The Principles of Integrated Technology in Avionics Systems 0128166517, 9780128166512

Table of contents :
Cover
The Principles of Integrated Technology in Avionics Systems
Copyright
Preface
1. Background introduction
1.1 Introduction
1.1.1 The concept of avionics systems
1.1.1.1 The need of flight navigation
1.1.1.2 The need for air-ground communication
1.1.1.3 The need for flight display
1.1.1.4 Flight safety surveillance capability
1.1.1.5 Flight management capability
1.1.2 The tasks of avionics systems
1.1.2.1 Application mission and background
1.1.2.2 Application environment and scenarios
1.1.2.3 Application objectives and capabilities
1.1.2.4 Application organization and results
1.1.3 The capabilities of the avionics system
1.1.3.1 Process capability of the flight task application system activity
1.1.3.2 Organization capability of flight management task
1.1.3.3 Processing capability of flight operation task
1.2 The components of the avionics system
1.2.1 The requirements of flight task and capability organization
1.2.1.1 Situational capability oriented to the task scenario organization
1.2.1.2 Processing capability oriented to task service
1.2.1.3 The management capability oriented to the task scenario objectives
1.2.2 The organization mode of the avionics system
1.2.2.1 The first generation: separated avionics system
1.2.2.2 The second generation: federated avionics system
1.2.2.3 The third generation: integrated avionics system
1.2.2.4 The fourth generation: highly integrated avionics system
1.2.3 The modern organization mode of the avionics system
1.2.3.1 The task architecture construction of the avionics system oriented to the requirements of system applications
1.2.3.2 The functional architecture constructing of the avionics system oriented to the requirements of system organization
1.2.3.3 The technical architecture construction of the avionics system oriented to the requirements of system technology
1.3 The developmental direction of the avionics system integration
1.3.1 The integration orienting to the optimization of flight application organization
1.3.2 The integration oriented to the optimization of system function organization
1.3.3 The integration oriented to the optimization of equipment resources
1.4 Summary
1.4.1 Proposing the composition of the avionics system
1.4.2 Clarifying the requirements and organization of the flight application tasks
1.4.3 Briefly introducing the architectural features and development process of the avionics system
1.4.4 Introducing the development trend of the avionics system integration
References
2. The organization and architecture of the avionics system
2.1 The current organization architecture of the avionics system
2.1.1 Separated avionics system architecture
2.1.1.1 The application mode of the separated avionics system
2.1.1.2 The organization mode of the separated avionics system
2.1.1.3 The operation mode of the separated avionics system
2.1.2 Federated avionics system architecture
2.1.2.1 The application mode of the federated avionics system
2.1.2.2 The organization mode of the federated avionics system
2.1.2.3 The operation mode of the federation avionics system
2.1.3 The integrated modular avionics system architecture
2.1.3.1 The application mode of the integrated avionics system
2.1.3.2 The organization mode of integrated avionics system
2.1.3.3 The operation mode of the integrated avionics system
2.1.4 The distributed integrated modular avionics system architecture
2.1.4.1 The application mode of distributed integrated avionics system
2.1.4.2 The organization mode of DIMA integrated avionics system
2.1.4.3 The operation mode of DIMA integrated avionics system
2.2 The architecture of hierarchical avionics system
2.2.1 The system application requirements and task organization
2.2.1.1 Flight application plans
2.2.1.2 Flight application environment
2.2.1.3 Flight application tasks
2.2.2 The function organization required by system capability
2.2.2.1 The requirements of system functional objective requirements
2.2.2.2 The requirements of system function capabilities
2.2.2.3 The requirements of system functional performance
2.2.3 The system resource requirements and operation organization
2.2.3.1 The capability requirements of systemic physical resources
2.2.3.2 The operation requirements of the system physical resources
2.2.3.3 The performance requirements of the system physical resources
2.3 The organization mode of the hierarchical avionics system
2.3.1 Application task organization
2.3.1.1 The application requirement organization of the avionics system
2.3.1.1.1 Application mission and requirements
2.3.1.1.2 Application conditions and scenarios
2.3.1.1.3 Application environment and tasks
2.3.1.1.4 Application objectives and effect
2.3.1.2 The application environment organization of the avionics system
2.3.1.2.1 Application domain and scope
2.3.1.2.2 Application environment and capabilities
2.3.1.2.3 Application activities and conditions
2.3.1.2.4 Application mode and status
2.3.1.3 The application task organization of the avionics system
2.3.1.3.1 Requirements oriented to tasks
2.3.1.3.2 Capability oriented to the environment
2.3.1.3.3 Results oriented to the scenarios
2.3.1.3.4 Operation-oriented performance
2.3.2 System function organization
2.3.2.1 The function objective organization of the avionics system
2.3.2.1.1 Classification and scope of functions
2.3.2.1.2 Logic and results of functions
2.3.2.1.3 Conditions and constraints of functions
2.3.2.1.4 Results and capability of functions
2.3.2.2 The function capability organization of the avionics system
2.3.2.2.1 Discipline and field of functions
2.3.2.2.2 Logic and elements of functions
2.3.2.2.3 Conditions and constraints of functions
2.3.2.2.4 Results and capability of functions
2.3.2.3 The functional performance organization of the avionics system
2.3.2.3.1 Functional result performance
2.3.2.3.2 Functional processing performance
2.3.2.3.3 Functional element performance
2.3.2.3.4 Functional input performance
2.3.3 Physical equipment organization
2.3.3.1 The resource capability organization of the avionics system
2.3.3.1.1 Resource classification and scope
2.3.3.1.2 Operation mode and process
2.3.3.1.3 Resource status and capability
2.3.3.1.4 Operation results and performance
2.3.3.2 The resource operation organization of the avionics system
2.3.3.2.1 Operation classification and capability
2.3.3.2.2 Operation modes and conditions
2.3.3.2.3 Operation efficiency and quality
2.3.3.2.4 Operation results and performance
2.3.3.3 The validity organization of the avionics system
2.3.3.3.1 The validity of the capability organization
2.3.3.3.2 The validity of the process organization
2.3.3.3.3 The validity of the operation status
2.3.3.3.4 The validity of the output results
2.4 Summary
2.4.1 To establish the organization mode and content of the three-layer architecture of the avionics system
2.4.2 To discuss the typical architecture organization and characteristics of the avionics system
2.4.3 To establish the hierarchical organization of the avionics system
2.4.4 To establish the hierarchical organization content of the avionics system
References
3. The requirement organization of the avionics system
3.1 The characteristics and composition of systemic application tasks
3.1.1 The organization and requirements of flight applications
3.1.1.1 Flight mission and objectives
3.1.1.2 Division of flight phases
3.1.1.3 The flight scenario organization
3.1.1.4 Flight application tasks
3.1.1.5 The flight process functions
3.1.1.6 Flight organization management
3.1.2 The division and contents of flight phases
3.1.2.1 The flight planning phase
3.1.2.2 The takeoff taxiing phase
3.1.2.3 The takeoff climbing phase
3.1.2.4 Inland flight phase
3.1.2.5 The flight phase at ocean area
3.1.2.6 The descent phase
3.1.2.7 The approach phase
3.1.2.8 Landing and taxi (arrival) traffic management
3.1.3 The requirements and composition of flight tasks
3.1.3.1 Airport scene management
3.1.3.2 Low-visibility operation
3.1.3.3 Parallel runway operation management
3.1.3.4 Performance-based navigation
3.1.3.5 Time-based traffic management
3.1.3.6 Collaborative air traffic management
3.1.3.7 Flight interval surveillance management
3.1.3.8 Airborne traffic information system
3.2 The characteristics and composition of systemic functional capability
3.2.1 The requirements of organization of system functions
3.2.2 Organization of surface management function
3.2.2.1 The requirements of surface management operation functions
3.2.2.2 The requirements of surface management safety functions
3.2.2.3 The requirements of surface management situation awareness function
3.2.3 Organization of takeoff and climb functions
3.2.3.1 The requirements of takeoff and climb operation functions
3.2.3.2 The safety function requirements of flight climb
3.2.3.3 The requirements of takeoff and climb situational awareness functions
3.2.4 Organization of cruise flight functions
3.2.4.1 The requirements of route flight functions
3.2.4.2 The requirements of route flight safety functions
3.2.4.3 The requirements of route flight situational awareness functions
3.2.5 Organization of descent and approach functions
3.2.5.1 The requirements of descent approach operation functions
3.2.5.2 The requirements of descent and approach safety functions
3.2.5.3 Descent and approach situation awareness function requirements
3.3 The characteristics and composition of systemic resources capability
3.3.1 Organization of resource capability and resource type
3.3.1.1 Organization of the processor resource
3.3.1.2 Organization of collaborative processing
3.3.1.3 Organization of communication capability
3.3.1.4 Input/output management
3.3.2 Organization of resource operation and resource process
3.3.2.1 Organization of systemic resource type
3.3.2.2 Organization of systemic resource operation
3.3.2.3 Organization of systemic resource capability
3.3.3 Organization of resource effectiveness and resource management
3.3.3.1 Organization of time partitioning resource operation
3.3.3.2 Organization of spatial partitioning resource operation
3.3.3.3 Organization of functional distribution resource operation
3.4 Summary
3.4.1 Introduction of flight application task requirement organization
3.4.2 Establishment of system functional processing requirement organization
3.4.3 Establishment of equipment resource capability requirement organization
3.4.4 Establishment of an abstract organization model for system tasks, functions, and resources
References
4. Integrated technology for the application tasks of the avionics system
4.1 Organization and architecture of flight task
4.1.1 Requirements of flight plan
4.1.2 Organization of flight process
4.1.3 Management of flight operation
4.2 Identification and organization of flight scenario
4.2.1 Flight environment
4.2.1.1 Determining the flight plan
4.2.1.2 Determining the flight environment
4.2.1.3 Constructing the flight tasks
4.2.1.4 Providing flight services
4.2.2 Flight situation
4.2.2.1 Constructing the flight plan situation
4.2.2.2 Constructing the flight environment situation
4.2.2.3 Constructing the flight task situation
4.2.2.4 Providing flight situation services
4.2.3 Flight scenarios
4.2.3.1 Constructing the flight scenario situation
4.2.3.2 Building flight scenario ability
4.2.3.3 Defining flight scenario conditions
4.2.3.4 Determining flight scenario results
4.2.3.5 Providing flight scenario services
4.3 Flight task identification and organization
Establish current flight status
Flight process trend
Establish follow-up target-driven task
Establish flight scenario integration
4.3.1 Task awareness
4.3.1.1 Task awareness based on flight plan status
4.3.1.2 Task awareness based on flight environment conditions
4.3.1.3 Task awareness based on flight situation trends
4.3.1.4 Task awareness based on task context
4.3.2 Task identification
4.3.2.1 Task objectives and result requirements identification
4.3.2.2 Task content and processing mode identification
4.3.2.3 Task activity and act area identification
4.3.2.4 Task quality and operational performance identification
4.3.3 Task organization
4.3.3.1 Task objective organization
4.3.3.2 Task capability organization
4.3.3.3 Task environmental organization
4.3.3.4 Task management organization
4.4 Flight task operation and management
4.4.1 Current flight plan operation management
4.4.1.1 Requirement guidance mode based on current flight plan
4.4.1.2 Situational guidance mode based on current flight plan
4.4.1.3 Operation status guidance mode based on the current flight plan
4.4.2 Current flight environment operation management
4.4.2.1 Constraints condition mode based on current flight phase
4.4.2.2 Collaborative mode based on current flight traffic scenarios
4.4.2.3 Conditions driven mode based on current flight environment
4.4.3 Current flight task operation management
4.4.3.1 Status management mode based on the current flight task
4.4.3.2 Situation organization mode based on the current flight task
4.4.3.3 Condition organization mode based on the current flight task
4.4.3.4 Process organization mode based on the current flight task
4.5 System application task integration
4.5.1 Flight scenario organization integration
4.5.1.1 Build flight scenario action scope based on the flight environment
4.5.1.2 Determine the development trend of flight scenarios based on flight situation
4.5.1.3 Establish scenario integration field based on the situational action area
4.5.1.4 Determine the form of the scenario result based on the application requirements
4.5.2 Flight task organization and integration
4.5.2.1 Establish task organization requirements based on application scenarios
4.5.2.2 Determine the task operation objective based on the operating environment
4.5.2.3 Build task organization integration domain based on task capability
4.5.2.4 Establish integrated task result form based on the application target
4.5.3 Flight task operation management and integration
4.5.3.1 Build flight task organization requirement based on flight plan
4.5.3.2 Build flight task integrated area based on the flight environment
4.5.3.3 Build flight task operation integration based on flight status
4.5.3.4 Provide task operation results and status based on flight management integration
4.6 Summary
4.6.1 Establish flight application task organization
4.6.2 Establish flight situation organization and identification
4.6.3 Establish task awareness and identification
4.6.4 Establish task operation and management
4.6.5 Discuss system application task integration
References
5. Integrated technology of avionics system functional organization
5.1 System function platform and architecture organization
5.1.1 Functional organization oriented to discipline capability
5.1.2 Functional organization oriented to processing logic
5.1.3 Functional organization oriented to platform management
5.1.4 Functional integration for processing efficiency and quality
5.2 Organization of system functional discipline
5.2.1 Task target guidance mode
5.2.2 Task characteristic guidance mode
5.2.3 Task area guidance mode
5.3 Organization of system function logic
5.3.1 Information organization processing mode
5.3.2 Discipline organization processing mode
5.3.3 Platform organization processing mode
5.4 Function operation management
5.4.1 Task configuration mode
5.4.2 Function operation mode
5.4.3 Platform operation management
5.5 Functional integration organization
5.5.1 Functional discipline integration oriented to target task requirements
5.5.2 Functional logic integration oriented to functional processing requirements
5.5.3 Functional capabilities integration oriented to functional organization requirements
5.6 Summary
References
6. Integrated technology for physical resources of the avionics system
6.1 Physical resource capabilities and composition
6.1.1 Requirements of physical resource capability
6.1.2 Requirements of physical resources
6.1.2.1 Establish a resource organization mode for covering system application tasks
6.1.2.2 Establish a resource organization mode for supporting system function processing
6.1.2.3 Establish a resource organization mode for implementing system equipment operation
6.1.3 Requirements of physical resources integration
6.1.3.1 Computing resources integration oriented to general procedure
6.1.3.2 Computing resources integration oriented to dedicated mode
6.1.3.3 Resource integration oriented to dedicated physical mode
6.2 General computing and processing resources
6.2.1 General computing resource organization
6.2.2 General computing resource operation period
6.2.3 General computing resource operation mode
6.3 Dedicated computing and processing resources
6.3.1 Dedicated computing resource organization
6.3.2 Dedicated computing resource operating mode
6.3.3 Dedicated processing algorithm resource mode
6.4 Dedicated physical resources
6.4.1 Dedicated analog processing physical resources
6.4.2 Dedicated RF processing physical resources
6.4.3 Dedicated power supply organization physical resources
6.5 Resource organization and integration
6.5.1 Mechanism and ideas of physical integration
6.5.2 Integration of general computing resource
6.5.2.1 Independence between system resources and system hosted applications
6.5.2.2 Time-sharing of system resources
6.5.2.3 System resource partition protection
6.5.3 Integration of dedicated computing resource
6.5.3.1 The tightly coupled mode of dedicated computing resource type and discipline processing function domain
6.5.3.2 The seamless organization mode of dedicated computing resource operation and discipline processing algorithm
6.5.3.3 The tightly coupled mode of dedicated computing resource capability and system resource operation
6.5.4 Integration of dedicated physical operation resource
6.5.4.1 Sharing of the system external physical environment
6.5.4.2 Sharing of system communication capabilities and information environments
6.5.4.3 Sharing of system power supply environment
6.6 Summary
6.6.1 Establish system physical integration modes and domains
6.6.2 Establish general computing resource oriented organization mode and integration method
6.6.3 Establish dedicated computing resource oriented organization mode and integration method
6.6.4 Establish dedicated physical resource oriented organization mode and integration method
References
7. The integration of avionics system organization
7.1 Organization of system application, capability, and equipment
7.1.1 Flight application task organization
7.1.1.1 Flight application objective
7.1.1.2 Flight application environment
7.1.1.3 Flight application tasks
7.1.1.4 Flight application capability
7.1.2 System function capability organization
7.1.2.1 System capability organization
7.1.2.2 Discipline function organization
7.1.3 System physical equipment organization
7.1.3.1 Equipment capability organization
7.1.3.2 Operation process organization
7.2 Integration of system application task process
7.2.1 Application task architecture organization
7.2.2 Task generation and organization process
7.2.3 Organizations of task capabilities, activities, and behaviors
7.2.4 Organization and integration of tasks
7.3 Integration of system function processing
7.3.1 Organization of system function architecture
7.3.2 Function generation and organization process
7.3.3 Organization of functional capabilities, logic, and operations
7.3.4 Function organization and integration
7.4 Integration of system physical resource operation process
7.4.1 Organization of system physical architecture
7.4.2 Resource generation and organization process
7.4.3 Organization of resource capabilities, operations, and status
7.4.4 Resources organization and integration
7.5 System organization process and integration
7.5.1 System integration space and comprehensive task composition
7.5.2 Contents of system task integration, functional integration, and physical integration
7.5.3 Architecture of comprehensive technical classification and technical organization
7.5.3.1 Organization and architecture of system technology
7.5.3.2 Organization and architecture of discipline technology
7.5.3.3 Organization and architecture of equipment technology
7.6 Summary
7.6.1 Establish organization and integration mode of system application task
7.6.2 Establish organization and integration mode of system function processing
7.6.3 Establish organization and integration mode of system physical resource
7.6.4 Establish integrated technical organization architecture
References
8. The integrated architecture of typical avionics systems
8.1 Federated architecture system integration
8.1.1 Organization of operations based on equipment domain
8.1.1.1 Discipline equipment organization for application fields
8.1.1.2 Function processing organization for equipment discipline
8.1.1.3 Resource capability organization for function processing
8.1.2 Function requirements based on equipment capabilities
8.1.2.1 Function discipline requirements for independent equipment capabilities
8.1.2.2 Function quality requirements for independent equipment resource performance
8.1.2.3 Function operation requirements for independent equipment operating environments
8.1.3 Integration of function results based on system capabilities
8.1.3.1 System capability integration based on equipment discipline domain
8.1.3.2 System condition integration based on equipment environment organization
8.1.3.3 System result integration based on equipment function processing
8.2 IMA architecture system integration
8.2.1 IMA platform resource organization
8.2.1.1 Establish IMA platform resource capabilities for system-hosted functions
8.2.1.2 Establish an independent mode of IMA platform resources and hosted functions
8.2.1.3 Establish IMA system resource organization
8.2.2 IMA system organization architecture
8.2.2.1 General mode of resources and hosted functions
8.2.2.2 Resource time sharing usage and function partition protection
8.2.2.3 Hierarchical organization of application, function, and capability operation
8.2.3 IMA system integration mode
8.2.3.1 Establish resource integration based on IMA platform
8.2.3.2 Establish function integration based on IMA platform
8.2.3.3 Establish application task integration based on IMA system
8.3 DIMA architecture system integration
8.3.1 DIMA system virtual space
8.3.1.1 Virtual space of system application mode
8.3.1.2 Virtual space of system function processing
8.3.1.3 Organization mode of system virtual space
8.3.2 DIMA system physical space
8.3.2.1 The organization of distributed system capability of system physical space
8.3.2.2 The organization of distributed resource capability of system physical space
8.3.2.3 Excitation mode of system physical space
8.3.3 DIMA system integration
8.3.3.1 Distributed application task organization and integration oriented to task collaboration mode
8.3.3.2 Distributed system function organization and integration oriented to function complementary mode
8.3.3.3 Distributed system resource organization and integration oriented to resource sharing mode
8.4 Summary
8.4.1 Establish the integration mode and method of the federated architecture
8.4.2 Establish the integration mode and method of the IMA architecture
8.4.3 Establish the integration mode and method of the DIMA architecture
References
9. Testing and verification of the integrated avionics system
9.1 Testing and verification organization of system development process
9.1.1 Organization of system development and verification level
9.1.1.1 Objectives organization of the system development level
9.1.1.2 Process organization of the system development level
9.1.1.3 Verification organization of system development level
9.1.2 Organization and verification of system development process
9.1.2.1 Development process and domain organization of application level
9.1.2.2 Development process and subsystem organization of domain level
9.1.2.3 Development process and equipment component organization of subsystem level
9.1.3 Organization and verification of system integration process
9.1.3.1 Testing and verification of IMA platform capabilities integration
9.1.3.2 Testing and verification of IMA-hosted applications integration
9.1.3.3 Testing and verification of IMA system organization integration
9.2 Organization of testing and verification of system application integration
9.2.1 Testing and verification of flight scenarios integration
9.2.1.1 Test of flight scenario range effectiveness
9.2.1.2 Test of flight scenario development trend effectiveness
9.2.1.3 Test of flight scenario integrated field effectiveness
9.2.2 Testing and verification of flight mission integration
9.2.2.1 Effectiveness test of task awareness
9.2.2.2 Effectiveness test of task identification
9.2.2.3 Effectiveness test of task organization
9.2.3 Testing and verification of flight management integration
9.2.3.1 Effectiveness test of flight plan execution status management
9.2.3.2 Effectiveness test of flight situation environmental status management
9.2.3.3 Effectiveness test of flight mission operation status management
9.3 Organization of testing and verification of system function integration
9.3.1 Testing and verification of system function discipline integration
9.3.1.1 Effectiveness test of integration of task target guidance system function discipline ability
9.3.1.2 Effectiveness test of task property guidance system function processing integration
9.3.1.3 Effectiveness test of task area guidance system function scope integration
9.3.2 Testing and verification of system function unit integration
9.3.2.1 Effectiveness test of system function processing information fusion
9.3.2.2 Effectiveness test of system function processing logic integration
9.3.2.3 Effectiveness test of system function processing input integration
9.3.3 Testing and verification of system function process integration
9.3.3.1 Effectiveness test of system function process reuse
9.3.3.2 Effectiveness test of system function result inheritance
9.3.3.3 Effectiveness test of system function status combination
9.4 Organization of testing and verification of system physical integration
9.4.1 Testing and verification of equipment resource capabilities integration
9.4.1.1 Effectiveness test of equipment resource time sharing
9.4.1.2 Effectiveness test of equipment resource process reuse
9.4.1.3 Effectiveness test of equipment resource status management
9.4.2 Testing and verification of equipment-hosted application integration
9.4.2.1 Effectiveness test of equipment hosted application partition integration
9.4.2.2 Effectiveness test of equipment-hosted application interval integration
9.4.2.3 Effectiveness test of equipment general processing sharing and integration
9.4.3 Testing and verification of equipment operation management integration
9.4.3.1 Effectiveness test of equipment application operation management
9.4.3.2 Effectiveness test of equipment general processing management
9.4.3.3 Effectiveness test of equipment resource operation management
9.4.4 Summary
9.4.4.1 Description of testing and verification of the system development process based on the system development organizational ar ...
9.4.4.2 Discussion of the testing and verification of system application integration based on system flight application process
9.4.4.3 Discussion of the testing and verification of system function integration based on system function processing
9.4.4.4 Discussion of the testing and verification of system physical integration based on the operation process of system resources
References
Index
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Back Cover

