ASD-STAN PREN 4660-001-2009 Aerospace series Modular and Open Avionics Architectures Part 001 Final Draft of Proposed Standards for Architecture (Edition P 1)《航空航天系列 模块和开放航空电子架构 第0.pdf

《ASD-STAN PREN 4660-001-2009 Aerospace series Modular and Open Avionics Architectures Part 001 Final Draft of Proposed Standards for Architecture (Edition P 1)《航空航天系列 模块和开放航空电子架构 第0.pdf》由会员分享，可在线阅读，更多相关《ASD-STAN PREN 4660-001-2009 Aerospace series Modular and Open Avionics Architectures Part 001 Final Draft of Proposed Standards for Architecture (Edition P 1)《航空航天系列 模块和开放航空电子架构 第0.pdf（20页珍藏版）》请在麦多课文档分享上搜索。

1、ASD STANDARD NORME ASD ASD NORM prEN 4660-001 Edition P 1 July 2009 PUBLISHED BY THE AEROSPACE AND DEFENCE INDUSTRIES ASSOCIATION OF EUROPE - STANDARDIZATIONAvenue de Tervuren, 270 - B-1150 Brussels - Tel. + 32 2 775 8126 - Fax. + 32 2 775 8131 - www.asd-stan.orgICS: Descriptors: ENGLISH VERSION Aer

2、ospace series Modular and Open Avionics Architectures Part 001: Final Draft of Proposed Standards for Architecture Srie arospatiale Architectures Avioniques Modulaires et Ouvertes Partie 001 : Proposition Finale des Standards pour lArchitecture Luft- und Raumfahrt Modulare und offene Avionikarchitek

3、turen Teil 001: Entgltiger Entwurf des Standards fr Architektur This “Aerospace Series“ Prestandard has been drawn up under the responsibility of ASD-STAN (The AeroSpace and Defence Industries Association of Europe - Standardization). It is published for the needs of the European Aerospace Industry.

4、 It has been technically approved by the experts of the concerned Domain following member comments. Subsequent to the publication of this Prestandard, the technical content shall not be changed to an extent that interchangeability is affected, physically or functionally, without re-identification of

5、 the standard. After examination and review by users and formal agreement of ASD-STAN, it will be submitted as a draft European Standard (prEN) to CEN (European Committee for Standardization) for formal vote and transformation to full European Standard (EN). The CEN national members have then to imp

6、lement the EN at national level by giving the EN the status of a national standard and by withdrawing any national standards conflicting with the EN. Edition approved for publication 31 July 2009 Comments should be sent within six months after the date of publication to ASD-STAN Engineering Procedur

7、es Domain Copyright 2009 by ASD-STAN prEN 4660-001:2009 (E) 2 Table of Contents Page Foreword3 0.1 Purpose.4 0.2 Document Structure 5 1 Scope 6 2 Normative references 6 3 Terms, definitions and abbreviations6 3.1 Terms and definitions .6 3.2 Abbreviations.7 3.3 Definitions 8 4 IMA Drivers and Charac

8、teristics 8 4.1 Drivers.8 4.2 Introduction to IMA Concepts 9 4.2.1 Non-IMA Systems 9 4.2.2 Characteristics for an IMA System . 10 4.2.3 IMA System Design 10 5 Requirements and the Architecture Standard. 12 5.1 Software Architecture 12 5.2 Common Functional Module . 14 5.3 Communication / Network . 1

9、4 5.4 Packaging 15 6 Guidelines 15 6.1 System Management 16 6.2 Fault Management 16 6.3 System initialisation and shutdown 16 6.4 System Configuration / reconfiguration. 17 6.5 Time Management. 17 6.6 Security Aspects. 17 6.7 Safety . 18 Annex A (informative) Power Distribution Architecture. 19 A.1

10、General Description 19 A.2 The Double Conversion Architecture . 19 A.3 The Line Replaceable Chamber 20 prEN 4660-001:2009 (E) 3 Table of Figures Page Figure 1 ASAAC Standard Documentation Hierarchy .4 Figure 2 A Typical Federated Aircraft System9 Figure 3 IMA Core System 11 Figure 4 IMA System11 Fig

11、ure 5 An IMA System12 Figure 6 Three Layer Software Architecture.13 Figure A.1 Double Conversion Architecture.19 Table of Tables Page Table 1 Architectural Characteristics 10 Table 2 Software Layer Independence 13 Foreword This standard was reviewed by the Domain Technical Coordinator of ASD-STANs E

12、ngineering Procedures Domain. After inquiries and votes carried out in accordance with the rules of ASD-STAN defined in ASD-STANs General Process Manual, this standard has received approval for Publication. prEN 4660-001:2009 (E) 4 0 Introduction 0.1 Purpose This document was produced under the ASAA

