIERARCHICAL SYSTEM

EAP AVIONICS SYSTEM

TGA - WHY PAVE PILLAR Pave Pillar is a USAF program to define the requirements and avionics architecture for fighter aircraft of the 1990s The Program Emphasizes Increased Information Fusion Higher levels and complexity of software Standardization for maintenance simplification

Lower costs
Backward and growth capability while making use of emerging technology VHSIC, Voice Recognition /synthesis and Artificial Intelligence Contd

TGA - WHY PAVE PILLAR

Provides capability for rapid flow of data in, through and from
the system as well as between and within the system Higher levels of avionics integration and resource sharing of sensor and computational capabilities Pilot plays the role of a WEAPON SYSTEM MANAGER as opposed to subsystem operator/information integrator

Able to sustain operations with minimal support, fly successful

mission day and night in any type of weather Face a numerically and technologically advanced enemy

aircraft and defensive systems

TGA - PAVE PILLAR

Higher Sustainability

PP Lower LCC

Mission
Effectiveness

TGA PAVE PILLAR ARCHITECTURE

Component reliability gains

Use of redundancy and resource sharing Application of fault tolerance Reduction of maintenance test and repair time Increasing crew station automation Enhancing stealth operation Wide use of common modules (HW & SW)) Ability to perform in-aircraft test and maintenance of avionics Use of VHSIC technology and Capability to operate over extended periods of time at austere,

deployed locations and be maintainable without the Avionics

Intermediate Shop

FTGA - WHY PAVE PACE Modularity concepts cuts down the cost of the avionics related to VMS, Mission Processing, PVI and SMS The sensor costs accounts for 70% of the avionics cost

USAF initiated a study project to cut down the cost of sensors

used in the fighter aircraft In 1990, Wright Laboratory McDonnell Aircraft, Boeing aircraft

company and Lockheed launched the Pave Pace Program

Come with the Concept of Integrated Sensor System(IS2) Pave Pace takes Pave Pillar as a base line standard The integration concept extends to the skin of the aircraft Integration of the RF & EO sensors Originally designed for Joint Strike Fighter (JSF)

FTGA PAVE PACE

Pilot Vehicle Interfacing

Integrated RF Sensing

Integrated Core Processing

Integrated EO Sensing Integrated Vehicle Management

Integrated Stores Management

AVIONICS SYSTEM EVOLUTION

Comm

Radar NAV Comm Radar NAV Missi on

Missi on

Independent Avionics (40s - 50s)

Common Integrated Processors

Federated Avionics (60s - 70s)

ASDN
Radar

Common Analog Modules

Common Digital Modules (Supercomputers)

Comm

EW

Integrated Avionics (80s - 90s)

Advanced Integrated Avionics (Post 2000)

KEY OBSERVATIONS AVIONICS ARCHITECTURAL EVOLUTION Increased Digitization of Functions

Increased sharing and modularization of functions

Integration/ sharing concepts increased to the skin of the aircraft Functionality has increasingly obtained through software Complex hardware architecture modules Complex software modules Increased network complexity and speed

# It provides a medium for the exchange of data and information between various Avionics subsystems # Integration of Avionics subsystems in military or civil aircraft and spacecraft.

set of formal rules and conventions governing the flow of information among the systems Low level protocols define the electrical and physical standards High level protocols deal with the data formatting, including the syntax of messages and its format

Command/Response Token Passing

:Centralized Control Method : Decentralized Control Method (Free token) : Random Access Method

CSMA/CA

How the systems are interconnected in a particular fashion

LINEAR NETWORK

Linear Cable
All the systems are connected in across the Cable RING NETWORK

Point to Point interconnection

Datas flow through the next system from previous system SWITCHED NETWORK Similar to telephone network Provides communications paths between terminals

Developed at Wright Patterson Air Force Base in 1970s

Published First Version 1553A in 1975

Introduced in service on F-15 Programme Published Second version 1553B in 1978

MIL-STD-1553, Command / Response Aircraft Internal Time Division Multiplex Data Bus, is a Military standard (presently in revision B), which has become one of the basic tools being used today for integration of Avionics subsystems

This standard describes the method of communication and the electrical interface requirements for the subsystems connected in the data bus

Data Rate Word Length Message Length

1 Mbps

20 Bits
32 Word Strings(maximum)

Data Bits per Word

Transmission Technique Encoding Protocol Transmission Mode

16 Bits
Half - Duplex Manchester II Bi-phase Command Response Voltage Mode

BUS CONTROLLER (BC) REMOTE TERMINAL (RT) MONITORING TERMINAL (MT) TRANSMISSION MEDIA

Single point failure in 1553B leads to certificability problem in civil aircraft Addition of remote terminal requires changes in BC software which requires frequent certification Standard adopted in the year 1977 Made its appearance in the C-17 transport aircraft Point to Point Protocol