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THE PRINCIPLES OF INTEGRATED TECHNOLOGY IN AVIONICS SYSTEMS GUOQING WANG Professor School of Aeronautics and Astronautics Shanghai Jiao Tong University

WENHAO ZHAO Master Candidate School of Aeronautics and Astronautics Shanghai Jiao Tong University

Academic Press is an imprint of Elsevier 125 London Wall, London EC2Y 5AS, United Kingdom 525 B Street, Suite 1650, San Diego, CA 92101, United States 50 Hampshire Street, 5th Floor, Cambridge, MA 02139, United States The Boulevard, Langford Lane, Kidlington, Oxford OX5 1GB, United Kingdom © 2020 Shanghai Jiao Tong University Press. Published by Elsevier Inc. All Rights Reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or any information storage and retrieval system, without permission in writing from the publisher. Details on how to seek permission, further information about the Publisher’s permissions policies and our arrangements with organizations such as the Copyright Clearance Center and the Copyright Licensing Agency, can be found at our website: www.elsevier.com/permissions. This book and the individual contributions contained in it are protected under copyright by the Publisher (other than as may be noted herein). Notices Knowledge and best practice in this field are constantly changing. As new research and experience broaden our understanding, changes in research methods, professional practices, or medical treatment may become necessary. Practitioners and researchers must always rely on their own experience and knowledge in evaluating and using any information, methods, compounds, or experiments described herein. In using such information or methods they should be mindful of their own safety and the safety of others, including parties for whom they have a professional responsibility. To the fullest extent of the law, neither the Publisher nor the authors, contributors, or editors, assume any liability for any injury and/or damage to persons or property as a matter of products liability, negligence or otherwise, or from any use or operation of any methods, products, instructions, or ideas contained in the material herein. Library of Congress Cataloging-in-Publication Data A catalog record for this book is available from the Library of Congress British Library Cataloguing-in-Publication Data A catalogue record for this book is available from the British Library ISBN: 978-0-12-816651-2 For information on all Academic Press publications visit our website at https://www.elsevier.com/books-and-journals Publisher: Matthew Deans Acquisition Editor: Glyn Jones Editorial Project Manager: Naomi Robertson Production Project Manager: Sruthi Satheesh Cover Designer: Christian Bilbow Typeset by TNQ Technologies

Preface effectiveness through multiple resources organization and integration of complex equipment types, which ultimately improves effectiveness, efficiency, and performance of the overall system. Avionics system integration technology focuses on the requirements of application objectives, system capabilities, and equipment process; considers the organization of application tasks, system functions, and equipment resources; takes advantage of system activity synthesis, process integration, information fusion, as well as resource sharing technology; it can achieve flight operation optimizationdenhancing the application target, expanding the effect scope, and improving operational effectiveness; it can achieve the system function process optimizationdenhancing system capabilities, expanding the process range, and improving the process efficiency; it also can realize the use of equipment resources optimizationdenhancing resource sharing, reusing the operation process, and improving the confidence of results, in order to ultimately achieve the goal of avionics systems integration. Targeting the architecture organization of avionics systems, this book proposes a topdown architecture organization of the avionics system, discusses the capability composition and organization of the system task architecture, system function architecture, and system physical architecture. For the integration technology of system application tasks, this book also explores the flight mission architecture, flight scenario

The integrated system represents an important direction for a new generation of avionics system development, which describes organization and operation integration of system applications, capabilities, and equipment. Integrated technology marks the core technique of avionics system integration, which is an approach to describe system objectives, process, and performance optimization. With the expanding scale of avionics systems, more system components, and increasingly complex system environment conditions, any single discipline, capability, or technology cannot cover the needs of application areas, operating environment, as well as the capabilities. It cannot support the goal, the scope of the activity area, and the room of performance of the system; neither can it provide the optimization process of system operation effectiveness, process efficiency, and validity of results. Therefore, the development of a new generation of avionics systems poses a strong demand for system integration. Avionics system integration represents a system organization and integration, which is oriented to system applications, functions, and devices. Its main purpose is to improve the operational capability and effectiveness of system application tasks through a multiple applications organization and integration of complex flight operation; to improve the performance and efficiency of the system function processing through multiple functions organization and integration of the complex system environment; and to enhance the system resource sharing and

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identification, task capability organization, task operation management, as well as the application tasks integration process. For the integration technology of system functions, this book discusses the system function architecture, function discipline composition, function logic organization, as well as the function process integration mode. For the integration technology of system physical resources, this book analyzes the general computing resource organization, dedicated computing resource organization, dedicated physical resource organization, as well as the equipment physical resources integration approach. Targeting the integration approaches of application tasks, system function, and physical resources, this book, from the perspective of the design process and operation process organization of the avionics system, introduces the organization process of system application tasks, system function capabilities, and equipment physical resources. It describes the generation process and operation process organization mode of system tasks, the generation process and operation process organization mode of system functions, the generation process and operation process organization mode of equipment resources, and it also discusses the integration approach based on the design generation process and the integration approach based on the operation organization process of avionics system. In view of the typical application architecture of current avionics system integration, this book systematically analyzes the organization and balance factors of typical system architecture; introduces the federation system architecture as well as the integration method of its resource organization, function process, and application operation; discusses the integrated modular avionics (IMA) system architecture as well as the integration approach of the IMA platform

resources, functions and applications; and also discusses the distributed integrated modular avionics (DIMA) system architecture, and the integration approach of DIMA virtual space applications and functions, as well as the integration approach of physical space resource capabilities and process. Finally, targeting the testing and verification of the avionics system integration, this book introduces the system development organization architecture and the comprehensive testing and verification organization, describes the composition of the system flight application process as well as the testing and verification organization of system applications integration, discusses the composition of system function process as well as the testing and verification organization of system function integration, and explores the composition of system resource operation process as well as the testing and verification organization of physical resource integration. The compilation of this book has been strongly supported by Dr. Gu Qingfan, Dr. Wu Jianmin, Dr. Wang Miao, Dr. Dong Haiyong, and other relevant researchers from China Aeronautics Radio Electronic Research Institute of Aviation Industry Corporation of China (AVIC). The book also is supported by the National Key Basic Research Program of China (Program 973) for “research of basic problems on the integrated avionics system for large civil aircrafts” and the National Science and Technology Academic Publication Fund. The integration of avionics systems is oriented to system design technology, with the characteristics of new concept, broad scope, as well as wide range, thus there are some parts in this book that might not be complete, systematic, or perfect, and there might also be some problems and defects; therefore, corrections and suggestions are highly appreciated.

Preface

Our gratitude also extends to research fellow Jin Dekun from the Science and Technology Commission of the Aviation Industry Corporation of China, Dr. Qian

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Fangzhen from the “Publication Program of Large Aircrafts” of Shanghai Jiaotong University Press, and research fellow Zhao Weishan for their support and help!

C H A P T E R

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Background introduction O U T L I N E 1.1 Introduction 2 1.1.1 The concept of avionics systems 4 1.1.1.1 The need of flight navigation 5 1.1.1.2 The need for air-ground communication 6 1.1.1.3 The need for flight display 6 1.1.1.4 Flight safety surveillance capability 7 1.1.1.5 Flight management capability 8 1.1.2 The tasks of avionics systems 8 1.1.2.1 Application mission and background 9 1.1.2.2 Application environment and scenarios 10 1.1.2.3 Application objectives and capabilities 11 1.1.2.4 Application organization and results 12 1.1.3 The capabilities of the avionics system 13 1.1.3.1 Process capability of the flight task application system activity 14

The Principles of Integrated Technology in Avionics Systems https://doi.org/10.1016/B978-0-12-816651-2.00001-0

1.1.3.2 Organization capability of flight management task 1.1.3.3 Processing capability of flight operation task

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1.2 The components of the avionics system 18 1.2.1 The requirements of flight task and capability organization 19 1.2.1.1 Situational capability oriented to the task scenario organization 19 1.2.1.2 Processing capability oriented to task service 20 1.2.1.3 The management capability oriented to the task scenario objectives 22 1.2.2 The organization mode of the avionics system 23 1.2.2.1 The first generation: separated avionics system 24 1.2.2.2 The second generation: federated avionics system 25

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© 2020 Shanghai Jiao Tong University Press. Published by Elsevier Inc. All rights reserved.

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1.2.2.3 The third generation: integrated avionics system 1.2.2.4 The fourth generation: highly integrated avionics system

1.2.3 The modern organization mode of the avionics system 1.2.3.1 The task architecture construction of the avionics system oriented to the requirements of system applications 1.2.3.2 The functional architecture constructing of the avionics system oriented to the requirements of system organization 1.2.3.3 The technical architecture construction of the avionics system oriented to the requirements of system technology

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1.3 The developmental direction of the avionics system integration 33 1.3.1 The integration orienting to the optimization of flight application organization 35 1.3.2 The integration oriented to the optimization of system function organization 36 1.3.3 The integration oriented to the optimization of equipment resources 37 1.4 Summary 1.4.1 Proposing the composition of the avionics system 1.4.2 Clarifying the requirements and organization of the flight application tasks 1.4.3 Briefly introducing the architectural features and development process of the avionics system 1.4.4 Introducing the development trend of the avionics system integration

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1.1 Introduction Avionics systems are composed of multiple applications, various functions, and diverse equipment, with typical complex systemic characteristics featuring multiobjective, multicapability, and multiprocess organization. The known complicated systems comprise a wide range of objects that differ in shape, content, capability, as well as behavior, which have some direct, indirect, and potential connections with other objects, and the capability, activity, as well as environment of one object will exert different levels of impact on the other objects. For complex systems, the way to recognize these different levels of effect, identify the correlations among them, solve problems and defects in the system, and increase the probability and effectiveness of achieving the desired goals has become the core area of the current research on complex systems.

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For the multiobjective, multicapability, and multiprocess features of complex systems, current research mainly focuses on two different thoughts: one is big data technology, and the other is the integration technology. Big data technology covers data collection, statistics, mining, reasoning, and cognition in the system operation process. On the basis of a large amount of data generated by the system operating environment, process, and status, it establishes activity patterns and data association; identifies the direct, indirect, and potential connections based on the above data; explores the inner relationship, weight, and influence; and also accumulates system capacity, knowledge as well as cognition by logic, condition, and status reasoning. In other words, big data technology is not a method that employs the forward analysis and solution thoughts of the logic but is an approach that analyzes the running data and reasons the relationship of the objects. Therefore, the main problems regarding big data technology are: the comprehensiveness of data coverage; composition of data and validity of range; validity and accuracy of the associated data; validity of the reasoning-based knowledge library; and validity of knowledge mining cognition. This integration technology is a top-down forward design technology for system organization and design. In other words, it targets the complex capability, activities, and environment of the objects; constructs applications, tasks, and purposes of systemic integration; builds capability, functions, and process of the systemic integration; establishes resources, operation, and running of the systemic integration; as well as meets the expected goals of the system. For complex systems, problems of lack of knowledge, recognition, and consideration do exist in the current forward organization and design process. However, with the continuous improvement of recognition, and the enhancement of the information environment organization and processing capability, the system organization will become more comprehensive, system processing will be deeper, and the results of the system will be more accurate. Especially with the rapid development and popularization of artificial intelligence technology, organization, processing, and reasoning of these complex systems will be more precise, which can greatly reduce the uncertainty of the factors of complex system integration and also effectively improve the validity of the results of the integration systems. The avionics system is composed of task organizations, functional organizations, and complex equipment related to the flight environment. There are different flight tasks and purposes in different categories of flight environment; likewise, there are different processing logic and qualities in different system functions, and there are different operation modes and performances in different equipment capabilities. For avionics systems, the way to organize the flight tasks to realize the flight purposes and effectiveness, the way to organize system functions to improve system capability and efficiency, as well as the way to organize the equipment capabilities so as to improve the rate and effectiveness of resources utilization, requires a high level of system integration technology. The avionics system is divided into three levels: (1) the avionics system is an aircraft flight organization and management system, which is based on the flight plan, considering airspace management, targeting the meteorological environment, relying on infrastructure, by means of air-to-ground collaboration, achieving safe, effective, and efficient flight; (2) the avionics system is the capability organization center of the aircraft system, which provides capabilities of flight route guidance, traffic situation awareness, flight task identification, flight organization decision, flight safety surveillance, flight capability assurance, flight information

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management, etc.; (3) the avionics system is an aircraft equipment organization and management platform that meets the needs of hosted applications, and requirements of the organization running modes, logical processing capabilities, operation process efficiency, working conditions, capability status management, as well as validity of the result status, etc. Avionics system integration represents the system organization and integration, which is oriented to system applications, functions, and equipment. Its main purpose is to improve the operational capability and effectiveness of system applications through a multiple applications organization and integration of complex flight operation; to improve the performance and efficiency of the system function processing through multiple functions organization and integration of the complex system environment; to enhance the system resource sharing and effectiveness through multiple resources organization and integration of complex equipment types; which ultimately improves effectiveness, efficiency, and performance of the overall system. Oriented to the needs of system application objectives, system capabilities, and the equipment operations, avionics system integration technology consults the organization of application tasks, system functions, and equipment resource, and takes the means of system integration technology of activity integration, process integration, information fusion, as well as resource sharing. Finally, it can achieve flight process optimizationdenhancing the application objectives, expanding the effect scope, and improving operational efficiency; and it achieves the optimization of system functional processingdenhancing system capabilities, expanding the processing range, and improving the processing efficiency; and it optimizes the use of equipment resourcesdenhancing resource sharing, reusing the operation process, and improving the confidence of results. Ultimately, it achieves the goal of avionics systems integration.

1.1.1 The concept of avionics systems Initially, avionics refers to a subject that applies electronic technology in the field of aeronautics (mainly aircraft). With the development of electronic technology, especially digital electronic technology, information technology, as well as computer technology, the role and capability of avionics are no longer confined to the realization and promotion of the original instrumental capability of the aircraft. Instead, oriented to the overall flight capability and its organization, it forms the flight capability organization and realization, flight process guidance and control, as well as aircraft condition surveillance and management. Avionics systems have transformed from providing aircraft capability support to task organization and management. Therefore, the current avionics are generally referred to as avionics systems. As related technologies develop, electronic technology and computer technology are deeply involved in the capability and realization process of the aircraft body and the engine. For instance, deformation control of the aircraft and monitoring of engine fuel injection have gone beyond the scope of the flight task system. Currently, some literary works refer to any field and activity capabilities relating to the aircraft electronic systems as the avionics system, but most of the works consider the avionics system as the flight task system itself. This book mainly defines avionics as referring to the flight task-oriented organization and management.