13、C Phase II Contract. The purpose of the ASAAC Programme is to define and validate a set of open architecture standards, concepts and guidelines for Advanced Avionics Architectures (A3) in order to meet the three main ASAAC drivers. The standards, concepts and guidelines produced by the Programme are

14、 to be applicable to both new aircraft and update programmes. The three main drivers for the ASAAC Programme are: Reduced life cycle costs, Improved mission performance, Improved operational performance. The Standards are organised as a set of documents including: A set of agreed standards that desc

15、ribe, using a top down approach, the Architecture overview to all interfaces required to implement the core within avionics systems, The guidelines for system implementation through application of the standards. The document hierarchy is given hereafter: (in this figure, the current document is high

16、lighted) Guidelines for System Issues System Management Fault Management Initialisation / Shutdown Configuration / Reconfiguration Time Management Security SafetyStandards for ArchitectureStandards for Common Functional ModulesStandards for Communications andNetworkStandards for PackagingStandards f

17、or SoftwareFigure 1 ASAAC Standard Documentation Hierarchy prEN 4660-001:2009 (E) 5 0.2 Document Structure The document contains the following sections: Section 1, gives the scope of the document, Section 2, identifies normative references, Section 3, gives the terms, definitions and abbreviations,

18、Section 4, presents the set of architecture drivers and characteristics as well as an introduction to IMA, Section 5, defines the architecture standard, and introduces the other standards, Section 6, introduces the guidelines for implementing an IMA architecture, Annex A, presents the power supply a

19、rchitecture. prEN 4660-001:2009 (E) 6 1 Scope The purpose of this standard is to establish uniform requirements for the architecture for Integrated Modular Avionic (IMA) systems as defined by the ASAAC Programme. The IMA architecture can be built by using common components. These components are spec

20、ified in separate standards. Ways of using these components are described in a set of guidelines. This document gives references to these Standards and Guidelines as well as a short introduction to IMA. 2 Normative references The following referenced documents are indispensable for the application o

21、f this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 4660-002, Modular and open Avionics Architectures Part 002: Final Draft of Proposed Standards for Common Functional Modu

22、les. 1)EN 4660-003, Modular and open Avionics Architectures Part 003: Final Draft of Proposed Standards for Communications/Network. 1)EN 4660-004, Modular and open Avionics Architectures Part 004: Final draft of Proposed Standards for Packaging. 1)EN 4660-005, Aerospace series Modular and open Avion

23、ics Architectures Part 005: Final Draft of Proposed Standards for Software. 1)ASAAC2-GUI-32450-001-CPG Issue 01, Final Draft of Guidelines for System Issues 2) Volume 1 System Management. Volume 2 Fault Management. Volume 3 Initialisation and Shutdown. Volume 4 Configuration / Reconfiguration. Volum

24、e 5 Time Management. Volume 6 Security. Volume 7 Safety. 3 Terms, definitions and abbreviations 3.1 Terms and definitions Use of “shall”, “should” and “may” within the standards observe the following rules: The word SHALL in the text expresses a mandatory requirement of the standard. 1) Published as

25、 ASD Prestandard at the date of publication of this standard. 2) Published by: Allied Standard Avionics Architecture Council. prEN 4660-001:2009 (E) 7 The word SHOULD in the text expresses a recommendation or advice on implementing such a requirement of the standard. It is expected that such recomme

26、ndations or advice will be followed unless good reasons are stated for not doing so. The word MAY in the text expresses a permissible practice or action. It does not express a requirement of the standard. 3.2 Abbreviations A3 : Advanced Avionics Architectures AM : Application Management AL : Applica

27、tion Layer APOS : Application Layer / Operating System Layer Interface ASAAC : Allied Standard Avionics Architecture Council BIT : Built-In Test BW : Band-Width CFM : Common Functional Modules CNI : Communication / Navigation / Identification COMSEC : Communication Security COTS : Commercial Off The

28、 Shelf CPU : Computer Processing Unit DC : Direct Current DPM : Data Processing Module EO : Electro-Optic EMI : Electro-Magnetic Interference EW : Electronic Warfare GPM : Graphic Processing Module GSM : Generic System Management HDD : Head-Down Display HUD : Head-Up Display HW : Hardware IED : Inse

29、rtion / Extraction Device IF : Interface IFF : Identification Friend or Foe prEN 4660-001:2009 (E) 8 IMA : Integrated Modular Avionics LRC : Line Replaceable Chamber LRM : Line Replaceable Module MMM : Mass Memory Module MOS : Module Support Layer / Operating System Layer Interface MPI : Module Phys

30、ical Interface NSM : Network Support Module OS : Operating System PCM : Power Conversion Module PCU : Power Conversion Unit PSE : Power Supply Element SPM : Signal Processing Module TD&T : Target Detection and Tracking TRANSEC : Transmission Security UAV : Unmanned Aerial Vehicle 3.3 Definitions IMA

