1、raising standards worldwideNO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAWBSI Standards PublicationBS EN 4660-001:2011Aerospace series Modular and Open AvionicsArchitecturesPart 001: ArchitectureBS EN 4660-001:2011 BRITISH STANDARDNational forewordThis British Standard is the
2、UK implementation of EN 4660-001:2011.The UK participation in its preparation was entrusted to TechnicalCommittee ACE/6, Aerospace avionic electrical and fibre optictechnology.A list of organizations represented on this committee can beobtained on request to its secretary.This publication does not p
3、urport to include all the necessaryprovisions of a contract. Users are responsible for its correctapplication. BSI 2011ISBN 978 0 580 62441 4ICS 49.090Compliance with a British Standard cannot confer immunity fromlegal obligations.This British Standard was published under the authority of theStandar
4、ds Policy and Strategy Committee on 31 March 2011.Amendments issued since publicationDate Text affectedBS EN 4660-001:2011EUROPEAN STANDARD NORME EUROPENNE EUROPISCHE NORM EN 4660-001 February 2011 ICS 49.090 English Version Aerospace series - Modular and Open Avionics Architectures - Part 001: Arch
5、itecture Srie arospatiale - Architectures Avioniques Modulaires et Ouvertes - Partie 001: Architecture Luft- und Raumfahrt - Modulare und offene Avionikarchitekturen - Teil 001: Architektur This European Standard was approved by CEN on 26 June 2010. CEN members are bound to comply with the CEN/CENEL
6、EC Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or
7、 to any CEN member. This European Standard exists in three official versions (English, French, German). A version in any other language made by translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management Centre has the same status as the offi
8、cial versions. CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slo
9、vakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom. EUROPEAN COMMITTEE FOR STANDARDIZATION COMIT EUROPEN DE NORMALISATION EUROPISCHES KOMITEE FR NORMUNG Management Centre: Avenue Marnix 17, B-1000 Brussels 2011 CEN All rights of exploitation in any form and by any means reserved worldwid
10、e for CEN national Members. Ref. No. EN 4660-001:2011: EBS EN 4660-001:2011EN 4660-001:2011 (E) 2 Contents Page Foreword 40 Introduction 40.1 Purpose .50.2 Document Structure 61 Scope 72 Normative references 73 Terms, definitions and abbreviations 73.1 Terms and definitions .73.2 Abbreviations .83.3
11、 Definitions 94 IMA Drivers and Characteristics 94.1 Drivers .94.2 Introduction to IMA Concepts . 104.2.1 Non-IMA Systems . 104.2.2 Characteristics for an IMA System . 114.2.3 IMA System Design. 115 Requirements and the Architecture Standard . 135.1 Software Architecture 135.2 Common Functional Modu
12、le . 155.3 Communication / Network . 155.4 Packaging 166 Guidelines 166.1 System Management 176.2 Fault Management 176.3 System initialisation and shutdown 176.4 System Configuration / reconfiguration . 186.5 Time Management. 186.6 Security Aspects . 186.7 Safety . 19Annex A (informative) Power Dist
13、ribution Architecture . 20A.1 General Description 20A.2 The Double Conversion Architecture . 20A.3 The Line Replaceable Chamber 21BS EN 4660-001:2011EN 4660-001:2011 (E) 3 Table of Figures Page Figure 1 ASAAC Standard Documentation Hierarchy . 5 Figure 2 A Typical Federated Aircraft System 10 Figure
14、 3 IMA Core System 12 Figure 4 IMA System 12 Figure 5 An IMA System 13 Figure 6 Three Layer Software Architecture . 14 Figure A.1 Double Conversion Architecture . 20 Table of Tables Page Table 1 Architectural Characteristics 11 Table 2 Software Layer Independence 14 BS EN 4660-001:2011EN 4660-001:20
15、11 (E) 4 Foreword This document (EN 4660-001:2011) has been prepared by the Aerospace and Defence Industries Association of Europe - Standardization (ASD-STAN). After enquiries and votes carried out in accordance with the rules of this Association, this Standard has received the approval of the Nati
16、onal Associations and the Official Services of the member countries of ASD, prior to its presentation to CEN. This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by August 2011, and conflicting national
17、standards shall be withdrawn at the latest by August 2011. Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. CEN and/or CENELEC shall not be held responsible for identifying any or all such patent rights. According to the CEN/CENELE
18、C Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
19、 Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and the United Kingdom. BS EN 4660-001:2011EN 4660-001:2011 (E) 5 0 Introduction 0.1 Purpose This document was produced under the ASAAC Phase II Contract. The purpose of the ASAAC Progr
20、amme 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 to be applicable to both new aircraft and update p
21、rogrammes. 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 describe, using a top down approach, the Architecture o
22、verview 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 highlighted) Guidelines for System Issues System Manage
23、ment Fault Management Initialisation / Shutdown Configuration / Reconfiguration Time Management Security SafetyStandards for ArchitectureStandards for Common Functional ModulesStandards for Communications andNetworkStandards for PackagingStandards for SoftwareFigure 1 ASAAC Standard Documentation Hi
24、erarchy BS EN 4660-001:2011EN 4660-001:2011 (E) 6 0.2 Document Structure The document contains the following clauses: Clause 1, gives the scope of the document, Clause 2, identifies normative references, Clause 3, gives the terms, definitions and abbreviations, Clause 4, presents the set of architec
25、ture drivers and characteristics as well as an introduction to IMA, Clause 5, defines the architecture standard, and introduces the other standards, Clause 6, introduces the guidelines for implementing an IMA architecture, Annex A, presents the power supply architecture. BS EN 4660-001:2011EN 4660-0