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Currently, avionics systems have become an important part of the aircraft. The aircraft is composed of three parts: airframe, engine, and the airborne system. The airframe provides the delivery platform, the engine offers flight power, and the avionics system provides organization, operation, and management capabilities for flight tasks. Avionics systems refers to equipment and systems that support aircraft flight and task management on the basis of electronic, information and computer technology capabilities. Aircraft flight process organization is based on the predetermined task: the flight plan, according to the flight navigation mode; flight guidance, based on the traffic environment of the flight; flight surveillance, considering the current status of the flight; flight management, by means of decision-making through the flight process; and air-ground collaboration, to achieve the planned, safe, and efficient flight. Early avionics systems were mainly based on the organization and expansion of the capabilities of pilots, including establishing a flight management system to enhance flight decision-making capability; establishing voice communication to expand flight air-ground communication capacity; establishing a display system to enhance pilots’ flight observation capabilities; and establishing a navigation system to improve pilots’ judicial capability. As the technology of avionics systems continues to evolve and develop, aircraft applications and task execution have gradually shifted from the capabilities of humans, equipment, and aircrafts to avionics systems. Avionics systems have established flight organizations that effectively enhance flight functions and capabilities, improve flight performance and quality, and enable flight applications and tasks by means of interacting with pilots and systematically organizing flight plans, guidance, surveillance, as well as management processes. The core capabilities of the flight process include flight organization, operation, control, and management. During the flight process, pilots determine different flight process organizations according to different tasks; determine different flight operations according to different aircraft capabilities; determine different flight controls according to different flight environments; and also determine different flight management approaches according to different flight status. According to the needs of aircraft flight process and with the continuous improvement of the current technology, the avionics system can effectively enhance the capability of flight application organization, the function organization of the flight system, and the resource operation capability of airborne equipment, and realize capability development, performance improvement, as well as efficiency enhancement during the flight process. The first avionics systems focused on the pilots’ needs for driving the aircraft, so as to provide the basic functional requirements needed during the flight process and help pilots complete the flight organization, operation, and management. It mainly included the following aspects: 1.1.1.1 The need of flight navigation The need of flight navigation is to provide navigation capability for the flight process of the aircraft. Aircraft navigation capability represents the foremost capability during the flight process. In the early phase, aircraft did not have navigation equipment, thus pilots relied on their visual capabilities for flight navigation. With advances in technology, the very high frequency omni-directional range (VOR), long-range Loran-C navigation system, and instrument landing system have effectively improved aircraft navigation capabilities. As the

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avionics systems continue to evolve, navigation capabilities have developed from a single indicator instrument into a navigation mode with a variety of navigation principles and mechanisms. The basic requirement for navigation is to get the real-time and accurate three-dimensional position and six-degree-of-freedom navigation capability with threedimensional attitude. The navigation function provides the aircraft’s position in the polar coordinate system, the Cartesian coordinate system, and the geographic coordinate system, the heading and orientation of the aircraft, the altitude of the aircraft, as well as data update rates that meet the requirements of the flight system in the process of departure, climbing, cruising, descending, approaching, and landing. Navigation performance applications determine the accuracy of flight navigation capability, availability, and reliability, coverage, information update rates, and system integrity. 1.1.1.2 The need for air-ground communication Air-ground communication provides aircraft with flight command transmission, flight status interaction, and flight decision management capabilities. Aircraft communication capability is an important means of voice communication and information exchange between pilots and ground air traffic control (ATC), command centers, maintenance centers, or other stakeholders during flight. In the early avionics systems, radio stations were set up to support pilot and airport communication with voice, enabling pilots and command centers (or airports) to understand each other’s conditions, mastering the dynamic changes in air and ground, coordinating their intentions, and implementing collaborative management during the whole flight process. As avionics technology advances, development of data communication technology and construction of data links has resulted in the formation of information organization and information sharing between the aircraft and command centers, effectively enhancing the aircraft’s flight process management capabilities. Especially with the development of satellite communication technology, the capability of flight process surveillance and management has been improved. The communication capability is mainly based on radio technology, targeting different communication requirements (air-air, air-ground, space-earth, satellite), in accordance with different communication modes and characteristics (call, data, information, and network), determining different communication frequencies and mechanisms (Ls, S, C, X), supporting different communications needs and capabilities (narrowband, broadband, satellite communications, Wi-Fi), and providing different communication services (environment, situation, function, task). 1.1.1.3 The need for flight display Flight display provides pilots with the capability of displaying the flight environment. Aircraft display capability is an organization of aircraft flight information collection, which is a platform for pilots to interact with the aircraft and the outside world, and also a management center for pilots’ command. Within the management of the flight task system, the display system forms the perception of flight process status and environmental situation through information acquisition, organization, and fusion; supports pilots’ task organization and decision-making; and realizes the surveillance and management of the flight process. The display system has a broad range of links with other aircraft systems. Display systems can

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establish the effective convergence of flight information; establish a variety of pilot interactions (such as screen touch, voice commands, cursor controller, multifunction keys, etc.), to realize the pilot-aircraft interactive mode; and receive flight task data, parameters, and status information, so as to achieve the integrated information processing of video, image, auditory, voice, touch, manual control, etc., forming graphics, images, and video display during the flight process, and providing pilots with the capabilities of situational awareness, flight control, flight guidance, task organization, and system management. Display capability employs the primary flight display as a platform for flight process control and guidance so that the aircraft can obtain information about the environment inside and outside of the aircraft, and provide pilots with flight attitude and parameters, as well as support for interaction between pilots and the aircraft. The multifunction display is used as the display and management of aircraft self-status, such as the engine and electromechanical equipment, providing pilots with the current status information of the aircraft, supporting aircraft status management and flight decision-making. The head-up display is used as the pilot’s real-time visual situation integrated display to enhance the pilot’s perception of the external scene. The cursor controller, multifunction keypad, and other control panels are used to support the pilot’s capability to interactively select, control, and collaborate. 1.1.1.4 Flight safety surveillance capability Flight safety surveillance capability provides pilots and air controllers with monitoring and alerts of environmental conditions and threats during the flight. First, the capability of aircraft surveillance is to surveil and evaluate the weather during the flight. Due to the complex environment of flight, different meteorological conditions have different effects on flight safety. In particular, turbulence and low-altitude wind shear have a significant effect on flight safety. During the flight, targeting the different airspace density and traffic environment, aircraft collision also represents a critical factor that affects the safety of the aircraft. Especially in busy transport airports, the probability of terminal collision goes up directly due to density increase of terminal airspace and shortening of the safety isolation distance. During landing, ground collisions are happening with increasing frequency. Especially in the approach process with low visibility and low altitude, as well as in takeoff and landing with parallel runways, aircraft collisions is more of a flight safety issue. Therefore, it is important to build sophisticated system surveillance capability to enhance the pilot’s perception of the complex situation and provide advance conflict detection, hazard prediction, as well as hazard degree. During the flight, targeting the complex meteorological conditions, the meteorological surveillance uses weather radar, especially targeting the weather conditions of turbulence and low-altitude wind shear, adopting a mechanism-based countermeasure that suppresses the clutter within the linear dynamic range of the radar receiver, to detect turbulence as well as low-altitude wind shear danger zones and degrees. The aircraft surveillance system also employs the Traffic Collision Avoidance System for the flight process, particularly by means of Automatic Dependent Surveillance-Broadcast (ADS-B) In and ADS-B Out technologies, providing real-time report of aircraft positions, supporting flight path prediction and providing airborne collision avoidance alerts. The Terrain Awareness and Warning System is adopted by means of its own global airport location database and terrain profile database to achieve the terrain-aware alarm during approaching and landing.

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1.1.1.5 Flight management capability Flight management capability enables pilots to organize and manage their flight processes. Flight management capability is to improve the flight quality of the aircraft, enhance flight safety, reduce the burden on pilots, and improve flight operation efficiency through automatic techniques. Early flight autopilots were used to assist pilots’ capabilities for supporting the aircraft’s level flight. With the development of electronic technology, especially the computer technology, the flight control computer enables the automatic control of the aircraft come true, including level flight, turning, and lifting, thrust control computer adjusts the power of aircraft turning and lifting automatically, and the navigation computer realizes automatic positioning and track calculation, and all these technologies enable the aircraft to achieve full-time flight management capability. From the perspective of planning, flight management capability supports the aircraft flight process operating mode, and through the cockpit display system-based capability to achieve the approaches of aircraft flight planning, organize and coordinate the functions and roles of the other aircraft systems, and achieve task-wide flight automation throughout flight control and management. From the perspective of management, flight management capability integrates navigation, guidance, control, and display capabilities, enhances flight safety, improves flight quality, saves fuel, and improves operational efficiency through capacity-based optimization and integration. From the perspective of implementation, flight management capability, as the organizer and manager of the avionics system, constructs a combined navigation mode with higher navigation accuracy, high reliability and fault tolerance, and supports the two-person pilot management mode, while reducing the pilot’s burden. Flight management function provides flight plan management to support fueling requirements prior to flight, surveillance, modification and coordination of alternative plans during in flight, including routes, segments, Standard Instrument Departure, Standard Terminal Arrival Routes, go-around procedures and spare airports, so as to form the entire flight process organization; flight management function uses Very High-Frequency Omni-Directional Range, range finders, TACAN, radio beacons, etc., to support the traditional navigation mode; a new generation of flight management function employs Global Navigation Satellite System (GNSS), Wide Area Augmentation System (WAAS), Satellite Based Augmentation System, Local Area Augmentation System (LAAS) combined navigation capabilities, Ground Based Regional Augmentation System (GBAS), Area Navigation (RNAV), and Required Navigation Performance (RNP) to improve the shortest distance (yaw distance and yaw deviation) between the aircraft’s current position and the planned flight path. Flight management function provides flight performance management, supports horizontal navigation and guidance, vertical navigation and guidance, climb speed, climb thrust, cruise process, and descent process with the changes of the center of gravity, crosswind, temperature, fuel parameters, and conducts the whole-flight process management by means of cross-linking with the aircraft engine and autopilot system.

1.1.2 The tasks of avionics systems Avionics system is the task platform of the aircraft application. The task of aircraft applications represents a targeted, planned, and organized flight process and activity organization

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that is based on the mission of the aircraft, the needs of the flight, and in accordance with the conditions of the environment. Flight task system refers to the realization of the integrated organization and management of the target, capability, process, and status of the application task system, targeting the needs, environment, and scope of the application task, and considering organization, management, and control of application task capability. Oriented to the requirements of aircraft application, avionics system application task considers the application environment, establishes application objectives, clarifies the organization, and determines the application results. Therefore, the task of the avionics system is composed of the mission, background, environment, scenario, objective, capability, organization, and results of the application. Any organization and establishment of the task are based on the mission and background needs of the system application. In other words, the mission and background of system application are based on different environments and scenarios, which have different objectives and capabilities. Different objectives and capabilities can result in different organizational models and results. Therefore, the avionics system, as an application task platform of the aircraft, must establish and clarify the mission of the aircraft, determine the relevant application environment and scenarios, construct the supporting application objectives and tasks, and form the corresponding organizations and results. 1.1.2.1 Application mission and background Application mission and background are the foundation of the organizations of task application of aircraft flight. Different aircraft have different missions, different application expectations, and different flight requirements, so as to form different mission objectives, define the organization of mission process, and form the requirements of mission capacity. This is what we use to define the application of the mission and background. There are different types of aircraft, such as the wide-body long-range transport aircraft, the narrow-body regional transport aircraft, the general aircraft, the all-weather transport helicopters, and special aircraft. As different types of aircraft have different flight missions and backgrounds, they form their own independent operating modes and capabilities. For example, a wide-body aircraft is a long-haul passenger transport aircraft. Its main operating modes and objectives are: (1) long ranges, supporting more than 14,000 km in length, transoceanic flight across different airspace management areas; (2) high yield, focusing on operational costs and benefits, expecting high returns per single person/single seat/flight hour; (3) high dispatch rates, can fly in most weather conditions, supporting low visibility takeoff and landing, requiring low logistical support and maintenance; (4) high airspace resource utilization, supporting high-density airspace, large high-density airports, and the parallel runways; (5) high flight efficiency, based on track, supporting continuous climbing, continuous landing, and continuous cruise; (6) high safety, can manage the traffic airspace situation, flight route conflict, with minimum flight isolation and flight interval; and (7) high comfort, supporting office on board, broadband communications, providing passenger adaptive entertainment and the like. Based on its mission and background, wide-body aircraft work according to the flight phases (taxiing, takeoff, climb, etc.), considering the various phases of environmental requirements (e.g., air traffic management, airport departure, and port entry management), to identify different tasks, support International Civil Aviation Organization (ICAO) rules and requirements, optimize flight process organization, meet the missions and requirements of

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being safer, reducing delays, saving fuel, saving time, being more punctual, being more environmentally friendly, and reducing emissions. Aircraft mission defines the application organization of each phase of the flight, clarifies the application tasks of each phase, forms the requirements of application tasks, and determines the mission objectives of the aircraft through the integration of all application tasks in the entire flight. After the objective of the aircraft mission is defined, it is decomposed into smaller objectives of every phase of the entire flight. The aircraft in each phase of the flight mode constructs the objective organization within its phase, in accordance with air traffic control or airport interactive mode, and considering the aircraft’s own capability. Aiming at the identified objective organizations of every phase, the aircraft coordinates the requirements of air traffic control or the airport, considers the functions of the aircraft, and constructs the task organization of the corresponding phase. The application mission is based on different application objectives, considering different application environments, in accordance with different application objects, organizing and establishing the requirements that meet the needs of the mission and background of aircraft applications. Flight capability, efficiency, cost, safety, and comfort are mainly organized by three related stakeholder groups: aircraft manufacturers, air traffic management bureau, and airlines. Flight manufacturers are aircraft developers and manufacturers who manufacture flight platforms and systems that are based on the mission and background requirements of the flight, and provide the capability to meet flight objectives, conditions, and benefits, so as to meet the needs of flight process, efficiency, and safety capabilities. The air traffic management bureau represents the flight organization and airspace management authority. Based on the mission and background requirements of the flight, and the requirements of the flight procedures approved by ICAO and their respective governments, the air traffic management bureau considers the current airspace and airport facility capabilities (airport runways, satellite navigation, communications link, etc.), targeting the flight airspace meteorological conditions, and provides flight process organization and flow management to meet the requirements of airspace utilization, flight efficiency, and safety. The airline organizes the flight plan and objective, and also the gainers or losers of benefits. According to the requirements of flight mission and background, the types and capabilities of the aircrafts purchased, and the determined flight routes, an airline applies for flight plans to the air traffic management bureau, provides pilots with economic flight procedures and process requirements, as well as meets the collaboration and capacity needs of the flight process. 1.1.2.2 Application environment and scenarios Application environment and scenarios are requirements and organizations of a flight task system. Targeting the mission requirements of the aircraft, in accordance with the composition of the entire flight process, the organization needs of the flight task can be determined according to the characteristics and requirements of different phases of flight. However, due to the complexity of the environment of the entire flight task, the strict requirement of real-time response, a great many capabilities of needs are involved, thus how to establish the relevant task organization that can meet the flight application environment has always been a challenge for the flight task organization. With the development of system environment and scenario simulation technology, the flight task organization based on the flight application scenario has become an important research direction of the current task

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organization and design. As a result, analyzing and constructing the application environment and scenarios of the aircraft marks one of the key technologies in the design of the task system. All tasks of the aircraft can be achieved through the design of the environment and the scenario for the flight. In other words, the flight environment of aircraft is determined according to different phases and their objectives, respectively. The flight environment mainly includes: (1) objective of the phase, such as taxiing, takeoff, cruise, landing, approach, etc.; (2) the capability conditions, such as low visibility, weather conditions, approach landing, minimum flight interval, etc.; (3) the management requirements, such as flight rules, collaborative organization, precision navigation, flight guidance, etc.; (4) the performance organization, such as safety, consistency, availability, and maintainability; (5) the aircraft capabilities, such as detection capabilities, communication capabilities, surveillance capabilities, and guidance capabilities. The scenario of aircraft applications is a design approach for task system facing to complex systems. In view of the complex system composition, due to the existence of complex dynamic environment, multiobjective participation carriers with independent capability, nonlogical organization mode, nonlinear processing, the activities and organizations of system tasks are difficult to establish with relevant analytical mathematical expressions. Therefore, according to the characteristics, objectives, and processing environment of different phases, the task scenarios are set up orienting to discipline organizations, such as the airport scene management scenario during the takeoff phase and climbing phase. The airport scene management scenario during the takeoff phase includes the aircraft, airport, air traffic control and collaborative planning management, aircraft runway track management, aircraft positioning and minimum separation, and integrated scene view management; the airport scene management scenario during the climbing phase includes 4D track surveillance and management, airspace traffic and situational management, route guidance management, minimum interval management, etc. The aircraft applications define the scenario organization of the entire task on the basis of the current environment and the phase objective during flight. The aircraft application scenario systematically describes the current task organization of the flight, determines the background of the task environment, clarifies the task activity mode, ensures the unification of the results of the task activity organization and the aircraft phase, and lays the foundation for the flight task system. 1.1.2.3 Application objectives and capabilities Application objectives and capabilities represent the safety of the capabilities of the task system. Targeting the scenario need in the phase, the task system establishes the corresponding flight task according to the current environment and forms the objectives of each scenario task; according to the mission and phase, the task system integrates each scenario task in different phase and forms the objective of each phase; ultimately in accordance with the operation mode, task system clarifies capabilities of the relevant task and determines the task process organization. The process of the task system is a complex organization. The flight phase scenario is a multiobjective, multicapability, and multiprocess organization. Therefore, how to determine the task organization of flight, construct the system discipline competence, support the realization of the flight phase scenario, and meet the requirements of flight operation represents a process of objective coordination, capability balance, and integrated processing

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of the complex system. With the development of the model technology of the complex system process, establishing the quantitative behavior and process of objectives, capabilities, and conditions, supporting multiobjective, multicapability, and multiprocess flight quantitative organization, and realizing the objective of flight applications and capabilities are the foundation for enabling the flight task system. The implementation of objectives and capability of aircraft application represent support organization of the task requirements and system functions. Aircraft application objectives and capabilities constitute a variety of task scenarios according to different task phases of the aircraft, forming the task scenario process organization, constructing task-based scenario activities, assessing and analyzing the compliance between the results and objectives through various task scenarios and operations. The evaluation and analysis of the results of task scenarios mainly include: the compliance between the objectives and outcomes of the task organization, the logical compliance of the task processing, the compliance of the task performance organization, and the compliance of the task capability model. For example, the aircraft approaching scenarios in the descending phase target the established aircraft approaching scenarios, e.g., global navigation, RNAV, RNP, and airport LPV navigation processes, ADS-B In processes, meteorological wind and wind processes, low visibility and low high-speed approaching process, and the minimum interval surveillance process of the aircraft wake. Firstly, it needs to determine the conformity of the process organization mode, then determine the logic compliance of each process, the processing accuracy, confidence, safety and availability compliance, and ultimately determine the compliance of support for handling the navigation, detection, monitoring, and guidance capabilities. Take the example of military air interception, targeting the established model of air interception scenarios, such as the aircraft navigation performance model, radar multiagent detection model, infrared target detection model, threat alert avoidance model, other aircraft collaborative task models, and situation organization and management models alike. Similarly, it needs to determine the compliance of the model processing organizational mode, the logical compliance of each process, the processing accuracy, confidence, safety and availability compliance, and the compliance of support for navigation, detection, and monitoring capabilities. Therefore, the application objectives and capabilities on one hand refer to matching with the task scenarios of the flight phase; on the other hand, they ought to connect with the functional organization of the aircraft, which lays the foundation for the functional design of the aircraft avionics system. 1.1.2.4 Application organization and results Application organization and results represent the organizational mode and result of the task system. Targeting the task requirements of the aircraft, considering the scenario design of task in respective phase, in accordance with the task results and needs of capabilities, based on the entire task-based organization, according to the application environment and changes, and also the task scenarios at all phases, the flight task system must achieve all task process organizations, and monitor the results and performance of the task. As each flight phase is relatively independent, the corresponding perception capability of the environment is partial, the phase task scenario is abstract, the organization of flight task capability is limited, and people’s understanding is restricted, so this inevitably leads to deviation between the results and the expectations of the task. Therefore, the application organization

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and the results should firstly complete the task organization and integration of the entire flight mission, implement the task status monitoring and organization management, control and monitor the transition and convergence of the results in all phases; secondly, monitor the flight environment changes, motivate the relevant task models, modify the organization and management status of the system, and support the dynamic organization and management of the system; and finally, monitor the results of the task system in real time, surveil the system threats and alarms, report the execution result and status of the task, and support the validity evaluation of the result. According to the requirements of the flight application organization and operation process, the organization and results of aircraft application task construct the flight process objectives, clarify the flight environment scenarios, define the flight task capability, and determine the flight process results. The organization and the results of aircraft application are mainly composed of flight planning organizations, environment perception, task decisionmaking, and flight process organization, that is, according to the flight route planning organization (the initial plan, the dynamics plan), determine the flight route and airspace traffic scenarios, build flight application task planning and capacity organization; based on airspace traffic environment (airspace traffic management, airborne traffic situation), determine the airspace traffic flight conditions and establish the task objectives and condition organization; according to the guiding need of the route, determine the area navigation and required navigation performance (RNAV, RNP) mode, and construct flight task navigation and guidance performance organization,; according to 4D trajectory management organization, determine the flight path and flight mode (TBO, the required arrival time, the control arrival time) and construct task collaborative decision-making and operation management requirements; ultimately, according to the flight environment and task operation process, determine the aircraft process safety surveillance (meteorological, small interval flight, aircraft system failure), and establish flight task deviation and hazard alert.