It is a specification that defines a local area network for transfer of digital data between avionics system elements in civil aircraft. It is simplex data bus using one transmitter but no more than twenty receivers for each bus implementation There are no physical addressing. But the data are sent with proper identifier or label
Contd

ARINC 429 is viewed as a permanent as a broadcast or multicast operation Two alternative data rates of 100kbps and 12-14 Kbps

There is no bus control in the data buses as found in MIL-STD 1553B

It has direct coupling of transmitter and receiving terminals

ARINC 429 DATABUS

ARINC 429 TRANSMITTER

UPTO 20 RECEIVERS TOTAL

ARINC 429 RECEIVER

ARINC 429 RECEIVER

ARINC 429 RECEIVER

1977

=> Boeing began to work on DATAC

project

1977 - 85 => DATAC Emerged as ARINC 629 1989 1990 => ARINC 629 was adopted by AEEC => ARINC 629 was first implemented in BOEING-777

Time Division Multiplex Linear Bus Multiple Transmitter Access 2 Mbps Data Rate Current Mode Coupling (Present implementation)

Data Rate

2 Mbps

Word Length
Message Length Data Bits per Word Transmission Technique Encoding Protocol Transmission Mode

20 Bits
31 Word Strings(maximum) 16 Bits Half - Duplex Manchester II Bi-phase

Carrier Sense Multiple Access Collision avoidance

Voltage Mode,Current Mode, Fiber Optic Mode

ARINC 629 DATABUS

UPTO 120 SUBSCRIBER TERMINALS

ARINC 629 TERMINAL

ARINC 629 TERMINAL

ARINC 629 TERMINAL

Avionics Fully Duplex Switched Ethernet is an advanced Protocol Standard to interconnect avionics subsystems It can accommodate future system bandwidth demands Increase flexibility in Avionics design Reduce aircraft wire counts, thus lowering aircraft weight and cost Its first major use in A3xx

 Since the Ethernet is a switched architecture rather than a point-point link, aircraft designers can create redundant sub networks

Faults can be isolated and analysed without impacting the system as a whole ARINC 429 data bus may still be used but the main Avionics data pipe will be Ethernet (AFDX) of 100 Mbps

Used in F-22 Advanced tactical fighter Generic version SAE Aerospace Standard 4074.1

50 Mbps- linear bus

for optical medium implementation star topology HSDB uses distributed control in which each terminal is permitted to transmit only when it receives the token frame.

IEEE STD-1596-1992 SCI is an interconnect system for both backplane and LAN usage. It is a system of rings and switches in its basic format Operates at 1 Gbps Electrical links upto 30m and optical links upto several kms. Same Bandwidth as todays 155Mbits/sec ATM links , 32 times that of todays fiber optic channel and 800 times that of Ethernet.

1553B

ARINC629

ARINC 429

ETHERNET

Standard

Def-Stan ARINC STANAG 3838 Published Published

ARINC

IEEE 802.3 ISO 8802.3

Status

Published

Published

Primary Support

USAF US DOD

Boeing

Civil Airlines

INTEL

Signaling Rate 1553B - 1Mbps

Ethernet(AFDX) - 100Mbps
ARINC 429 ARINC 629 - 100Kbps or 1214.5Kbps - 2Mbps

1553B Ethernet

- Predetermined - Not Determined

ARINC 429 - Fixed ARINC 629 - Multitransmitter

1553B
Ethernet ARINC 429

- Transformer
- Transformer - Direct

ARINC 629

- Transformer

Access Method
1553B Ethernet - Time Division - CSMA/CD

ARINC 429
ARINC 629

- Fixed (Single Transmitter)

- CSMA/CA

1553B
Ethernet ARINC 429

- Master/Slave
- No Master - No Master

ARINC 629

- No Master

1553B

- 31(RT) + BM + BC

Ethernet
ARINC 429 ARINC 629

- 100 +
- 20 - 120

Though 1553B is used in various modern aircraft, it is recognised that buses operate in extremly severe environment like EMI from intersystem and intrasystem Lightning Electrostatic discharge High Altitude Electromagnetic pulse

Fiber-optic version of 1553B It also operates at the rate of 1Mbps It also have the same 20 bit word and three words such as command word, status word and data word stronger immunity to radiation-induced electromagnetic interference

