Professional Documents
Culture Documents
Presented by
Jean-Bernard ITIER
STP Manager IMAP
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Why IMA?
Since the A300
Increasing
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Why IMA?
The Indirect Consequences
Every
system = 1 or more computers / controllers Every aircraft type = new computers Every computer =
Airframer development and management costs
Part number costs Documentation More wires More power More sources of unreliability Increased obsolescence risk
Airline impact
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Manufactured by
system supplier
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A330
A380
100
Concorde
A300B
A310
80 60 40 20
1970
1990
1995
2000 2005
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Why IMA?
The response
Integrated
Modular Avionics
Multiple systems applications executed on the same computer Data communications integrated onto a high speed multiplexed network
Modularity
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A set of standard non system specific computers Computers that can be configured to provide part of their resources to a particular system application
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What is IMA?
IMA Variations / Proprietary Solutions ?
Avionics
network
computers
Honeywell AIMS
Cabinet of cards
AIRBUS UK LTD. All rights reserved. Confidential and proprietary document.
Honeywell VIA
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What is IMA?
Cabinet of modules
Supply Modules, Gateways, Processing, IO Inter module communications backplane ARINC 653 Operating System Originally ARINC 629 Single supplier . for everything Boeing 777
ARTIST2 - Integrated Modular Avionics A380 Page 10
Power
What is IMA?
Card File
Semi open architecture third party hardware Processing, IO and gateway cards Proprietary DEOS Operating System Proprietary backplane Business and Regional Jets
Embraer,
Raytheon, Dornier
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What is IMA?
Independent Modules as LRU
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mid 80s the former Airbus partners have done research on IMA for their systems (PACTS, IDEE3, NEVADA, PAMELA, VICTORIA)
With the objective to merge different system design approaches and different procurement approaches
Closed loop control systems, data management and processing systems Safety critical and non safety critical Software only functions to full multi-domain systems like fuel Complete design in house, integration of components to fully outsourced
Therefore
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Be suitable for different types of systems (I/O needs / Performances / Safety ) Be suitable for a large number of systems and their suppliers to allow real competition Compartmentalised to allow parallel developments to be managed
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SW-11 SW-1
18+2FT 13+1FT
SW-19 SW-9
18+2FT
SW-12
SW-2
CDS L2 CDS L3
CDS R2
CDS R1 A B A B EEC1
EEC3
CABINET
display actuators
16+2FT
15+2FT
IOM6 IOM 8
CDAM
18+2FT
CPIOM-A2 CPIOM-A3
SW-16
18+2FT SW-17
SW-7
15+2FT
CPIOM-G2 CPIOM-G4
Federated architectures
AIRBUS UK LTD. All rights reserved. Confidential and proprietary document.
A629
sensors LRU sensors Multi-transmitter bus network
CPIOM-B2 CPIOM-B3
disp lay
LRUs
actuators
avionics communications network: the solution selected is AFDX (Avionics Full Duplex Ethernet), fully compatible with Ethernet network of Open World and based on common switch modules Modules, i.e. Core Processing & Input / Output Modules or CPIOM, Input/ Output Modules or IOM, ,...) for hosting of several applications and signal acquisition/transmission
Other systems or equip t
CPIOM
AIRBUS UK LTD. All rights reserved. Confidential and proprietary document.
SW SW applic applic
IOM
O/S
implement systems since it creates new dependencies between them, both from a technical and a process point of view.
This concept has been selected as the baseline for systems design on
Cockpit, Utility, Energy and Cabin domains and extended globally on all the domains.
ARTIST2 - Integrated Modular Avionics A380 Page 16
FCGC1
MON COM
MON
FCSC2
COM MON COM
SFCC2
MON
AFDX Network: 100 Mbits Redundant Network (A&B) with independent alimentation AFDX switches = 2 x 8 NB of ports (connections) possible on each switch (2024) MTBF of the switch is very high (100 000 hours expected) Up 80 AFDX subscriber
IOM
ADIRU1 EEC1 A FM1
S_1 _1
IOM
ADIRU2
Cockpit
ACR1 ATC1
Engines
L1 L2
C1 L3 C2 R3
R2 R1
ATC2 ACR2 opt
B EEC3 A A EEC4 B
FW2 FCDC2 AESU2 SCI
COM
EEC2 B
IOM
SCI
S_2 _1
ELM CBM SB24 HSM AIC? CDAM
S_2 _2
ELM CBM HSM SB24 AIC?
IOM
Fuel
MON
COM
AIRBUS UK LTD. All rights reserved. Confidential and proprietary document.
Energy
ext lights ctrl
LG,TP&BS
COM MON
Fuel&LG
IRDC
VSC
S_3 _1
PWCU
CIDS PESC
S_3 _2
IPCU
IRDC
SPDB
S_4 _1
Cabin
S_4 _2
DSMC3
SPDB
CPIOM-A-3&4 CPIOM-B3&4
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AFDX - Generality
Freedom of choice for data format (harmonized at aircraft level) Integration of LRU, IOM (Input Output Module) & CPIOM (Core Processing
Input Output Module)
LRU
Appli B
1 partition
IOM
Appli D
partition 3
LRU
Appli C
partition 2
E/S
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E/S ADCN
E/S E/S
Switching
QUADRAX Connectors
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Appli B
1 partition
1 2
E/S
Appli D Appli E
E/S
Appli C
partition 1
(RAM ; CPU)
partition 2
(RAM ; CPU)
1 2
E/S
one
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AFDX: Performances
Does AFDX sustain expected real time performance:
Yes:
real time performances were really challenging, both on the ES and the switch (ES wire speed reception ie 200 Mbits/s ; switch wire speed switching, with only bottleneck on output buffer).