1.1.3 The capabilities of the avionics system Avionics system capability is the foundation and safety that supports all activities of the avionics system. This system’s application task is supported and assured by the system capability. Avionics system application tasks are based on the capabilities of the flight task system. The capability of the avionics system is built on the division of flight phases, constructing application activities, establishing the management mode, and determining the target performance requirements of the task system, as well as forming the capability organization of the aircraft avionics system. Therefore, the aircraft avionics capability organization consists of the capability of the activity process of the flight application tasks, the capability of the aircraft management task organization, and the capability of flight operation task processing. According to the requirements of the aircraft mission, in accordance with the division of the flight process, by means of the capability organization of the task application activity mode, avionics system capability determines the process requirements of the applications of the task system and achieves the target expectations of the flight task system; by means of the flight task discipline logic capability organization, avionics system capability determines the discipline logic operation requirements of the task system and achieves the target expectations of the aircraft capabilities; by means of the flight task processing capability

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organization, avionics system capability determines the processing performance requirements of the target system and accomplishes the desired expectations of the aircraft system performance. Therefore, the capability of the avionics system is the foundation for realizing the flight task system. 1.1.3.1 Process capability of the flight task application system activity Process capability of the flight application task activity is the fundamental capability to meet the needs of the aircraft applications and the organization of the flight processes. Activity capability of the system application task is divided according to the flight phase, in accordance with the application tasks defined in each phase, to establish the implementation application task process organizational capacity mode. The activity mode of the avionics system application task is based on the mission of the aircraft, covering the entire flight process, in accordance with different task objectives of different phases, forming the corresponding application task capacity organization. Considering that civil airplanes are oriented to the needs of passenger transportation, the flight tasks are based on airspace traffic management tasks for realizing the application task organization throughout all phases and environments. The application mode considers the division and characteristics of each flight phase, in accordance with different environments for each phase, aligning with the phase defined in corresponding scenarios, targeting the capabilities and operation requirements of each task, forming the task objectives and management modes for corresponding phases. On this basis, according to the requirements of flight management, the aircraft process mode that meets every scenario and objective in each flight phase is constructed. This can be seen in Fig. 1.1. The main content of each flight phase: (1) Plan: Pilots’ work is in accordance with the flight plan designated by the airlines, collaborating with ATC and airport administrators to develop the current flight plan according to the current airspace management information. (2) Push: On the basis of the flight plans and flight permits given by ATC, in accordance with the airport scene management, pilots push the aircraft.

FIGURE 1.1

Division and composition of flight tasks and phases.

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(3) Taxi out: In accordance with the takeoff runway given by ATC, and considering the aircraft’s own position sequencing requirements, pilots glide the aircraft to the provided runway. (4) Takeoff: According to the takeoff clearance command of ATC, and based on the navigation system data and heading guidance, pilots carry out the process of taxiing and taking off on the runway. (5) Climb: According to the flight plan requirements, based on the route assigned by the air traffic control system and the climb mode determined by the flight management system, pilots can achieve the climbing process with the navigation data and flight data guidance. (6) Cruise: Based on the planned route, according to the navigation guidance mode, considering the meteorological information alongside the route, targeting the current status of flight, pilots can achieve the cruise flight process. (7) Descent: Targeting the schedule and time designated by ATC, according to the descent flight mode, guided by the navigation mode, pilots finish the descent process. (8) Approach: In accordance with the runway and time given by ATC, according to the approach mode and navigation rules, and based on instrument landing or visual landing procedures, pilots finish the approaching process. (9) Taxi in: According to the taxiway and terminal designated by ATC, pilots perform the taxiing process in accordance with the current position of the aircraft and taxiing directions of the cockpit and the airport. (10) Haul: According to the ATC surface management and the ultimate target, based on the taxi status, pilots can achieve the location haul. At the same time, based on the airline flight reporting requirements, pilots implement organization and sending of flight report. 1.1.3.2 Organization capability of flight management task Organization capacity of flight management task represents the safety of the effective results of the flight application tasks. Organization capacity of flight management task defines the application task requirements of each phase, by means of the requirements of implementation and management, to establish the organization capability needs of flight management task, and set up the organization mode of flight management task. The organization mode and capability of flight management task are aimed at the aircraft mission, targeting the application task organization of the entire flight, on the basis of the classification and combination of objectives in different phases, to construct the corresponding management mode. For different types of flight, due to the different mission and background, and the flight environment and task requirements of the different phases, the activities and objectives of flight application task are different, and corresponding flight management task modes can be formed accordingly. Flight application tasks are oriented to flight process organization and management. The classification of flight tasks is mainly based on the division of flight phases and their respective characteristics, to determine the organization management needs of each phase, and to build the management system for each phase of the task system. Considering the task organization of each flight phase, the organization and operation needs of each task scenario are determined, to form the task objectives and management mode of each scenario in each

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phase. On this basis, according to the needs of flight management, the flight process mode that satisfies all scenarios and objectives in each flight phase is constructed. Therefore, according to flight planning requirements, airspace traffic management, the capability requirements of the flight management task mode are collaborated by pilots, air traffic controllers, and airlines to enhance flight safety monitoring and flight-oriented efficiency, and to construct system-coordinated flight task management. The main tasks consist of the following aspects: (1) Integrated flight plan: Air traffic controllers, pilots, and airport operators share the single information source and weather information, coordinate to finish planning and validation of flight plans, and real-time interactive flight planerelated information. (2) Airport ground departure traffic management: Automatically optimizing the taxiway interaction process, to provide ATM and pilot aircraft with real-time airport location, to provide airport, ATM, and pilot real-time and visual airport ground traffic management, to provide airport ground departure and inbound sorting mobile management, providing airport ground-based aircraft-related monitoring capabilities, reducing taxi time, and providing safety capabilities. (3) Departure management: By means of precise navigation via RNAV and RNP to support multiple runways on a single runway, monitor aircraft minimum separation, and enhance the airport departure capability. (4) Air cruise management: By means of precise navigation via RNAV, RNP, and RVSM to reduce flight spacing requirements and increase airspace capacity; support flight pathebased flight modes through the collaboration of planning, heading, destination, meteorological conditions, and airspace traffic management; improve the air space collaboration capability and reduce the channel frequency crowding and human error through the data link communication; establish the flight process monitoring, improving the flight safety capability and the airspace using efficiency through the ADS-B technology. (5) Landing and arrival management: Collaboratively arrange the arrival sequence. By means of high-precision multiway landing capability supported by RNAV and RNP, the aircraft has horizontal and vertical positioning accuracy, which can provide low landing and near-field high-precision navigation capabilities in all weather conditions, so as to reduce landing time and save fuel and emissions. (6) Airport ground arrival traffic management: Before approaching, through the air ground data communications, ATM can upload runway gliding entry point, the terminal gate and taxi path, reduce the work load of pilots and air traffic controllers, and improve the near-field situational awareness of the pilots and safety capabilities. 1.1.3.3 Processing capability of flight operation task Processing capability of the flight operations task is the guarantee of the target performance and the realization of the flight task objective. Based on the task objectives of each phase, and the classification and division of the discipline organization and logical combination of the task, the target performance capability of the task system determines the target performance requirements of the flight task system. Oriented to the target mission requirements of the aircraft, targeting the task characteristics during the entire flight, based on the discipline classification of the flight tasks, the target performance

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organization of the task system determines the performance targets of the tasks and establishes the performance requirements of the corresponding target. For different flight types with different flight missions, backgrounds, phases, and environments, different phases have different task performance and different task organization, so as to form the performance requirements of the aircraft-based phase and application task oriented for the flight environment. Based on current and anticipated ICAO definitions, classification and composition of the flight tasks and procedures, aiming at different flight phases, airspace management requirements and modes, and different airport capabilities and infrastructure requirements, flight operation task processing capability defines the flight requirements that determine the objectives and performance requirements of the flight task operation process, establishing the task organization. Thus, based on the classification of civil aircraft flight processes such as taxiing, takeoff, and climb, in accordance with the current infrastructure capability, such as navigation, communicating and airport runway capability, etc., through discipline and logical organization, determining the flight management capabilities, communication transmission capabilities, global navigation capabilities, dependent surveillance capabilities, comprehensive information management, and safety assurance capabilities, the performance objectives of the task operation processing capabilities can be formed. (1) Flight management capability: It can construct operation and management of aircraft flight process, support integrated plan management, provide flight navigation guidance, organization and management of flight mode, and automatic control and management of flight task. In addition, it can support the integrated navigation, guidance, control, display, flight optimization and integration, enhance flight safety, improve flight quality, save fuel, and improve operating efficiency. (2) Communication transmission capability: It can cover the current communication frequency bands and mechanisms (L, Ls, S, C, X), support different communication needs and capabilities (narrowband, broadband, satellite communication, Wi-Fi), support the data link with the ATC and airport, and provide different communication services (environment, situation, function, task). (3) Global navigation capability: It can support the GNSS, provide RNAV and RNP precise navigation by orienting to the needs of WAAS and LAAS, support GBAS approach and LPV approach landing, and meet the needs of low-visibility and low-altitude approach. (4) Dependent surveillance capability: It can provide the flight route surveillance capability, support active response, hybrid mode and passive sensing surveillance mode, provide flight path conflict prediction, safety isolation, flight interval surveillance capability, detection of complex meteorological conditions, air collision warning, aircraft landing terrain-aware alerts, and high-density airspace-dependent surveillance and alerting capabilities. (5) Integrated vision capability: It can meet the CAT I, CAT II, and CAT III approach capabilities by the Synthetic Vision System and Enhanced Flight Vision System, which, support capability for image, visual fusion and capability for information fusion, provide Cockpit Display of Traffic Information, support flight hazards, threat identification and alerting, and provide display and interaction for flight or taxi guidance.

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(6) Integrated information management: It can provide organization and management of the flight airspace and the entire flight phase as well as flight process, support organization of the information of entire flight process (aircraft itself), the infrastructure information (e.g., navigation, airport, runway), the flight environment information (meteorological, airspace, transport) and the flight management information (e.g., plan, airspace, interval), support airport scene information management and interoperability sharing, information organization (database), information management, flight plan coordination, and track sharing management as well as flight process information organization and transmission management. (7) Safety assurance capability: It can provide safety monitoring throughout the flight, establish identification of meteorological hazards, approach hazards, runway intrusion hazards, minimum interval hazards, and flight fault monitoring; build system hazard identification, warning, and management; support flight hazard warnings and management; and reduce the burden on pilots, so as to meet the requirements of flight environment safety guarantee and flight safety.

1.2 The components of the avionics system After more than half a century of development, avionics systems have experienced separation, federation, integration, and advanced integration phases. With the rapid improvement of related technologies such as computer technology, communication technology, network platforms, and material sciences, the digitized, information-based and integrated system discipline, capability and logic processing modes have been built, which have effectively enhanced the capabilities and efficiency of the avionics systems. At present, the rapid development of high-tech, especially information technology, has provided strong support for system capabilities, processing, and cost, such as high-performance multicore processing chips and parallel processing systems, high-precision GNSS, performance-based navigation and space-air-ground navigation enhanced collaboration, high-bandwidth satellite mobile and space data communication systems, ADS-B, and wide-area and full-range flight wide-area information management systems have not only greatly enhanced aircraft system function processing capabilities but greatly improved the capability and benefits of flight applications, effectively promoting the development of avionics systems. With the significant improvement of the application tasks, the system functions, and the operation performance of the aircraft flight, the avionics system has become an interdependent, mutually supportive, integrated and mutually restricted system composed of multiple systems, environments, tasks, and resources, with the characteristics of multiobjective, multiinformation, multidiscipline, multitasking, multifunctional, multiresource, and multiprocess complex system composition and management. These characteristics, capabilities, and operational organization of such complex systems are the serious challenges for the organization and management of avionics systems. Facing the complicated characteristics of avionics systems, targeting the needs of various capabilities of different complex system applications, in accordance with the phenomenon of application interlacing and capability overlapping of complex systems, avionics systems

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must separate application requirements from capability organization and determine the application requirements of avionics systems, so as to determine the capabilities of avionics systems, and to achieve the application capability supporting requirements and system capability resource sharing organizational mode.

1.2.1 The requirements of flight task and capability organization Flight task and capability organization describes the requirements and capabilities required to achieve the flight mission and objectives. Based on the mission of the aircraft, targeting the flight phases division, in accordance with the flight application scenarios, aircraft application task establishes the perception, organization, optimization, and management of flight applications. Flight tasks represent the activities of achieving the objectives of the flight needs. The primary task of avionics systems is to set up an aircraft application task organization. Flight application task organization constructs the task situational awareness, situational identification, and situational prediction in accordance with the task requirements of the flight phase; constructs the task type, mode, and target organization in accordance with the target task requirements of the flight phase; and constructs task capability, process, and activity organization in accordance with the requirements of application task management. Flight task organization is to achieve application task organization of each phase orienting to target response of flight application, task awareness, organization, and management. Task capability is the guarantee to complete the flight task. The application task is an organization oriented to the task scenario capabilities, decision-making, and management of flight process. The task capability can support the organization of the task scenario activities targeting the scenarios in the flight phase; according to the composition of the task scenario information, it constructs the application situational awareness and forms the perception capability of the task; through the task scenario activities, it constructs the application activity mode and forms the task process capability; through the relationship of the task scenarios, it builds the form of application results and forms the target task capability. Based on the needs of task mission, task situational awareness obtains the environmental information related to task mission, identifies the link information related to task mission, and forms the task situation awareness capability related to the task mission. Therefore, the composition of flight task and capability organization is as follows: 1.2.1.1 Situational capability oriented to the task scenario organization The situational capability of the task scenario organization is the foundation for describing the establishment and support of the background of the task and capabilities. The establishment of situational capabilities for task-oriented organizations is the basis for the task organization of the avionics systems and the environment for flight decision-making. The flight task organization is based on the composition of the current flight environment. The situational capability of the task scenario organization can support the current environment of the flight decisions. Therefore, based on the assumption of flight needs and application modes, the flight task and capability organization sets up scenarios and environments for the operation of avionics systems during the flight or task operation. The task scenario defines the activities and modes of operation of the task organization, capabilities, and

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outcomes; describes task objectives, operations, and requirements; and restricts the scope, role, and effectiveness of the task. In view of the composition of the task phases in flight phase, it is to constructing the perception of the environmental situation of the task scenarios and forming the situation organization of the task scenarios in the flight process. In other words, through the integrated display for the pilots (in accordance with the priority of synthetic vision), the situational capability establishes the current aircraft warning situation, namely the flight threat situation, the environmental threats situation, and task alert integration. It also forms the current task organization situation, establishing the aircraft's current task objectives, environment, and status of the situation and forms the basis of the task organization. Flight scenarios describe the current flight conditions. Based on the implementation status of the current flight plan, flight scenarios determine the current changes in the flight environment and build the current status of flight task. Though sensing, recognizing, and confirming the flight environment, the flight scenario establishes the recognition and organization of the flight scenario. In other words, through sensing the flight scenario information, the flight scenario builds the relationship between the flight scenario information and ultimately identifies the development trend of the flight scenario. Based on the composition of the flight scenario, the task scenario provides flight scenario identification operational status through the organization of the flight environment, task, and condition. By means of organizing and refining the current flight scene, the task scenario establishes the flight environment scenario, the task scene, the flight condition scenario, the flight environment, the capability and the conditions of the current flight scenario, and provides the task mode and status of the current flight scenario. Scenario situation is established on the basis of determining the flight scenario, and provides the environment for the identification of the flight scenario through the operation, organization, and result of the tasks situation. By means of the operation task situation management, the task situation identification, and the task outcome situation forecast, the composition of the flight scenario establishes the task objective, environment, domain, capability, and hazard composition, and forms the current flight situation range, the information composition of the flight situation, and the trend of the flight situation guidance. Therefore, based on determining the role of the flight scenario, the situational capabilities of task-oriented organizations provide the capability to identify flight scenarios though the capability and role of the environmental situation. Based on the identification and confirmation of environment, the purpose of the flight scenario establishes the integration of the objective, environment, field, capability, and hazard of the current environmental situation, and forms the application requirements, application capabilities, and application constraints of the current flight scenario. 1.2.1.2 Processing capability oriented to task service The processing capability of task scenario service describes task-processing modes and capabilities that are based on the flight scenario and the task situation. The establishment of processing capability oriented to task organization is the basis for the avionics flight application task operation, and also the processing mode of the flight application task service. The task processing is based on the conditions of the current flight environment. The processing mode of the task scenario service is the task processing of the related service based on the

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current flight scenario conditions. Therefore, based on the task scenario process, flight task scenario operational capability is the organization of the task scenario service of the avionics system during the flight or during task implementation. The task scenario service defines the discipline requirements of the task; identifies the functional organization capabilities, processes, and objectives based on the discipline system; describes the types, processes, and results of the system functions; and restricts the performance, quality, and effectiveness of the system functions. According to the needs of the processing mode of flight phase task, the task processing mode of different service types based on task scenario is constructed to support the processing capability of service task objectives. That is, based on the target capability, profession, and result of the single task, targeting the requirement of the flight task organization, taking means of the effectiveness of the single flight task, supporting the task scenario processing, determining relevant task objective capability, and forming task objective organization; targeting the requirement of the flight task objective, in accordance with the current task mode capability, to establish different flight task effectiveness, construct task scenariooriented plan, and form the objective of task scenario processing. Task scenario service recognition and organization are trends in the flight process established by the awareness, association and constraints established of the flight scenario. Targeting the objectives, scenarios, and rules of the current flight scenario, in accordance with the flight traffic environment, flight path, flight status, task type, capabilities, and performance organization, task scenario service recognition and organization builds service based on current scenarios, environments, and tasks, and forms the requirements of identification of the scenario service of the flight task and activity and capability of scenario-based task service. Based on the task identification, organization, and flight scenario, the objective-driven task scenario service establishes the requirements and the situation based on the follow-up flight task objectives. Targeting at the current flight route traffic situation, the current flight route constraint situation, the current flight route surveillance situation, and the current flight safety warning situation, the objective-driven task scenario service constructs the flight task requirements based on the current route traffic, route constraints, route surveillance, and safety warnings; establishes the target organization of the task scenario service; forms the organization requirements of the flight task; and meets the task requirements of the next flight scenarios driven by the service scenario based on the task scenario situation, the task scenario identification, and the organization service and the task scenario service objectives. Based on the task identification and the organization and the flight scenario, the organization integration of task scenario service establishes the current flight scenario situation, the flight scenario service, the flight scenario objectives, and the flight scenario environment. In other words, targeting the integration of the current flight scenario status, scenario environment, and scenario situation, based on the integration of the flight task service, environmental factors, and activity scope, in accordance with the integrated requirements of the flight plan objectives, environmental requirements, and task capabilities, the scenario organization the flight task constructs the integration based on the current scenario, task services, and flight objectives requirements; forms the organization and integration of operations, capabilities, environment, and quality of the flight task; and meets task requirements driven by flight scenarios, flight task operations, and flight situation.