26、01:2011 (E) 7 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 specified in separate standa
27、rds. 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 of this document. For dat
28、ed references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 4660-002, Aerospace series Modular and Open Avionics Architectures Part 002: Common Functional Modules EN 4660-003, Aerospace series Modular and
29、 Open Avionics Architectures Part 003: Communications/Network EN 4660-004, Aerospace series Modular and Open Avionics Architectures Part 004: Packaging EN 4660-005, Aerospace series Modular and Open Avionics Architectures Part 005: Software ASAAC2-GUI-32450-001-CPG Issue 01, Final Draft of Guideline
30、s for System Issues 1) Volume 1 System Management. Volume 2 Fault Management. Volume 3 Initialisation and Shutdown. Volume 4 Configuration / Reconfiguration. Volume 5 Time Management. Volume 6 Security. Volume 7 Safety. 3 Terms, definitions and abbreviations 3.1 Terms and definitions Use of “shall”,
31、 “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 by: Allied Standard Avionics Architecture Council. BS EN 4660-001:2011EN 4660-001:2011 (E) 8 The word SHOULD in the text expresses a recomm
32、endation or advice on implementing such a requirement of the standard. It is expected that such recommendations 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 st
33、andard. 3.2 Abbreviations A3 : Advanced Avionics Architectures AM : Application Management AL : Application 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
34、: Communication / Navigation / Identification COMSEC : Communication Security COTS : Commercial Off The 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
35、 GSM : Generic System Management HDD : Head-Down Display HUD : Head-Up Display HW : Hardware IED : Insertion / Extraction Device IF : Interface IFF : Identification Friend or Foe IMA : Integrated Modular Avionics LRC : Line Replaceable Chamber BS EN 4660-001:2011EN 4660-001:2011 (E) 9 LRM : Line Rep
36、laceable Module MMM : Mass Memory Module MOS : Module Support Layer / Operating System Layer Interface MPI : Module Physical Interface NSM : Network Support Module OS : Operating System PCM : Power Conversion Module PCU : Power Conversion Unit PSE : Power Supply Element SPM : Signal Processing Modul
37、e TD&T : Target Detection and Tracking TRANSEC : Transmission Security UAV : Unmanned Aerial Vehicle 3.3 Definitions 3.3.1 IMA System full system that is built from an IMA Core System and non-Core equipment 3.3.2 IMA Core System avionics system comprising one or a series of avionic racks containing
38、sets of standardised CFMs linked together by a unified communication network and executing reusable functional applications that are hardware independent, operating systems and system management software 3.3.3 Common Functional Modules (CFM) line replaceable items and provide an IMA Core System with
39、 a computational capability, network support capability and power conversion capability 3.3.4 Software Layered Architecture 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 indepe
40、ndence of these layers 3.3.5 System Management management of the resources and services of an IMA Core System during initialisation, 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:
41、 BS EN 4660-001:2011EN 4660-001:2011 (E) 10 Reduced Life Cycle Cost: A major objective is to reduce the accumulated costs over the life cycle of a system i.e. the development, acquisition and support costs. Improved Mission Performance: The system must be capable of fulfilling the missions and satis
42、fy all possible airborne platforms in terms of functionality, capability, reliability, accuracy, configurability and interoperability under the full scope of operating conditions. Improved Operational Performance: The goal adopted is that the system (aircraft) should achieve a combat capability of 1
43、50 flying hours or 30 days without maintenance, with an availability of at least 95 %. This goal far exceeds that achievable today and an 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
44、to IMA Concepts 4.2.1 Non-IMA Systems Non-IMA systems (e.g. federated systems) often comprise avionics units supplied by different equipment suppliers. These units invariably contain custom embedded computer systems in which the functional software is habitually bound to the hardware. It is not unco
45、mmon practice for these units to communicate via a number of different data busses, with perhaps two or three communication standards being the norm. Figure 2 depicts a simplified federated system architecture. S2S1 S2 S3 S4 S5S2S6S6S6S6Sn - Supplier numberData Bus Comms Standard AData Bus Comms Sta
46、ndard BData Bus Comms Standard CFigure 2 A Typical Federated Aircraft System It is widely accepted within the aerospace community that the consequences of continuing to develop aircraft along these lines are: frequent maintenance, low aircraft availability, low hardware and software re-use and large
47、 spares inventories - all of which contribute to higher costs for the initial production and the subsequent maintenance of avionics systems. Aircraft systems are becoming increasingly larger and more complex, driven as they are by current mission and operational requirements, while market availabili
48、ty of components is getting so short that systems are often becoming obsolete during their development. BS EN 4660-001:2011EN 4660-001:2011 (E) 11 4.2.2 Characteristics for an IMA System The first step in defining a solution to meet the drivers defined in 4.1 is to establish a suite of derived requi
49、rements or architecture characteristics that would collectively lend themselves to the main drivers being met. The key architectural characteristics (ultimately there are many) derived from the three main drivers are identified in Table 1. Table 1 Architectural Characteristics Architectural Characteristics MissionPerformance Operationalper