% in the switch by definition (a configuration where the switch cannot guarantee that no frames are lost is not schedulable and thus not produced) Nevertheless frame may be lost due to Bit error rate (target 10-8) Failures
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Data base
Confcheck determinism OK Confgen Create configuration Loads
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Switches Datalaoding
ARTIST2 - Integrated Modular Avionics A380 Page 21
IMA developed before system > requirements mismatch Maturity of IMA components > impacts multiple systems Technical capability > impacts multiple systems
At
Many suppliers example Smiths, Honeywell, Rockwell Collins, Thales, Diehl, BAe Systems Front runner - Cabinet / rack + ARINC 629
Multiple system suppliers Scalable Multiple IMA suppliers including Airbus make policy for key technology System suppliers able to develop and integrate separately Minimise the management and co-ordination activities to be performed by Airbus focus on systems
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Energy
Electrical Load Management, Circuit Breaker Monitoring, ATA 24 BITE
Utility
Fuel Measurement & Management Braking, Steering, Extension/Retraction, Others (Tyre pressure, etc.)
Cabin
Bleed, Overheat Detection, Supplemental Cooling Cabin Pressure & Ventilation Control, Air Conditioning
ARTIST2 - Integrated Modular Avionics A380
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IMA Modules
8 different part numbers / 30 modules of
CPIOM per chipset developed by 2 suppliers AIRBUS (EYY): Thales Avionics, associated with Diehl Avionik System:
1 single part number of IOM called IOM-A All modules are ARINC600, 3 MCU box, around
4.2 kg, with 50 000 hours MTBF objectives
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Software Environment
ARINC
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Like Windows No direct access to I/O Internal process control services Health Monitoring services
Software largest NRC element of systems Production life = 20 years, Aircraft life = 50 years
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AVIONIC
AIRBUS API
A 653 Operating System Drivers Boot
AVIONIC
SNMP-MIB
IO SW BASIC SOFTWARE
Power Supply
PCI
AUDIO Flash
DSI / DSO
Interface
USB
DSI/DSO DGI
CPU Board
AFDX
IO_DSP Board
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To allow systems to be developed, tested and verified separately To allow system faults to be contained To allow new systems to be added post certification
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Health Monitors
I/O
Memory RAM
Processor Time
Health Monitors
AIRBUS UK LTD
I/O
Partition environment
ARTIST2 - Integrated Modular Avionics A380
Timing
Application 1
Application 3
Application 1 Application 3
Application 2
12.5 ms
Time
25 ms 5 ms 15 ms
AIRBUS UK LTD
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Timing
Application 1
Application 3
Application 1 Application 3
Application 2
12.5 ms
Time
25 ms 5 ms 15 ms
AIRBUS UK LTD
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Timing
partition is suspended
Application 2
Application 3
12.5 ms
Time
25 ms 5 ms 15 ms
AIRBUS UK LTD
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Memory
Segregated allocation to each application Configuration is linked to design I.e. application accesses only the memory
configured for it Violations detected and prevented by MMU
Application Software 1
MMU
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Module Configuration
AIRBUS UK LTD
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I/O
Application Software 2
Segregated allocation to
each system application Some shared input data e.g. ARINC 429 All access is through OS calls
Discretes
AIRBUS UK LTD
ARINC 429
AFDX
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independence
Systems of different DAL(A,B,C) level can be developed at their DAL level Systems can be integrated and tested to separately
Incremental
Qualification
IMA
must be configurable
Resources Time, Memory and I/O Implemented with Configuration Tables - loadable
Two
groups of tables:
Tables managed by Airbus have a global effect Tables managed by the Function Supplier only have a local partition
ARTIST2 - Integrated Modular Avionics A380 Page 35
of the module within a usage domain represented by the set of configuration parameter ranges Usage Domain
Represents guarantees on
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objective of the qualification approach is to give System Suppliers credit to be used as part of their system certification Based on credit
The function / system supplier takes credit from the qualification activities of Module Manager and Module Supplier Does not have to prove functionality, performance and behaviour of the module.
System Supplier Certification
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IMA Manager
Perform confidence testing on the Integrated Module Perform qualification activities for the module configuration
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on HBOSS again on HBOSS with instrumented code for structural coverage analysis then on TBOSS for target compatibility verification and for providing certification evidences
Additional
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unit tests may be identified to achieve all coverage objectives The whole process is automated to ease non-regression testing between HBOSS and TBOSS
HBOSS Software testing on host stations TBOSS Software testing on representative target BIL Function Verification on Real Module
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The future
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greater bandwidth solutions, low cost solutions greater integration All protocols supported
IMA
Cabinet, Card File ? all have advantages Faster processors Multi-processor inevitable New OS possibly, parallel for Open World New Fields buses technologies ?
AIRBUS UK LTD. All rights reserved. Confidential and proprietary document.
Tools
A330
A380
100
Concorde
A300B
A310
80 60 40
Future A/C
1975 1980 1985 1990 1995 2000 2005
20
1970
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AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. This document and all information contained herein is the sole property of AIRBUS S.A.S.. No intellectual property rights are granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS S.A.S. This document and its content shall not be used for any purpose other than that for which it is supplied. The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting grounds for these statements are not shown, AIRBUS S.A.S. will be pleased to explain the basis thereof. AIRBUS, its logo, A300, A310, A318, A319, A320, A321, A330, A340, A350, A380, A400M are registered trademarks.
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