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Therefore, based on the composition of the determined flight scenarios, the identification of the flight scenario, according to the service needs of the task scenario, through the flight scenario objective-driven situation, the processing capability of task scenario-oriented service establishes the flight task capability, type, area, and performance requirements, and meets the task organization requirements of the flight applications, flight application task capabilities, and application task conditions. 1.2.1.3 The management capability oriented to the task scenario objectives The management mode of the task scenario objective is required by the operation organization of avionics system flight task, and also the management processes of flight task monitoring and organization. The task management is based on the current flight environment surveillance. The management mode of the task scenario objective represents the task operation management, which changes according to the current flight situation. Therefore, in accordance with the mode of the task scenario organization situation, and targeting the flight task scenario service processing, the management capability of the task scenario objective is the surveillance and management of the tasks of the avionics system during the flight or the task implementation. The management of the task scenario objective defines the need of the task scenario situation, determines the function processing mode of the service based on the situation, describes the monitoring and management of the system scenario objectives, and forms the consistency control of the system task scenario objective and the processing result. Targeting the task scenario situation in the flight phase, by applying the service classification and task organization of the task scenarios, the scenario objective oriented to task constructs the task management mode of the application task scenarios. In other words, according to application task scenario situation and service classification, by applying task scenario relation decomposition and processing, it constructs the management mode of application task scenario service and processing, supports task processing and optimization of application task scenario. Aiming at the task objectives during flight phase, it organizes the current task environment and status, forms the aircraft application task organization management capabilities and system management mode, and supports the application task capacity management, task function management, and task results management. The objective oriented to task scenario is the organization based on the objectives and environmental of the flight phase. From the flight phase perspective, the avionics application task organization constitutes the application task scenario defined in the flight phase, and the application task capability constitutes the task scenario results and status as defined in the flight phase and achieves the objectives, environment, and task requirements of each phase. Application task organization at each flight phase is the application objective organization based on system information capabilities, composition, and importance. Therefore, oriented to the objective of flight phase, based on the current flight application environment, the flight application task constructs the application activities based on the task objectives, so as to form the task capacity requirements of the application task organization relationship. The capability organizations of the known flight application tasks are the application process organizations of the system service and approach. Therefore, based on the organizational capacity of task service processing elements, based on the capability of professional processing methods, the flight application task capability establishes the

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status capability of the process organization and forms the capability requirements of flight application task organization. The capability organization of the flight application task represents the organization of application capabilities of system objectives, elements, logic, and performance approaches, and meets the requirements of flight application objectives, environments, and capabilities. Therefore, management capability oriented to the task scenario objective builds the composition of the task scenarios in all flight phases through the flight process task organization, to support the tasks in each phase of the flight organizational structure by means of the task capability organization through the flight process, constructs the implementation modes of task scenarios, to support the implementation of the tasks in various phases. Thus, the task scenario objective represents the ultimate requirement of flight task and capability, and also the top requirement of flight task system design and organization, which lays the foundation for the implementation of aircraft application organization and flight objective.

1.2.2 The organization mode of the avionics system The previous section introduced the organization requirements of the flight task and capability of the avionics system. Since establishing the avionics organization architecture is based on the organization requirements of the flight task and capability, this section’s main purpose is to introduce the architecture of the traditional avionics system and lay the foundation for the subsequent discussions of the avionics system. There are three elements of flight organization in the traditional avionics system: flight process requirements, flight operating procedures, and aircraft equipment capabilities. That is, displays of the flight environment and status in accordance with the basic flight process capability requirements (such as flight navigation, space communication, flight display and the like), the pilots’ operation requirements (such as determining the flight direction, space flight interactive instructions, and flight status, displaying the flight environment and status), the current equipment status and capability (such as navigation equipment VOR/DME, voice communications ACAS, display instruments), and the traditional avionics system form the flight process organization and management system. For the traditional avionics system, the first two elements of the three elements of the flight organization, namely the flight process requirements and flight operating procedures, both rely on the third elementdthe aircraft equipment capability. In other words, the traditional avionics system is a flight organization and management system based on the capabilities of aircraft equipment. That is to say, the kind of equipment, discipline, technology, and capability decide the kind of avionics system. Therefore, in accordance with the flight and task requirements of the aircraft, the traditional avionics system determines the functional requirements that support its flight and tasks, selects equipment with corresponding functions, and meets the requirements of aircraft flight and tasks. The continuous improvement of task requirements, increasing functional requirements, advancing demands for system performance, and enhancing system effectiveness have posed challenges to the traditional avionics system. As a result, the organizational mode of the avionics system has evolved.

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1. Background introduction

1.2.2.1 The first generation: separated avionics system The first generation avionics system is of separated architecture. Oriented to the pilots’ flight operation capability needs and equipment organization, the separated architecture expands and enhances pilots’ capabilities of operation based on the equipment capabilities. For example, minimally there is weather radar, an ACARS (Aircraft Communication Addressing and Reporting System) communications station, and an AHS attitude and heading system in the separated avionics system. Among them, the weather radar is an extension capability of the pilots’ flight detection, the ACARS communication is an extension capability of voice communication, and the AHS (Attitude and Heading System) attitude and heading system is an extension capability of navigation. This equipment can help the pilots to complete flight on the basis of the equipment capability, and meet the needs of flight operation oriented to flight scenarios. The basic architecture of the separation avionics system is shown below in Fig. 1.2. Therefore, the equipment of the first-generation avionics system is mutually independent when considering the pilot’s capability. Each piece of equipment is equipped with a dedicated and independent antenna, RF front-end processor and display, etc., using pointto-point connection. Each equipment subsystem needs its own interface, such as sensors, actuators, displays, and controllers. This architecture with standalone device configuration and device-independent processing capabilities requires pilots to focus on and complete all activities and capability organization, not only complicating the pilot’s operating environment but also resulting in hardware duplication. In addition, separate equipment and

Flight process Flight scenario 1

Flight scenario n

Operation Flight program 1

Flight program m

Pilot

Flight equipment 1

Flight equipment 2

Flight equipment W

Weather radar

AHS attitude heading system

ACARS radio

FIGURE 1.2 The basic architecture of the separated avionics system.

1.2 The components of the avionics system

25

bundled features reduce device and feature utilization, adding significant cost, size, and weight. Therefore, although the separated avionics system architecture has the advantages of not affecting each other and ease of control, but its functional composition and performance quality are based on the equipment resource capabilities, which place high requirements on the equipment. At the same time, this architecture lacks flexibility, resulting in low utilization of system equipment and functions, with many repetitive operations and capabilities. In addition, the lack of interoperability between different aircraft capabilities reduces their efficiency. To sum up, though separated avionics architecture can enhance the pilots’ capabilities, it is an inefficient and high-cost architecture. 1.2.2.2 The second generation: federated avionics system The second-generation avionics system is of federated architecture. The federated architecture is a system capability organization based on equipment capability organization and management, which is a flight process organization mode based on system function organization and pilot-oriented operation. The separated architecture represents the organization based on the capabilities of independent equipment. With the development of digital technology, all airborne equipment has embedded digital processing (computer) capabilities, and data bus technology enables data transmission between equipment and provides the capability of system equipment organization and cross-linking. In the 1970s, the Wright (US) Air Force Research Laboratory proposed the “Digital Avionics Information System” project, which adopted the technology of airborne multiway data transmission bus (1553B), which effectively promoted the development and application of the federated architecture. By establishing the capability of digital processing of equipment, the federated architecture adopts the data bus to realize the interconnection and organization of system equipment, constructs the system function organization, realizes the system function operation and processing of pilots’ instructions, improves the flight application capability and quality, and completes the flight process organization and management needs. The basic architecture of this system is shown below in Fig. 1.3. Therefore, oriented to the requirements of flight capability, on the basis of the capabilities of equipment, the federated architecture avionics system establishes a system function organization and supports flight program operations. Its main characteristic is to establish the interconnections of system equipment, and to realize the system function organization based on the equipment functions by the data bus. In the federated architecture, the system function resides in the equipment, which performs functional processing based on equipment capabilities, and has a tight coupling relationship with equipment resource operations. In other words, system functions are bounded with equipment resources, and each function of the system is configured with its dedicated resources. Because system functions are based on the requirements of flight applications, and different flight environments have different requirements for flight applications, system functions cannot be operated and processed at any moment. As the functions in a federated architecture are tied to dedicated equipment resources, system functions and their bounded resources are in most cases in a waiting status, resulting in a waste of system resources and functional capabilities. Due to the increasingly complex tasks and increased aircraft functions, demand for resources has increased, resulting in increased system costs. However, the mechanism based on the device resource binding function in the federated architecture forms a function-based fault isolation based on device independence, which

26

1. Background introduction

Flight process Flight scenario 1

Flight scenario i

Operation Flight program 1

Flight program m

pilot

Systemic functional organization Systemic function 1

Systemic function i

Data bus Onboard equipment 1

Onboard equipment 2

Onboard equipment W

Weather radar

AHS attitude heading system and GPS system

ACARS radio and CDPLC data link

FIGURE 1.3 The basic architecture of the federated avionics system.

effectively guarantees the capability of system function fault isolation. That is, a function failure of any equipment in the system will not affect the function of other equipment in the system. Therefore, the system function failure is limited to the inside of the equipment, which does not propagate and cause malfunction in the other equipment and parts of the system. 1.2.2.3 The third generation: integrated avionics system The third-generation avionics system is of integrated architecture. The integrated architecture is an integrated organization based on system functions and equipment requirements, capabilities, and operations, which is a technique to improve the efficiency of system function processing and optimize the utilization of equipment resources. The earliest integration avionics architecture was proposed by the U.S. “Pave pillar” program. This program was aimed at the situation of poor resource utilization rate and low processing efficiency resulting from the tightly coupled mode of equipment resource and residency function of the federation equipment; it proposed the establishment of general integrated modular avionics (IMA), supporting the comprehensive processing of resources to achieve the separation of applications and resources; supporting resource sharing, functional integration, which effectively

27

1.2 The components of the avionics system

improved resource utilization and reduced resource allocation needs; supporting comprehensive functional processing, effectively improving processing and reuse, enhancing the efficiency of functional use; supporting system operation status integration, effectively enhancing the system confidence and reducing the impact of failure. System architecture based on the IMA platform was firstly employed in F-22 fighters. In civil aircraft, the Airbus A380 and Boeing B787 employed the IMA avionics architecture. The basic architecture of IMA avionics system is shown in Fig. 1.4. Therefore, IMA architecture peels off the general processing that can support the integration of avionics system from the closely coupled organization of the system to build a unified and independent general processing environment and platform, which can provide the system with hosted function processing, keep the basic system-specific processing capabilities as the system support part loosely coupled, and achieve a comprehensive resource organization and sharing, integration of the residency function organization and processing, and integration of system operational status and effectiveness. The IMA platform provides integrated residence for operations throughout the avionics system such as flight management systems, cockpit display alerts, navigation databases, communication organization and messaging management, onboard maintenance systems, and onboard electromechanical

Flight process Flight scenario 1

Flight scenario j

IMA System Operation Systemic function 1 Resources integration

Systemic function i

Process integration

Hosted function 1

Status integration

Flight program 1

Flight program m

pilot

Hosted function n

Data bus

Onboard equipment 1

Onboard equipment 2

Onboard equipment W

Weather radar

AHS attitude heading system and GPS system

ACARS radio and CDPLC data link

FIGURE 1.4

The basic architecture of IMA avionics system.

28

1. Background introduction

management systems. By means of time-share parallel processing, it can achieve subsystem sharing; by means of the reuse operation, it can reduce system duplication; and through status management, it can reduce the effects of system defects/errors/failures. However, there are problems that exist in IMA architecture. During the integrated process of IMA, although resource sharing improves resource efficiency, it also brings about the spread of shared resources failure; although the reuse of functions improves the efficiency of function processing, it also brings about erroneous transmission; although the integrated management of status improves the system confidence, it also brings the confusion of fault status. Therefore, the IMA system establishes an independent resource module to isolate resource processing capabilities, reduces the impact of resource types and capability defects, establishes a partition protection real-time operating system to isolate the IMA-hosted operation, reduces the impact of functional processing errors, establishes independent IMA cabinets placed in different physical locations of the aircraft to reduce the impact of system environmental conditions, and ultimately meets the needs of system safety. 1.2.2.4 The fourth generation: highly integrated avionics system The fourth generation is a highly integrated avionics architecture. The highly integrated architecture is an integrated organization that is based on the requirements, capabilities, and operations of system applications, functions, and equipment, and it also is an optimization technology of objective, capability, and efficiency that targets the needs of system application objectives, functional organization requirements, and equipment resource capabilities. The highly integrated avionics system architecture is based on the U.S. “Pave Pace” research project, Joint Strike Fighter, with application requirements as the traction, technological progress as the driving force, based on system capabilities, tapping application performance, support for application of target integration; facing to system processing, supporting information fusion; and orienting to resource efficiency, supporting physical integration. For example, in accordance with the “Pave Pace,” many radar, communication, and electronic warfare functions of a new generation of fighter planes disappear from the configuration of the hardware. The acquisition of these functions is entirely realized by software, achieving a high degree of integration of applications, capabilities, and resource organization. For civil aircraft, the highly integrated avionics system has built a comprehensive mode of the tripartite system of aircraft, airport, and air traffic control: through the integration of interactive applications, establishing the flight plan of the flight process, 4DT flight path, and open space collaborative decision-making management; through the integration of information, supporting the flight process situation organization, traffic environment, and system information management as well as airspace management information management needs; through the combinational navigation, establishing the takeoff, cruise, landing, highdensity approach, high precision, and high-precision flight guidance process; by means of comprehensive monitoring, setting up the flight monitoring of hazards, the minimum interval control aircraft, and low visibility/low altitude approach. The basic architecture of the highly integrated avionics system is shown in Fig. 1.5. However, problems exist in the highly integrated architecture. The highly integrated architecture is based on the objectives, capabilities, and operational optimization of system applications, functions, and resources. As aircraft applications become increasingly complex, the system information becomes more and more extensive, and the system resource operation

29

1.2 The components of the avionics system

Flight process Objective 1

Objective n

Task 1

Task i

Scenario 1

Scenario j

Application space

Airspace management Flight permission order

Flight operation status Air traffic controller

Function space

Resources space Flight operation

Highly integration Application integration task integration

Flight procedure 1

Processing integration information fusion

Flight procedure m pilot

Resource integrationphysical integration

Physical resources 1

Physical resources 2

Physical resources w

Function Resources organization organization

Function Resources organization organization

Function Resources organization organization

FIGURE 1.5

Highly integrated avionics system architecture.

quality is increasingly demanding, the complexity of system integration has been significantly improved, while affecting the efficiency, quality, and effectiveness of the system.