Motivation of the STANAG 3910

Draft Created in Germany during 1987 Draft Submission on 1988 A Project EFA Bus was issued on 1989 Selected by the Euro fighter consortium in 1989

To meet the Demands of Avionics requirements

for Highly Sophisticated fighter aircraft Allow Evolution from MIL-STD-1553B Bus to Higher Speed Avionics Bus System Stay with a Deterministic Master/Slave Protocol

Low Risk approach to EF2000 Prototypes using

MIL-STD-1553B only

Data Rate
Word Length

1 Mbps (LS), 20Mbps (HS) 16 Bits 32 Word(LS), 4096 Word (HS) 32 Half - Duplex Command /Response

Message Length
Max No. of Stations Transmission Technique Access Protocol

 MIL-STD-1773 is same as the 1553B with Fiber-Optic Media

STANAG 3910 operates under the control of STANAG 3838 (1553)

The data rate in 1773 is 1Mbps The STANAG 3910 has 2 data rates 1 Mbps in 3838 20 Mbps in Optical bus

Controller Area Network (CAN) is the network Established among microcontrollers. CSMA/CA Protocol Two wire high speed network system which was firstly Established to overcome the problems (wire harness,Communication) faced in automobiles. Linked up to 2032 devices(assuming one node with one identifier) on a single network. CAN offers high speed communication up to 1Mbps, thus allowing real time control.

 Originally Ginabus (Gestion des Informations Numeriques Aeroportees Airborne Digital Data Management)
Designed jointly by Electronique Serge Dassault (ESD) and Avions Marcel Dassault- Breguet Aviation (AMD-BA) and SAGEM between 1973 and 76 Digibus is now standard for all branches of French Military is defined in the Specification GAM-T-101

Digibus operates at 1 Mbits /sec. Uses two twisted cable pairs shielded with two mesh screens, one cable pair conveys data and the other carries protocol messages. The protocol messages are similar to MIL-STD-1553.

Maximum bus length is 100meters. But active repeaters allow extension up to 300 meters plus subbus couplers that can be used to connect sub buses (each up to 100 meters long) on to the main bus.

 ON Board Data Handling networks

High Speed payloads SFODB is 1 Gbps, support real time and On Board Data handling requirement of Remote Sensing satellites

Highly reliable, fault tolerant, and capable of withstanding the rigors of launch and the harsh space environment.

Small size, light weight, and low power

Architecture Redundant, CrossStrapped Fiber Optic Ring with Passive Bypass Standard Protocol IEEE 1393-1999 Node Capacity 127 Transmit & Receive Nodes

In Space shuttles

Two commonly used data buses 1. Multiplex interface adapter(MIA)

2. Multiplex/demultiplexer data bus (MDM)

Command/response protocol 24 bit words(plus sync&parity) Same as to 1553 data bus in speed and biphase Manchester encoding Words are 24 bits long while in 1553 bits long 20

 Serial point to point communication Between space shuttle payload general support computer and various subsystems MDM interface consists of a serial data bus and three discretes (Message in, Message out and word) Discrete contains the timing , direction and No. of words on the serial data bus

 Serial data bus is bi-directional Discrete are driven by bus controller (the PGSC) and received by the remote Terminal Speed is 1 Mbps Words have 16 bits, messages upto 32 words

In Space Applications FASat-ALPHA(Chile) will carry an advanced OBDH system In this, Controller Area Network (CAN) bus is used to connect all processing nodes

 ROMER-a DANISH satellite, ACS will be implemented on an on-board connected to a CANBUS in order to communicate with sensors and actuators of the ACS. CANBUS network is used for connecting all components via an interface,within the body in TG-A launch vehicles.

 TAOS-Technology for Autonomous Operational survivability

In TAOS Satellite 1553 is used for intersatellite communications Two MIL-Std 1750A(Processor) are used for spacecraft control and payload operation

MIL-Std 1553 Data Buses are used for a common data link between all segments of U.S. laboratory Module, Russian Service Module and functional Cargo block, the European Columbus Orbital facility and the Japanese Experimental Modulej

In SWAS , NASAs UBMILLIMETER WAVE ASTRONOMY SATELLITE use 1553 data bus for On-Board Data Handling system In TRACE, NASA TRANSITION REGION AND CORNAL EXPLORER employ 1553 to connect subsystems.

 Microstar Satellite platform uses 1553 Or 1773 Buses for payload data interface To accommodate high level interfaces.

NASAs Goddard Space Flight Center use a common bus for several satellites Which is attained by 1553 and 1773 buses
Globstar system consider 1553 as a common reference design