31、 System is a full system that is built from an IMA Core System and non-Core equipment. IMA Core System is an avionics system comprising one or a series of avionic racks containing sets of standardised CFMs linked together by a unified communication network and executing reusable functional applicati

32、ons that are hardware independent, operating systems and system management software. Common Functional Modules (CFM) are line replaceable items and provide an IMA Core System with a computational capability, network support capability and power conversion capability. Software Layered Architecture is

33、 a common software model based on the concept of a layered software architecture. Within this model, the layers are separated by standardised interfaces in order to provide independence of these layers. System Management is the management of the resources and services of an IMA Core System during in

34、itialisation, all operational phases in flight and on ground, and system shutdown. 4 IMA Drivers and Characteristics 4.1 Drivers The three principle drivers for the architecture are: Reduced Life Cycle Cost: A major objective is to reduce the accumulated costs over the life cycle of a system i.e. th

35、e development, acquisition and support costs. prEN 4660-001:2009 (E) 9 Improved Mission Performance: The system must be capable of fulfilling the missions and satisfy all possible airborne platforms in terms of functionality, capability, reliability, accuracy, configurability and interoperability un

36、der the full scope of operating conditions. Improved Operational Performance: The goal adopted is that the system (aircraft) should achieve a combat capability of 150 flying hours or 30 days without maintenance, with an availability of at least 95 %. This goal far exceeds that achievable today and a

37、n IMA System will be required to exhibit fault tolerance so that it can survive the occurrence of faults with the required level of functionality. 4.2 Introduction to IMA Concepts 4.2.1 Non-IMA Systems Non-IMA systems (e.g. federated systems) often comprise avionics units supplied by different equip

38、ment suppliers. These units invariably contain custom embedded computer systems in which the functional software is habitually bound to the hardware. It is not uncommon practice for these units to communicate via a number of different data busses, with perhaps two or three communication standards be

39、ing the norm. Figure 2 depicts a simplified federated system architecture. S2S1 S2 S3 S4 S5S2S6S6S6S6Sn - Supplier numberData Bus Comms Standard AData Bus Comms Standard BData Bus Comms Standard CFigure 2 A Typical Federated Aircraft System It is widely accepted within the aerospace community that t

40、he consequences of continuing to develop aircraft along these lines are: frequent maintenance, low aircraft availability, low hardware and software re-use and large spares inventories - all of which contribute to higher costs for the initial production and the subsequent maintenance of avionics syst

41、ems. Aircraft systems are becoming increasingly larger and more complex, driven as they are by current mission and operational requirements, while market availability of components is getting so short that systems are often becoming obsolete during their development. prEN 4660-001:2009 (E) 10 4.2.2

42、Characteristics for an IMA System The first step in defining a solution to meet the drivers defined in section 4.1 is to establish a suite of derived requirements or architecture characteristics that would collectively lend themselves to the main drivers being met. The key architectural characterist

43、ics (ultimately there are many) derived from the three main drivers are identified in Table 1. Table 1 Architectural Characteristics Architectural Characteristics Mission Performance Operational performance Life Cycle Costs Define a small module set with wide applicability - 4 4 Design modules to be

44、 replaceable at 1stline - 4 4 Maximise interoperability and interchangeability of modules - 4 4 Adopt the use of an open system architecture - - 4 Maximise the use of commercial off-the-shelf technology - 4 4 Maximise technology transparency for both hardware and software components - - 4 Minimise i

45、mpact of Hardware & OS upgrades - - 4 Maximise software reuse & Portability - 4 4 Define comprehensive BIT and fault tolerance techniques to allow deferred maintenance 4 4 4 Provide support for a high degree of both functional and physical integration 4 - 4 Ensure growth capability with reduced re-c

46、ertification 4 - 4 4.2.3 IMA System Design Once the three high level drivers are translated into architectural characteristics, the next step is to define the scope of what these new standards, concepts and guidelines should be applicable to. The boundaries are drawn at the IMA Core System. The IMA

47、Core System can be defined as a set of one or more racks comprising a set of standardised modules from a limited set of module types communicating across a unified digital network. The IMA Core System processes inputs received from the platforms low and high bandwidth sensors and transmits its outpu

48、ts to the platforms low and high bandwidth effectors. Figure 3 shows an IMA Core System within a representative aircraft system. prEN 4660-001:2009 (E) 11 IMA Core System- Digital Processing- Comms NetworksLow BWSensors- Pilots Controls- MaintenancePanelHigh BWSensors- RADAR- EO- EWAircraftSources-

49、ClocksPower SupplySystemHigh BWEffectors- HUD- HDD- Radio- IFFLow BWEffectors- Pilots Controls- MaintenancePanelPlatformFigure 3 IMA Core System The IMA Core System can be viewed as a single entity comprising many integrated processing resources which can be used to construct any avionics system regardless of size and complexity. The concept of the IMA Core System is therefore equally applicable to smart missiles, UAVs, fast jets, large military aircraft. The digital