1.2.3 The modern organization mode of the avionics system In accordance with the progress and development of current technologies, the modern avionics system refers to the integrated system of system applications, functions, and resources targeting the needs for improvement of flight applications. With the wider demand of aircraft applications, the increasing scale of capabilities, increasing functions of the avionics system, higher requirements of system performance, and higher complexity of composition, the traditional avionics system based on the organization of device capabilities grows; meanwhile, the system is losing effectiveness and the system costs are rising, which makes it difficult to meet the needs of the complex system. In view of the current development trends and complexities of the avionics system, the modern avionics system adopts the methods of classification, organization, and comprehensive design for complex systems, and establishes the application, function, and physical

30

1. Background introduction

organization of the avionics system; constructs the research on analysis, organization, and management of system architecture; supports the integration of system applications, functions, and resources, which improve flight operational efficiency, system processing efficiency, and resource operational effectiveness; and meets the developing trend requirements of growing complexities of avionics systems. With improvements in the understanding and knowledge of the objective world, we have wider perspectives of the system, and the scale of the system organization becomes larger. At the same time, as the study of the technology of the objective world constantly deepens and progresses, we also pay more attention to the capabilities and factors of the system, and the system structure becomes increasingly deepened. The increasing scale of such systems and the deepening of system components inevitably lead to the higher complexity of modern systems. In the face of the organization of modern and complex systems, the systematic engineering has introduced the system architecture technology, to solve the problems of the large-scale and complex system organization. Currently, according to the requirement of different system development, relevant industries and government organizations have introduced various organizational architectures and models such as Zachman, TOGAF, and DoDAF, to support the organization and development of various complex systems. Avionics systems are task platforms for aircraft that provide different capabilities. As a task system of aircraft, there are different application requirements, application environments, capability modes, function types, and resource allocation in avionics systems, and it must be space-related (such as satellites), air-related (such as other aircrafts), groundrelated (such as the ground command system). As a result, avionics systems place a strong demand on system architecture technologies. System architecture organization is the most important method of system complexity decomposition, organization, and processing, an important part of system engineering practice and also the most important technical field of system design. The system architecture is mainly used to describe and define the system organization mode of system application requirements, environment mode, target expectations, capability requirements, element composition, interrelationships, conditional weights, and system management, and forms a complex system hierarchy organization, activity organization, condition organization, and resulting organizational modes to lay the foundation for the organization and management of complex systems. 1.2.3.1 The task architecture construction of the avionics system oriented to the requirements of system applications The capability and efficiency of flight application for modern avionics systems is the first requirement. Targeting the current flight capability and status, in accordance with the technical capabilities and progress, how to determine the areas to be improved in the flight scenarios and flight process and establish the objectives and requirements of flight applications represent the primary tasks for the modern avionics system. Application requirements guarantee the effectiveness of the system mode. The composition of any system must first determine the application requirements of system, establish the application objectives, determine the application environment, set up the system application role, determine the system application process, set up the application relations, and

1.2 The components of the avionics system

31

ultimately form application architecture, so as to lay the foundation of application for the system organization. Targeting the mission requirements of the aircraft, in accordance with the task objectives, the flight task system application mode realizes the target organization mode of the extreme tasks of the aircraft flight. An avionics system is a flight task system, and its primary objective is to realize flight application task organization. The integration of a modern avionics system is first of all aimed at the aircraft application mode, to achieve the integration of the aircraft application task organization. The main tasks and requirements of the flight application task organization mode and its composition are: firstly, according to the ICAO upgrade plan, referring to the development plans of FAA NextGen and the European SESAR, on the basis of the type of flight and the application requirements, such as the wide-body aircraft, narrow-body aircraft, helicopters and so on, to establish the objectives and requirements of flight applications, so as to meet the aircraft flight process capability and efficiency objectives, namely the flight mission objective-based task organization; secondly, according to the application process of the aircraft flight process organizational needs, in accordance with the aircraft’s capabilities and mission, targeting different flight phases, such as taxiing, takeoff, climb, cruise, descent, approach and landing, to establish the corresponding flight tasks and requirements, so as to meet the target needs of the flight process, namely the flight processebased flight task organization; thirdly, according to the requirements of the flight process task organization, based on the task capability and operation mode, setting up the process organization and performance requirements for different flight environments such as route organization, airspace management, traffic environment, meteorological conditions, airport airspace, etc., so as to meet the needs of the application environment during the process, namely capability and performance organization based on the aircraft flight process. In short, the aircraft application task is based on the mission objectives of the aircraft, in accordance with the flight plan, considering the flight environment, tapping the airspace management, realizing the flight process organization and operational status management. 1.2.3.2 The functional architecture constructing of the avionics system oriented to the requirements of system organization For the task system, especially the complex systems, system organization patterns and architectures are important guarantees of system capabilities and effectiveness. It is an important task for the modern avionics system to determine the flight process improvement and task requirements, and establish the system capability and function processing requirements on the basis of the current discipline and technical capabilities and progress, targeting for the current flight objectives and flight processes. System capacity requirements are the basis for the effectiveness of the avionics system’s organization mode. For the implementation of any system, it is imperative to determine the system capacity requirements according to different application modes, set up the scope of system capabilities, determine the category of system capabilities, set clear system capabilities, determine the system’s logical organization, establish system capacity processing mode, and ultimately set up the capability to form a system architecture, so as to lay the foundation of the capability to support the organization of the system.

32

1. Background introduction

The task organization of the flight application is a multimode task organization oriented to complex flight environment. The organization process of flight application tasks is multiple discipline function organization based on the system capacity requirements. The multiple discipline function is the execution process by means of the functional logic, and the execution process of functions is based on the organizational processes of system operation of multiple types of resources. The resources with multimodal task, multiple discipline functions, and multiple types must be built under effective organizational management, so as to ultimately meet the needs of the aircraft’s flight task. Aiming at different flight requirements and operating conditions, avionics system architecture and capability organization firstly establishes the system function processing and capacity organization according to different flight task capabilities and operational requirements, covering the system task operation capacity requirements. Secondly, according to the organization of different tasks, in accordance with the composition and performance domain of system functions, as well as the objectives and requirements of the application tasks, is establishment of the system function processing logic and performance requirements, to meet the system application activities, and operational performance requirements. Thirdly, targeting different system functions processing, in accordance with the requirements of different flight task results and the functional environment and processing conditions of the system, the system function processing algorithm is determined and the system function processing is established, to meet the requirements of the quality and efficiency of system function operation. In short, based on flight task capability requirements, according to the objectives and requirements of results, tapping the system discipline capabilities and the domain and range of system function processing, the architecture and capability organization of the avionics system should establish system function types and capability organizations, determine the function processing logic, set clear processing conditions of system functions, and cover the flight process task capability organization and the target results, so as to meet the operational needs of the system applications. 1.2.3.3 The technical architecture construction of the avionics system oriented to the requirements of system technology For the system organization and implementation, especially the modern information digitization system, the system technology organization and capability represents the core elements of system organization and realization. Targeting the current flight task organization and operation process, in accordance with the current functional organization and process, how to determine the application function, system function capability, and performance requirement, and establish the system technical capability and implementation method represent the core content of the modern avionics system organization. The technical requirements of avionics systems are core to the effectiveness of the system’s organization mode. The effectiveness of any system organization and implementation process is based on the implementation of technical support, in other words, targeting the needs of different systems, different task organizations, according to different system functions, select different technology modes, build different technical processes, form different system application operation and system function processing capabilities, effectiveness and efficiency. Technical requirements firstly should be in accordance with different system application modes to determine the system task organization, operation process, and the

1.3 The developmental direction of the avionics system integration

33

results capability, to establish the technical implementation capabilities and ways oriented to system application needs. Secondly, in accordance with the different types of system functions, determine the system function and organization mode, processing logic and operation quality, and establish the implementation modes and technical approaches for systemspecific discipline processing logic; in addition, according to the application tasks and system processing operation requirements, as well as system equipment resource types and capability, determine the system resources processing organization and operation process, to establish the technology implementation of system physical resources-oriented areas and operational modes. For the entire system, the integrated technology of system application, capability, and resource integration is adopted to improve the overall system performance, capability, and effectiveness. Therefore, targeting the technical capabilities of the avionics systems, it is imperative to firstly establish the systematic application technology organization and implementation approaches. Due to the complex flight environment and the multiple application modes, the application capability of the task and the adaptability of the complex environment must be set clearly. The task organization should be realized through the task architecture, and the technical composition and implementation of task organization and operation of the system should be established to meet the requirements of multiple task process organization needs. Secondly, it is necessary to establish a system of functional technology organization and implementation approaches. Because the multitask organization has multiple discipline (functional) modes, it is necessary to determine the adaptability of functional discipline and task execution process, to construct the functional and information organization through the functional architecture, and to build the technical composition and realization of logical organization and processing of system functions, and to meet the needs of multifunction implementation process organization, and, finally, to establish system resource technical organizations and implementation approaches. Due to the existence of multiple operating modes in multifunctional organizations, it is necessary to determine the adaptability of functional specialties and resource operating modes, to organize resources through physical architecture, to construct the technical composition and implementation approaches of organizing and operating systematic resource capabilities, and to meet the needs of functional capabilities.

1.3 The developmental direction of the avionics system integration With the continuous improvement of flight capabilities, quality and performance requirements, the expansion of avionics system capabilities, information organization, and the environment composition are becoming increasingly complex. Avionics system is a complicated system for flight applications, is a complex system function organization, and it is based on complex equipment resource organization. It is a typical complex system that combines applications, processing, and capability. In flight applications, the avionics system is responsible for the application of the organization, with different objectives, different environments, different space, and different scope of organizational features. In terms of system capabilities, avionics systems are responsible for the functional organization of the system, with characteristics of different domains, different specialties, different functions, and different quality.

34

1. Background introduction

In terms of equipment organization, avionics systems are responsible for the organization of system resources, with different resources, different capabilities, different operations, and different functions as well as organizational features. In terms of operation and management, avionics systems are responsible for system operation and organization, with characteristics of different tasks, different processes, different treatments, and different status processes. In terms of the technical composition, the avionics system is responsible for the organization of system technical capabilities, has different knowledge, different methods, different tools, and different operating results. Therefore, for such complex systems, the integrated system of architecture, capability, and management that treats the functions as the capability, equipment as the foundation, process as the objective, and operation as the practice architectures must be adopted to modern avionics systems. For the complex system, the direct coupling of the requirements, conditions, processes, and results of traditional avionics operations fails to meets the needs of comprehensive optimization of the objectives, environment, capabilities, efficiency, and effectiveness. The avionics system contains complex environment, multiple tasks, and multiple objectives. There are many elements, complex relationships, and different weight. They are processed by many different professions, different technologies and different methods, have different types, capabilities, and performance of the resource organization. No single system organization, processing, and management can meet and achieve the system organizational effectiveness, efficiency and its capacity. Therefore, the system integration technology is the most important development direction of the avionics system technology. For the needs of system optimization, based on the system requirements architecture and system organization structure, according to system application objectives, requirements, system organization, and capability, by means of system integration mode and technology, system integration process and organization can optimize system capability, effectiveness, and effectiveness. By establishing a system architecture organization, the avionics system establishes a system with hierarchical organization, namely the flight application layer, which means flight applications-oriented task organization; system function layer, which means system capability-oriented functional organization; and the equipment physical layer, which means equipment operation-oriented resources organization. For different levels and categories, the avionics system constructs relevant integrated methods. For example, for the flight application layer, it builds application mode-oriented flight application task integration; for the system function layer, it builds system capability mode-oriented function integration; for the equipment physical layer, it builds a physical integration of device resource operations. Through the integration of tasks, system functions, and equipment resources, the avionics system can achieve the organizational optimization of system capacity, efficiency, and effectiveness. At present, the research on the integrated technology of avionics systems mainly is concerned with the organization and composition of the traditional avionics system. The main features of traditional systems are as follows: organizational mode orienting to the independent avionics system, such as the organizational architecture of each independent avionics subsystem; the independent functional mode orienting to the independent avionics system, such as independent functional capabilities provided by each avionics subsystem; the resources composition orienting to the independent avionics system, such as each independent avionics subsystem resource platform or IMA general processing platform; and integrated

1.3 The developmental direction of the avionics system integration

35

implementation of autonomous applications, capabilities, and equipment for avionics systems. This kind of independent system application organization, function processing, and resource operation integration only considers the partial condition and factors, and the system integration capability has been greatly restricted, which directly affects the benefits of system integration. It also limits the issues of system integration, and benefits analysis and evaluation.

1.3.1 The integration orienting to the optimization of flight application organization Flight operation process is a form of aircraft applications. The optimization of flight process is the objective of flight operation efficiency, effectiveness, and efficacy. The core task of the avionics systems is the organization and management of flight processes. The way to enhance the capability of the flight process, improve the flight process performance and improve its efficiency, is the core objective of the avionics system. Therefore, targeting the objective of the flight application process, the primary task of avionics integration is to establish the requirements of the system flight process, clarify the flight process capability, establish the flight process organization, and realize the flight process optimization organization. Comprehensive optimization for flight applications targets the complex flight environments, in accordance with the division of flight phases, targeting the flight environment and requirements, considering the system flight process capability, to realize the organization, integration, and optimization of the flight process. The comprehensive optimization of flight application organizations is based on the task organization, operation, and management of avionics systems. System task organization, operation, and management is based on the needs of the flight objectives, in accordance with the current environment, tapping the system process capabilities, by means of the perception of task needs, building task planning organizations, so as to achieve task operation and management. Based on the needs of the system application organization, according to the system application needs and objectives, task architecture of the system establishes the system task organization and application benefits. The core technology of the avionics system application optimization is task integration. The task integration technology is an integrated technology for the performance organization and management of avionics system tasks, which is optimized for system task objectives, processes, capabilities, roles, and events. The task integration technology mainly focuses on the following aspects: Firstly, by means of the flight phases and the flight scenarios, it constructs the environment situation integration oriented to the traffic information, establishes the task information oriented to the capability situation integration, realizes the flight information oriented to the guidance situation integration, and enhances the flight perception capability. Secondly, by means of the task process organization, it constructs the task capability integration oriented to situational awareness, determines the integration of the mission planning, the integration of the environmental conditions of the tasks, and achieves the integration of flight and resulting space, so as to enhance the task capability and effectiveness. Thirdly, through the task operation management, it builds the integration of task objectives, domains, and scope of effect; determines the task capacity, process, and result integration; forms the integration of task environment,

36

1. Background introduction

objectives, and capability operation decision-making, so as to enhance the operational capacity of the task. Therefore, task integration has the following main characteristics: situation integration to enhance system application awareness; activity integration to enhance system task optimization; and decision-making integration to enhance the system task management capabilities. The main benefits of the task integrated technology are as follows: the system integrates the application results and status effects of each application through situational awareness; it improves the organizational effectiveness and capability of system task application through the optimization of tasks; and it improves the systemic task response through task decision-making integration.

1.3.2 The integration oriented to the optimization of system function organization System function is the organization and implementation process of the flight process and flight capacity. System functional organization optimizes the system’s processing capability, performance, and efficiency objectives. The core capability of an avionics system is the systematic function organization and processing. The way to improve system capabilities, enhance system capabilities, and develop system capabilities represents the core capability of the avionic system. Therefore, targeting the needs of the system task organization, the avionics system must comply with the requirements of the system application process, in accordance with the discipline functional logic capabilities, to realize the functional organization and processing optimization of the flight process. The integrated optimization applied to the system functional process is on the basis of multiple application task organizations, and system discipline capability and processing logic, targeting the discipline processing and field. The systemic capability scope, process, and results of performance can be optimized. The core technology of functional organization optimization of the avionics system is the functional integration technology. Functional integration technology is an integrated technology for the functional organization capability and processing efficiency of the avionics systems, which is an optimization technique targeting system function objectives, capabilities, performance, scope, and conditions. System functional integration technology is an integrated technology based on the fusion of system information capabilities, components, and importance. The functional operation mode is the task capability organization facing the avionics system. The system task operation status, by means of the discipline classification and capability of the system, is what determines the capability response to support the current task. According to the operational capacity of the current task, the functional operation organization constructs the current functional organization of the system, determines the functional processing modes and elements, and establishes the input information and performance supporting the functional processing. System function integration is mainly composed of the following aspects: Firstly, according to the system task organization ability needs, targeting the capability type of system task process, based on the function classification and operation mode, it should build system function target, quality, and scope. Secondly, according to the capability requirement of the system function processing element organization, aiming at the target and the field of the

1.3 The developmental direction of the avionics system integration

37

system task process, it should integrate the logical element target, quality, and scope based on the system function processing ability. Thirdly, based on the input capabilities of the system’s sensor configuration, a combination of system sensor objectives, performance, and effectiveness is built for the input requirements of the system’s task area. Fourthly, system information fusion is a comprehensive technology based on the integration of system information capabilities, components, and importance. The system information fusion effectively improves the information capacity, quality, and effectiveness of the system processing, and realizes the ability organization and quality improvements and results in validity of the information system of the avionics system.

1.3.3 The integration oriented to the optimization of equipment resources The system equipment resource is the operation and processing platform of flight process application tasks and system functions. System equipment resource organization optimizes the system resource capacity organization, operational efficiency, and operational effectiveness of the objectives. The objectives and effectiveness of avionics system equipment resources are the effectiveness of the running results for the resource capability organization of the hosted application system, the process efficiency for the hosted application process, and the organization and processing objective for the hosted function. The way to improve the utilization ratio of system equipment resource capability, enhance the efficiency of system equipment resource operation process, and improve the result of system equipment resource operation performance represents the core technology of the avionics system. Therefore, in view of the system task organization objective and the functional constitution, the system equipment resource organization must realize the system equipment resource organization and operation process optimization, in accordance with the system application process field and the discipline function processing logic. Based on the application tasks of the multiple system residence, in accordance with the function processing logic that the system resides in, targeting the resource type and the operation process, the integrated optimization for the system equipment resources realizes the optimization of systemic capability scope, process, and the effectiveness of the results, and enhances the system equipment resource sharing, operational efficiency, and effectiveness. Considering the task capability and operation requirements of the avionics system application, orienting to the system functional organization and logic processing requirements, in accordance with the system equipment resource type and operation mode, equipment resource operation organization builds equipment resource capability organization and operation management. The equipment resource operation organization and operation mode is as follows: Firstly, to determine the requirements of equipment resource capability. Equipment resource capability is in accordance with the field of system application task operation domain, by means of the system hosted discipline function logic processing mode, to determine the support for the current equipment capability type and processing space. Secondly, to establish the operating mode of equipment resources. The equipment resource operation process organizes the current function processing of the system, in accordance with the operation requirement of the hosted task, and determines the operation and processing of the resources, in accordance with the resource operation mode. Finally, to determine the resulting form of the equipment resources. The equipment resource processing result is

38

1. Background introduction

based on the application mode and function logic, and determines the validity of the resource operation result according to the resource processing performance. The integration oriented to the optimization of system equipment resources is based on the system hosted application areas and needs, according to the residency function logic and processing organization, to build the equipment resource types and capability organizations, form the equipment resources processing capabilities, determine the operation mode, and provide systematic operation capability and effective results. System equipment resource integration technology is an integrated technology for system resource capabilities, processes, and system status. System equipment resource integration is mainly composed of the following aspects: Firstly, establish the equipment resource sharing mode. According to system application tasks and functional logic, and the quality requirements, targeting the system tasks and function processing types, in accordance with the operation mode of the equipment resources, form the operation mode and capability requirements of the systemic resources, build systemic resources-based organization, operation and sharing integration. Secondly, build the resource operation process reuse capability. According to the system’s processing efficiency and capability requirements, targeting the system task and functional process mode, build the system processing mode-based functional establishment, reuse, and share integration. Thirdly, establish the resource operation status management by considering the system reliability and capacity requirements, targeting the system application tasks and the results of the function processing, and constructing the system management mode based task/failure, function/error, resource/defect management integration. The system equipment resource integration is the organization and management oriented to the system’s own capabilities, which effectively enhances the system’s capability, effectiveness, and efficiency, which is also the guarantee of system capability organization, processing efficiency and structure effectiveness.

1.4 Summary The integrated system is the integrated organization based on system applications, capabilities, and overall capacity of the organization, orienting to system applications, functions, and the integrated equipment operation. The integration of the avionics system is based on the improvement requirement of overall system operational efficiency, effectiveness, and performance, by means of the flight process objectives, environment, and task integration, to improve flight capability and effectiveness; by means of the system capabilities, conditions, and performance integration, to improve system functional processing quality and efficiency; and by means of equipment resource type, operation, and status integration, to enhance system equipment resource sharing and effectiveness. Targeting the constitution of application tasks, system functions, and equipment resources, in accordance with the requirements of system application objectives, system capabilities, and optimization of equipment operation, the integrated avionics system technology adopts the integrated technology of system integration, process integration, information fusion, and resource sharing, so as to achieve the objective of the integration of avionics systems. Based on the overview of avionics system integration and the integrated technology, this chapter describes some avionics concepts, discusses the composition of the avionics system,

1.4 Summary

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and describes the development of the avionics system. The main points are the following aspects:

1.4.1 Proposing the composition of the avionics system Targeting the concept and composition of the avionics system, this chapter defines that the avionics system comprises three levels: first, the avionics system is the aircraft flight organization and management system, which determines the avionics application organization and management roles; second, the avionics system is the capability organization center of the avionics system, which determines the functional organization and processing responsibilities of the avionics system; third, the avionics system is the aircraft equipment organization and management platform, which determines the equipment organization and operation requirements of the avionics system. These three levels lay the foundation for the organization and integration of the avionics system.

1.4.2 Clarifying the requirements and organization of the flight application tasks Aiming at the concept and constitution of the avionics system, this chapter introduces the requirements of the avionics flight task and the capability organization, describes the application task and capability organization of the avionics based on the mission of the aircraft, in accordance with the division of the flight phases and flight application scenarios, and determines the flight awareness, organization, optimization, and management. It discusses the task scenario requirements, environmental situational capabilities, and flight scenario organization of the flight process environment; describes the flight task scenario service, the task processing mode, and the task operation conditions; analyzes the flight task organization architecture, task process capability, and task operation management; and clarifies the avionics system task and capability composition.

1.4.3 Briefly introducing the architectural features and development process of the avionics system Targeting the organization architecture and development process of the avionics system, this chapter introduces the first generation of separated avionics system architecture, describes the characteristics, capabilities, and limitations of its stand-alone operation; introduces the second generation of federated avionics system architecture, describes the characteristics, capabilities, and limitations of its equipment resources and functional binding, equipment self-management, and system federation organization; introduces the third generation of the integrated IMA avionics system architecture, describes the composition, organization, and integrated mode of the IMA platform and IMA system, as well as its limited conditions and scope; introduces the fourth generation of highly integrated avionics system architecture, and describes the high integration in a system-wide objective, capability, and efficiency optimization technique for system flight application objectives, system function processing, and equipment resource organization.

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1.4.4 Introducing the development trend of the avionics system integration Targeting the development trend of the avionics system integration, this chapter analyzes the improving trend of flight application capability, quality, and efficiency, as well as the increasingly complicated features of avionics system functions, information organization, and environmental conditions, and introduces the development trend of the nextgeneration avionics systemsdthe integration orienting to the flight application organizations, improving the capability, efficiency, and effectiveness of the flight process; the integration orienting to the system function organizations, improving the system function processing scope, efficiency and quality; the integration orienting to the system equipment resource organization, improving the resource usability rate, operational efficiency, and results of the effectiveness. This introduction lays the foundation for the research of this book on the integration of the avionics systems.

References [1] G. Wang, Q. Gu, M. Wang, L. Zhang, Research on the architecture technology of a new generation of integrated avionics system, Journal of Aeronautics 35 (6) (2014) 1473e1486. [2] RTCA, Integrated modular avionics (IMA) development guidance and certification considerations, Radio Technical Commission for Aeronautics, Inc. (RTCA), Washington, DC, 2005. [3] Christopher B. Watkins. Integrated modular avionics: managing the allocation of shared intersystem resources. DASCON 6D1-1w12 [4] C. Spitzer, Reusable software in integrated avionics, Aviation Today (April 2005). [5] M. Di Natale, A.L. Sangiovanni-Vincentelli, Moving from federated to integrated architectures in automotive: the role of standards, methods and tools: automotive electronics systems need to support an increasing number of features and functions. A new integrated architecture paradigm is needed to overcome the proliferation of Electronic Control Units (ECUs) and allow integration of software components on distributed platforms, Proceedings of the IEEE 98 (4) (2010) 603e620. [6] M. Huo, Z. Deng, Development trend of foreign military avionics, Avionice Technology 35 (4 (Serial No.117)) (December 2004) 5e10. [7] Wu J. Development trends and challenges of military avionics technology [J]. Exploration, Innovation, Communication - Anthology of the China Aviation Society Youth Science and Technology Forum.15-22. [8] L. Richard, Alena “communications for integrated modular avionics”, in: Aerospace conference, IEEE, 2007. [9] Luo Q. Gao Y. US fourth generation fighter F-35 federated strike fighter the most outstanding avionics system. In: Electronic science and technology review. Comprehensive review of the fourth issue of 2005:5e8. [10] W. Roland, M. Jakovljevic, Distributed IMA and DO-297: architectural, communication and certification attributes, 2008. [11] D. Zhang, Development of aerospace electronic systems for combat aircraft and its key technologies, Aircraft Engineering (2) (2003) 5e10. [12] C.W. Dehuang, Integrated avionics system for the F-22 fighter, Electrooptics and Control 10 (1) (2003) 50e53. [13] Joint advanced strike technology program avionics architecture definition. Arlington (USA): JAST Avionics k8d; 1994. [14] P. Bieber, E. Noulard, C. Pagetti, et al., Preliminary design of future reconfigurable ima platforms, ACM SIGBED Review 6 (3) (2009) 7. [15] R. Wolfig, M. Jakovljevic, Distributed IMA and DO-297: architectural, communication and certification attributes, in: Digital avionics systems conference, 2008. DASC 2008. IEEE/AIAA 27th, IEEE, 2008, 1. E. 4-1-1. E. 4-10. [16] Z. Li, Q. Li, H. Xiong, Avionics clouds: a generic scheme for future avionics systems, in: Digital avionics systems conference (DASC), 2012 IEEE/AIAA 31st, IEEE, 2012, 6E4-1-6E4-10.

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The organization and architecture of the avionics system O U T L I N E 2.1 The current organization architecture of the avionics system 2.1.1 Separated avionics system architecture 2.1.1.1 The application mode of the separated avionics system 2.1.1.2 The organization mode of the separated avionics system 2.1.1.3 The operation mode of the separated avionics system 2.1.2 Federated avionics system architecture 2.1.2.1 The application mode of the federated avionics system 2.1.2.2 The organization mode of the federated avionics system 2.1.2.3 The operation mode of the federation avionics system

The Principles of Integrated Technology in Avionics Systems https://doi.org/10.1016/B978-0-12-816651-2.00002-2

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2.1.3 The integrated modular avionics system architecture 2.1.3.1 The application mode of the integrated avionics system 2.1.3.2 The organization mode of integrated avionics system 2.1.3.3 The operation mode of the integrated avionics system 2.1.4 The distributed integrated modular avionics system architecture 2.1.4.1 The application mode of distributed integrated avionics system 2.1.4.2 The organization mode of DIMA integrated avionics system 2.1.4.3 The operation mode of DIMA integrated avionics system 2.2 The architecture of hierarchical avionics system

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2. The organization and architecture of the avionics system

2.2.1 The system application requirements and task organization 2.2.1.1 Flight application plans 2.2.1.2 Flight application environment 2.2.1.3 Flight application tasks 2.2.2 The function organization required by system capability 2.2.2.1 The requirements of system functional objective requirements 2.2.2.2 The requirements of system function capabilities 2.2.2.3 The requirements of system functional performance 2.2.3 The system resource requirements and operation organization 2.2.3.1 The capability requirements of systemic physical resources 2.2.3.2 The operation requirements of the system physical resources 2.2.3.3 The performance requirements of the system physical resources 2.3 The organization mode of the hierarchical avionics system 2.3.1 Application task organization 2.3.1.1 The application requirement organization of the avionics system 2.3.1.2 The application environment organization of the avionics system

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85 2.3.2 System function organization 87 2.3.2.1 The function objective organization of the avionics system 87 2.3.2.2 The function capability organization of the avionics system 89 2.3.2.3 The functional performance organization of the avionics system 90 2.3.3 Physical equipment organization 92 2.3.3.1 The resource capability organization of the avionics system 93 2.3.3.2 The resource operation organization of the avionics system 95 2.3.3.3 The validity organization of the avionics system 96

2.4 Summary 98 2.4.1 To establish the organization mode and content of the threelayer architecture of the avionics system 99 2.4.2 To discuss the typical architecture organization and characteristics of the avionics system 99 2.4.3 To establish the hierarchical organization of the avionics system 99 2.4.4 To establish the hierarchical organization content of the avionics system 99 References

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Avionics systems, especially the modern avionics systems, are typical complex systems with complex environment elements in application requirements, various processing factors of system function, and interlaced operation of resource capability organization. They are multiple applications, multiple objectives, and multiple mission modes oriented, based on multiple domains, multiple types of processes, and multiple capacity organizational modes, and cover a wide range of disciplines, multiple types of resources, and multiple technical processes. For complex systems, use of the core tasks of complex system organization is how a system organization architecture is built to achieve requirements of system application objectives, support system function processing capabilities, exert system resource capabilities and operating efficiency, and improve system operation efficiency and validity. Therefore, for avionics systems with complex system features, the system organization and architecture becomes one of the core technologies of avionics systems. The construction of a system, especially the construction of complex systems, is based on three core elements of the system organizationdwhy dto build system applications, whatd to build system functions, and howdto build system equipmentdthat is, the system application organization, the system function organization, and system resource organization. The avionics system is a typical complex system; it is necessary to establish the application mode and the processing capacity, determine the resource organization, and implement the operation and management of the complex system in order to construct the avionics system. Therefore, for the avionics system, it is imperative to firstly establish a comprehensive application task organization, set up the application objectives of the system, and build the application requirements of the system; secondly, to establish the system function organization, set up the system function processing process, and build the system capability requirements; and lastly, to establish an effective equipment resource, set up the platform and environment of system processing and operation, and build the capabilities of system operation. The system application organization is oriented to system mission requirements, and it defines the application requirements, application objectives, and application environment; determines its own role, its own capabilities, and its own activities; and clarifies the requirements, the capabilities, and the results of the task. The system function organization is oriented to the system composition requirements, defines the requirements of the system, the activities of the system, and the capabilities of the system; determines the discipline of capabilities, the organization of the process, and the results of the processing; and clarifies the functional requirements, the capabilities of the functions, and the quality of the functions. The system resource organization is oriented to system operating requirements, defines the hosted application operating requirements, operating results, and operating performance; determines the operating mode, operating process, and operating capabilities; and clarifies the resource requirements, resource organization, and resource performance. The avionics system organization describes the organization of avionics system tasks, system functions, and system resources, which is an organization technology oriented to system applications, capabilities, and operations. As a part of the avionics system organization, the organization mode of the avionics system describes the system composition organization of the contents, elements, relationships, and logic, which is an organization technology oriented to the individual capability within the system; the avionics system architecture describes the organization of the objectives, processes, capabilities, and scope of the system, which is an organization technology oriented to the integrated capability of the system. The avionics

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2. The organization and architecture of the avionics system

system organization mode and architecture is based on the avionics system organization, aims to construct the system organization perspective and form the organization mode oriented to the system level and the type by means of the system architecture technology; aims to construct the system logical perspective and form the processing mode oriented to system capability by means of the system function mode; aims to construct the system operation perspective and form an operation mode oriented to system resources by means of the system resource mode. Therefore, for the avionics system organization mode and architecture, avionics systems are divided into three levels: the application organization, the system organization, and the resource organization. The avionics system architecture forms application tasks, system functions, and physical organization modes in accordance with the application organization, the system organization, and the resource organization. For complex systems, considering the requirements for system organization, activities, and results, and three elements of the system architecture including architecture organization (requirements, perspective, hierarchy), architecture capabilities (environment, scope, activities), and architectural results (service, discipline, roles), after defining the avionics system application task organization, system function processing organization and system resource operation organization, the avionics system architecture organization and operation mode are established. The avionics system organization mode focuses on the three elements including capacity organization (elements, roles, and relationships), discipline organization (objectives, domains, logic), and technology organizations (methods, conditions, processes) study according to the requirements of system capability, discipline, and technology. It defines the capability realization of the avionics system application tasks, the logic realization of the system functional discipline and the technical implementation of the system resource operation, and establishes the avionics system organization process and technology mode. At present, in the research of complex systems, the combination of system architecture and system organization mode is named as system architecture organization. Therefore, the avionics architecture organization defines and describes the system architecture application organization (service, objectives, domains, elements, types, and events), system architecture process organization (discipline, objectives, processes, roles, relationships, conditions), and system architecture technology organization (types, objectives, methods, factors, operation, status). By means of the avionics system architecture organization, the objective of an avionics system architecture can be set up. That is, through the organization oriented to flight application task requirements, it supports the system application capability and operation process organization and integration; through the organization oriented to system process, it supports the system function discipline and function processing organization and integration; through the system capability-oriented organization, it supports the organization and integration of the system resource capability and operational process.

2.1 The current organization architecture of the avionics system The current avionics system organization architecture is to describe the evolution process of avionics system organization. The traditional avionics system is oriented to the organization mode of the internal capabilities of the system. With the advancement of technology,

2.1 The current organization architecture of the avionics system

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people found that electronic technology can replace some of the mechanical capabilities of aircraft and expand the natural capabilities of pilots, such as electronic meters and distance detection. With the continuous development of electronic technology, the extension method based on the pilot’s natural capability gradually evolved from the initial single-item and independent-capacity instrument composition to the system’s capabilities and organization, providing pilots with flight support and assistancedknown as avionics systems. Therefore, the traditional avionics system does not determine the composition of the avionics system based on the requirements of system flight applications; instead, it gradually develops with the indicators of the technology, to discover and identify the technology that can enhance or replace the capabilities of the original aircraft, especially the alternatives to human pilots. For instance, radar technology is miniaturized and installed on the aircraft to replace and extend the pilot’s eye capabilities; another example is the communication station, which establishes open space voice communication to replace and extend the pilot’s hearing and speaking capabilities. Therefore, the traditional avionics system mainly considers three elementsdfunction, performance, and equipmentdthat is, to consider what kind of equipment, what kind of function, what kind of performance, and what kind of capability it can offer. This is shown in Fig. 2.1. The avionics system is the application task platform of the aircraft. The flight task organization, execution, and management are based on the capabilities and performance of the avionics systems. Different aircraft have different missions, different environments exist in different tasks, different tasks have different objectives, and different organizations have different results. For avionics systems, the primary objectives of the avionics system architecture are how to build avionics system capabilities based on the mission of the aircraft, how to build different tasks according to different environments, how to determine different objectives for different tasks, and how to achieve different results according to different organizations. In response to the aforementioned requirements, avionics systems have different capabilities and technologies targeting different phases; through system architecture organization, it

Communication equipment

Display equipment

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FIGURE 2.1

The composition of the traditional separated avionics system.

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2. The organization and architecture of the avionics system

Scenario 1 Task 1

Task 2

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FIGURE 2.2

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The composition mode of the avionic system.

defines the characteristics, capabilities, and scope of different architectures, and forms different missions, tasks, objectives, and results. This is shown in Fig. 2.2. For the evolution of avionics systems, the system architecture organization has undergone three phases of development: separated avionics system architecture, federated avionics system architecture, and integrated avionics system architecture. At each phase, the expansion of system organization capabilities and scope functions are determined based on the technological progress and capabilities at that phase; the system processing and the improvement of efficiency, performance, and validity are clarified; and the platform for the corresponding avionics application, capability, and equipment organization are formed. In separated architecture, considering the requirements of aircraft flight and basic tasks, the avionics system is mainly composed of several independent types of equipment. Each type of equipment has its own discipline functions, configures its own resources, and provides independent working modes. Under pilots’ operation management, it forms the aircraft basic flight capabilities. For instance, radar, communications, navigation, and other equipment have their own specialized functions, configure dedicated and independent antennas, RF front-end, processors and indicators, etc., apply point-to-point connections, and provide detection, navigation, communications, and other basic capabilities to support aircraft flight. In the federated architecture, the avionics system establishes a system bus platform to support the requirements of the system function organization, based on the increasing demand for aircraft functional requirements and the precise coupling between aircraft functions. Due to the increasing number of types of aviation equipment and disciplines, the upgrade of equipment functions and the improvement of processing performance, the cross-linking and coupling between equipment has been dramatically improved, which makes it impossible to depend on pilots to conduct multiequipment, multifunctional, multiprocess, and

2.1 The current organization architecture of the avionics system

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real-time interaction and organization. Therefore, digital communication technology must be adopted to establish data channels between equipment, and support real-time interaction of equipment function processing, so as to meet the requirements of system application task organization and management. This architecture is mainly derived from the “Digital Avionics Information System” plan proposed by the U.S. Air Force Wright Aeronautical Laboratory in the 1970s, which adopted an airborne multiplexed data transmission bus (1553B) technology and a data processor to implement low-bandwidth data transmission and exchange functions, such as communication data link, S-mode transponder, airborne meteorological radar, etc., a digital bus to connect each unit, and resource sharing that only existed in the control and display of the back end of the information chain. The digital bus technology simplifies the connection relationship between equipment, reduces the size and weight of the system, solves the comprehensive problems of task processing display and control, plays a great role in promoting the integration of avionics systems, and significantly improves the function and performance of aircraft. It has been applied on aircraft including Boeing B777, B733, and Airbus A320. The integrated architecture is oriented to system functions and the independent resource organization, and realizes the resource sharing of functions and the reuse mode of operations. With the rapid development of information technology, the avionics systems equipment has almost exclusively turned to digital information processing systems. This technology advancement has led to the transformation of traditional aviation stand-alone equipment into systems (subsystems) with independent data collection, processing, and management, as well as significant increases in system function and performance. However, the increase and improvement of this capability and performance has also led to a significant increase of the volume, weight, power consumption, and cost of avionics systems, and has had a major impact on system reliability and availability. Therefore, this situation puts forward requirements of integration for the avionics system based on capability organization. That is, by means of the independent integration of function processing and resource capabilities, to build function operating time-sharing resources, ensure the function running capacity and quality, reduce resource capacity waiting and idleness, and maximize system function/resource ratio. The avionics system is divided into two phases. The first phase is the Integrated Modular Avionics System (IMA) oriented to general-purpose computing processing platforms, and the second phase is the Distributed Integrated Modular Avionics System (DIMA) oriented to the integrated processing organization. The IMA architecture oriented to the general-purpose computing processing platforms is mainly based on the avionics system organization mode, as well as the discipline information processing organizations and modes of subsystems, extracting the general processing part of the system, defining the system general process, determining the system general processing module, and establishing the sharing IMA processing platform oriented to system general processing capability, forming the IMA-based architecture integration. The IMA platform oriented to the general-purpose computing processing platforms is divided into three types. The first type is the interoperable subsystem IMA, which is a function integrated platform mainly supporting the system tightly coupling; the second type is the proprietary IMA, which is a function integrated platform mainly supporting specific requirements; the third type is the open IMA, which is a function integrated platform mainly for the common standard. The

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third type of IMA platform replaces a large number of independent processors and LRUs (Line-Replaceable Units) with fewer, more centralized processing units, effectively supporting the demands of a new generation of civil commercial aircraft with high processing efficiency, low resource allocation, light weight, and low maintenance costs. The DIMA architecture oriented to the system integrated processing organization is based on the avionics system organization and processing mode, as well as the distributed system processing capabilities and characteristics, which aims at the system integration requirements and technologies, and establishes a physical processing architecture for different disciplines, abstracts the general processing mode, forms a distributed physical processing organization covering the aviation system-wide discipline mode, and establishes the distributed processing capability for function processing; at the same time, it establishes the system-integrated virtual sharing organization that supports the integrated processing mode and benefits of the system. DIMA oriented to the system integrated processing organization is also divided into three types. The first type is task organization-oriented DIMA, which mainly supports the distributed system based on task processing and its integration; the second type is DIMA oriented to function organization, mainly supporting distributed systems based on function processing and its integration; the third type is information organization-oriented DIMA, which mainly supports distributed systems based on information processing and its integration. At present, the Airbus A380, the Boeing B787, and the COMAC C919 large passenger aircraft adopted the third type of IMA system architecture. Some small aircraft and general aircraft adopted the first and second types of IMA system architecture. With the continuous improvement and maturity of DIMA technology, it is expected that the distributed IMA architecture (DIMA) will be adopted in the future. Its functional blocks are distributed throughout the airframe, and functions are integrated via the network. Therefore, the integrated avionics system represents a typical feature of a new generation of aircraft.

2.1.1 Separated avionics system architecture The separated avionics system architecture is the earliest organization method of avionics systems. Strictly speaking, the separated avionics system architecture is not the system organization mode of avionics systems. At that time, the avionics system was called Avionics, which describes equipment and capability of multiple avionics; it was not called the Avionics System, because it did not form a common objective, an overall organization, and mutual cooperation. With the development of avionics technology, the impacts between airborne avionics equipment and capabilities are increasing, and the relations are becoming increasingly closer, which forms the overall goals and capacity requirements. Instead of using a single avionics equipment and capability to describe the capabilities of avionics systems, people started to use the avionics capability organization to describe avionics system operations. This capability organization of the system is called the avionics system. Later, as the use of independent avionics became less and less described, for the sake of simplicity, most of the literature and books apply “avionics” to represent the avionics systems. The separated avionics system is the early capability organization mode of independent distributed avionics and pilot. That is, separated avionics systems consist of multiple independent equipment and capabilities. Each type of equipment provides its own independent

2.1 The current organization architecture of the avionics system

FIGURE 2.3

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The composition of the separated avionics system.

capabilities. There is no direct physical connection between the equipment; instead, the pilots’ operations and organization enable mutual cooperation. The separated avionics system is a capability organization oriented to people (pilots), as is shown in Fig. 2.3. It consists of many “independent” subsystems. Each subsystem is connected by a point-to-point connection with its own detector, controller, display, and dedicated analog computer, and it depends on the pilots’ operation to complete certain tasks. For example, radar, communication, navigation, and other equipment each has dedicated and independent antennas, RF front-ends, controllers, and displays, and use point-to-point connections. This type of structure is very specific and lacks flexibility, making it difficult to implement a large amount of information exchange. Any improvement or task change needs to be achieved by changing the hardware. Aircraft avionics systems of the 1950s and early 1960s basically adopted this separated architecture. The characteristics of the separated avionics system are as follows: (1) Each piece of equipment is independent, oriented to its own function organization and operation implementation, and there is no cross-linking and coordination with the other equipment. (2) Each equipment function is to extend the pilots’ capabilities and is directly linked to the pilots’ capabilities and operations. For instance, there is no internal cross-linked communication within the equipment. (3) Each piece of equipment has its own sensors, controllers, and processing modes related to its own function processing, and has nothing to do with other aircraft equipment. (4) Each equipment function supports the interaction of information and activities with pilots. Pilots are responsible for organization and management, and the equipment does not support external information exchange and management. (5) The function of the equipment is bound to the equipment itself. The capabilities and performance of the equipment function are only related to the hosted equipment itself and the environmental conditions, which is basically independent of the other aircraft equipment. (6) Most are analog equipment, and only a few are digital equipment.

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2.1.1.1 The application mode of the separated avionics system The separated avionics system was the earliest avionics architecture organizational mode. This system is developed according to the requirements of the pilot’s flight operation capability, on the basis of the corresponding equipment developed with the advancement of the electronic technology. The relevance of separated avionics systems to flight is very limited, and it is highly relevant to pilot’s operation capabilities. Therefore, the separated avionics system is oriented toward the pilots, that is, to be expanded focusing on the pilot’s capability. In a separated avionics system, the mission of the system application is based on the pilot’s knowledge and feelings, existing in the pilot’s brain. The needs, goals, and environment of the applications are recognized and defined by the pilots, and the task, organization, and management are determined by the pilots. The application mode of the avionics system is to realize the pilot’s perception capability and operational need, and form the flight operation process of the pilot organization. This is shown in Fig. 2.4. 2.1.1.2 The organization mode of the separated avionics system The organization mode of the separated avionics system is an application mode based on special technology equipment capabilities. Different aircraft are based on different flight objectives and requirements, with different cost and capacity constraints, in accordance with the specific market requirements of the airlines and the aircraft manufacturers’ specific technical capabilities, and different aircraft are configured with different separated aviation equipment and capabilities. Therefore, the differences in the capabilities of separated avionics systems in different aircraft may be significant. Since the separated avionics system is oriented toward pilots, the capability of pilots is expanded through the discipline and technology available at that time, thereby establishing the independence between the various extension capabilities of the flight process and the aircraft’s other capabilities. That is, each extension capability depends only on the pilot’s existing capability, depends on the associated discipline, but does not depend on the composition and effect of the other capabilities and associated technologies. In a separated avionics system, each extension capability is directly related to the pilot’s capabilities, depending on the pilot’s capabilities, knowledge, and operations, and by operation of the associated discipline functions, the flight process mode of operation is established. Therefore, the separated avionics system is based on the current discipline status and technical capabilities, and in accordance with the requirements for improving the flight FIGURE 2.4 The application mode and capability extension of the separated avionics system.

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Scenario Process 1

Process n

pilot

capability 1

capability 2

capability m

equipment 1

equipment 2

equipment m

function 1

function i

FIGURE 2.5

function j

function k

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function p

The organization mode of the separated avionics system.

capability, to construct equipment supporting requirements, determining the functional processing capabilities, and implementing the flight operation process for supporting pilots. This is shown in Fig. 2.5. 2.1.1.3 The operation mode of the separated avionics system The operation mode of the separated avionics system is based on the combination of independent and autonomous equipment operation. In a separated avionics system, the mission of the aircraft is in the pilot’s mind; the planning and mission organization of the flight, the perception and understanding of the flight environment, and the organization and management of the flight process are all in the pilot’s brain, organized and completed by the pilot. Therefore, during the flight of the aircraft, the pilots, based on the mission plan, use the functions of the relevant equipment to achieve the extension of the capability, identify the current flight environment, and determine the relevant task. Then, according to the communication function provided by the airborne equipment, the flight status report and the task coordination can be achieved, the mission organization is determined, and the mission operation and management are implemented. Each type of equipment of the separated avionics system establishes its own operating mode. At the same time, according to the pilot’s instructions, it independently runs the relevant functions and submits the operating results to the pilot. This allows the pilot to implement the decision and control of the flight process according to the operation status and results of different equipment. This is shown in Fig. 2.6.

2.1.2 Federated avionics system architecture The federated architecture is the first system organization mode for avionics systems. As described in previous section, the equipment of the separated avionics architecture provide their own capabilities and there is no direct physical cross-linking between the equipment.

52

2. The organization and architecture of the avionics system

Task 1

Task 2

Task w

Environment Mission

Function 1

Function 1

Function i

equipment 1

FIGURE 2.6

Function j

Function 2

Function k

equipment 2

Function m

Function 1

Function m

equipment n

The operation mode of the separated avionics system.

The main change in the federated architecture is the establishment of the cross-linking of interfaces and functions between avionics system equipment. At the same time, with the development of digital technology, most equipment has converted from analog processing mode to digital processing mode, laying the foundation for system information processing and organization. However, with the increasing functions of avionics systems, most of the functions have their own characteristics and discipline processing requirements. It is very difficult to utilize unified equipment to support or run the functions required by all systems. Therefore, the avionics system adopts different discipline equipment to compose the system required processing functions, provides and supports discipline function required organization and operation requirements, and achieves the objective of system function processing. The federated architecture aims at dealing with this kind of situation, organizes the specialized equipment or subsystem required by the system function operation, and supports the function organization and coordination between different equipment of the system. Therefore, the federated architecture firstly constructs equipment and subsystems oriented to function objectives and implementation, and at the same time, establishes a data link channel-data bus between the physical interfaces of the system equipment, to realize the organization, coordination, and management of the functions of the entire avionics system equipment. At present, most federated avionics systems adopt the federated architecture to establish the unified standard bus and communication protocoldthe MUX 1553B and ARINC 429 busesdto support the information communication and transmission between all equipment and subsystems in a federated architecture. At the same time, in order to describe the capabilities and activities of the system at unifying style, a common programming language, such as JOVAL, has been created for different equipment function organization requirements under the federated

53

2.1 The current organization architecture of the avionics system

architecture, forming the function organization and management mode of the federated architecture. The main feature of the federated avionics system architecture is “federation.” This federation is a “federal” organization based on autonomous organization and management, that is, a collaborative mode based on internal goals, rules, organization, and management within the organization. The organization goals are defined, resources are allocated, capabilities are organized, functions run on their own, tasks are managed on their own, and the final results are shared. Therefore, for the federated avionics system architecture, the construction task of the system is to define the application domains and capability requirements, to determine the composition of each subsystem and equipment, to specify functions contained by the subsystem equipment, to define the system cross-linked bus and communication requirements, and to support the coordination of the status and results of various subsystems and equipment. The construction tasks of the system equipment are to define its own objectives and capabilities, to determine discipline domains and function organizations, to clarify processing requirements and performance, to build resource organization and operation modes, and to support function operation and management. The main features of the federated avionics system are the use of time-division multiplexed data buses, standard onboard computers, standard development languages, and standard interface units. Each subsystem is connected through a standard data bus, which simplifies the connection method, reduces the number of cables used for simple connect of equipment, reduces the weight of the system, and improves the system performance. A typical federated avionics system is shown in Fig. 2.7. The main features are that the system function is oriented to equipment discipline processing, which is developed based on unified standard language; system software is oriented to equipment discipline function requirements, which is developed on the basis of equipment hardware support capability; equipment hardware is oriented to equipment resource capability organization, which is developed based on resource operating modes and performance requirements. Therefore, the federated avionics system is an independent embedded and dedicated subsystem. The system function is based on the function organization of the equipment, and the equipment function is on the basis of the resource features and capabilities, which has a poor system expansion capability and a feature of expensive system upgrade.

Display system Radar system

Monitoring system

pilot

System bus

Flight management system

FIGURE 2.7

Atmosphere system

The federated avionics system architecture.

54

2. The organization and architecture of the avionics system

The characteristics of the federated avionics system are as follows: (1) Each type of equipment is constructed according to independent discipline categories and undertakes the capabilities and functions of its own discipline. All functional discipline categories are allocated to each piece of equipment. (2) The avionics system establishes a system data bus to support the function organization and cross-linking of system equipment, and support the organization and management of system tasks. The display system is responsible for the organization and scheduling of tasks, and the other equipment or subsystem is responsible for function scheduling and management. (3) The system interacts with the pilot through the display system (equipment). The display system (equipment) provides the function processing results of each type of equipment of the system, responds to the pilot’s instructions, and realizes the pilot’s organization and management of avionics system functions. (4) Each type of equipment of the system has its own sensors, controllers, and processing modes, that is, it has its own input, resources, and functions. Under the scheduling of system tasks, it independently completes the organization, processing, and management of the functions. (5) The function of each type of equipment in the system is bound to the equipment resource, that is, the determined function can only be operated on the determined equipment and the determined resource, which does not support the migration of the function organization. (6) All equipment of the system has their own processing system, and each type is responsible for the management of its own equipment or subsystem. Faults are limited to their own equipment or subsystems, which does not affect the other system equipment. 2.1.2.1 The application mode of the federated avionics system Federated avionics systems are currently the most common architecture organization for avionics systems. The federated management means that each type of equipment or subsystem determines its own discipline organization, defines its own system input, establishes its own function organization, configures its own resource capabilities, and implements organizational processing and management based on its own service areas. At the same time, in order to organize the application task management and reduce the workload on pilots, the federated architecture establishes a cross-linked data bus between each piece of equipment and subsystem in the system, provides data transmission between various equipment of the system, supports the organization and coordination of system equipment functions, and realizes task organization and management of the avionics system. Therefore, the main characteristics of the federated avionics system application mode are: the pilot is the operator oriented to the task organization and the flight process, and by means of the federated architecture organization and the function of the coordination equipment and system, the pilot’s flight process is achieved. In the federated avionics system, the pilot utilizes the display and control system (equipment) interacting with the avionics system to achieve environmental awareness, task planning, task organization, and task management based on the application’s needs, goals, and environment; the avionics system is based on the task

2.1 The current organization architecture of the avionics system

55

FIGURE 2.8 The federation avionics system architecture.

requirements, constructing functional organization and collaborative management of equipment; each piece of equipment implements function organization and operation management according to its own hosted functions; system bus provides data cross-linking between equipment or subsystems, and supports function cooperation based on system task organization. This is shown in Fig. 2.8. 2.1.2.2 The organization mode of the federated avionics system The organization mode of the federated avionics system is based on the definition of the system application architecture, on the basis of the characteristics of the self-definition, autonomous configuration, autonomous processing, and self-management of the federated architecture, to establish the avionics system functional organization requirements, to determine the system equipment organization and function composition, to clarify equipment function processing and performance requirements, and to realize system task organization and function processing modes. Each type of equipment and subsystem of the federated architecture is independent. Based on its own discipline characteristics and classifications, such as communications discipline, navigation discipline, and surveillance discipline, they establish system functional capabilities in independent special fields. Therefore, the federation system organization mode firstly determines the capabilities and objectives of the equipment or subsystems based on discipline technical capabilities, such as communication analysis bandwidth and speed, system navigation mode and navigation accuracy, and then defines the input source and sensors for implementing system capabilities; it also identifies the technical methods and modes implemented by the equipment, determines the objective and result indicators of the equipment, selects the resource configuration that supports the equipment to implement the function, establishes the system communication data bus, and forms a federated system architecture. This is shown in Fig. 2.9 below: 2.1.2.3 The operation mode of the federation avionics system The federation avionics system runs the operation of equipment-based system organizations, oriented to the equipment discipline and technical capability system functions. Due to the differences in terms of equipment comprising the system, and the functions of the equipment, the capabilities of this system are very different from those of the separated avionics systems. These capabilities are mainly reflected in three aspects: first, the establishment of system data communication integration, to achieve the system equipment/subsystem

56

2. The organization and architecture of the avionics system

Application area

Federated architecture

Discipline capability 1

Discipline field

Function a

Discipline field

equipment 1

Mode 1

Function n

Mode I

Function b

Discipline capability 2

Function m

Discipline field

equipment 2

Mode J

Function c

Discipline capability n

Function i

Mode K

Function d

Function j

equipment n

Mode G

Function e

Function k

Mode H

Function f

Function h

FIGURE 2.9 The organization mode of the federation avionics system.

function cross-linking; the second is establishment of a system standard processing unit (processor), to achieve a unified processing mode; third is establishment of a standard system function development language, to implement the process description of the system’s standard functions. All functions of the federated avionics system are completed within the equipment or subsystems. Each function processing item has its own independent resources. The equipment or subsystems are managed independently. The system is responsible for completing and managing the functional operation and collaboration of the results of the equipment or subsystems. An avionics system is based on the pilot’s task instructions, in accordance with the system equipment function coordination organization, to complete the requirements of the system application tasks. Federated subsystems or equipment of various architectures can collect and acquire sensor data according to the function operation instructions, in accordance with the requirements of discipline function processing, to complete the discipline function processing mode, return and transfer the function processing result, and support system function organization and coordination. Therefore, in the federated avionics system, the pilots are responsible for task organization and functional requirements. The avionics system is responsible for functional scheduling and coordination. The equipment or subsystem is responsible for the resource organization and supporting functions for hosted and operation, ultimately, by means of the function distribution processing, process system coordination, and task system management, to achieve system federation tasks. This is shown in Fig. 2.10 below:

2.1.3 The integrated modular avionics system architecture The IMA system is the first avionics architecture that addresses the need for integration, which is a milestone in the development of avionics systems. In principle, an integrated avionics system is a system that truly examines, considers, organizes, and manages the organization and composition of avionics systems. Before introducing the integrated avionics system architecture, we first discuss the deficiencies and limitations of the federated avionics

57

2.1 The current organization architecture of the avionics system

Flight process Task 1

Task 2

Task n

pilot

equipment (subsystem) 1

equipment (subsystem) 2

equipment (subsystem) m

Function 1

Function 2

Function i

Function 1

Function 2

Function j

Function 1

Function 2

Function k

Process 1

Process 2

Process i

Process 1

Process 2

Process j

Process 1

Process 2

Process k

1 Hardware

Sensor actuator

1 Hardware

Sensor actuator

FIGURE 2.10

1 Hardware

Sensor actuator

1 Hardware

Sensor actuator

1 Hardware

Sensor actuator

1 Hardware

Sensor actuator

The organization mode of the federation avionics system.

architecture described in the previous section. According to the analysis in the previous section, the federated avionics system has the following deficiencies and disadvantages: (1) With the increase of functions, the amount of hardware equipment also goes up. One of the main characteristics of the federated avionics system is that each subsystem needs its own resources and interfaces, to establish its own independent operations and input/output processing. For example, sensors, actuators, displays, and controls, etc., which makes the operation more complex and also leads to a large amount of redundant equipment in the system. As the functions of the avionics system continue to increase, the demand for avionics equipment also keeps increasing. The volume, weight, and cost of the avionics equipment in the entire system grows linearly, which places tremendous pressure on the organization and capabilities of the aircraft’s airborne systems. (2) With the increase of functions, the reliability decreases: as system functions and hardware resources increase rapidly, and system functions and resources are bound, system reliability is directly affected. Although the system equipment and functions are mutually independent, and have the advantage of naturally isolating each other to avoid the proliferation of faults, the independence of the functional modules makes it impossible for the system to use other independent equipment to replace the faulty equipment and functions once a certain faulty module fails. Although the system can use a redundant and fault-tolerant method to solve the problem of single-point equipment failure, redundant equipment greatly increases the cost of the system. At the same time, it also causes the system to deal with organizational redundancy.

58

2. The organization and architecture of the avionics system

(3) As the number of functions increase, the system cost also increases. In the federated avionics system, each subsystem is independent and dedicated. A small modification or upgrade in one function module may cause the entire module to be redeveloped and reverified. Although the reverification is relatively simple to do because the verification scope is limited to the function module itself, the cost of redevelopment and reverification also needs to be avoided, considering the frequent system upgrade throughout the life cycle of the avionics system. In the avionics system development process, due to the rapid development of information processing technology, computer technology, and electronic equipment technology, there have been increased aircraft flight task demands, system function demands, and demands for improving system operation and processing quality. New subsystems are constantly added to avionics systems. It is also the growth of these demands that has greatly increased the complexity of avionics systems, and has led to a heavier workload for pilots. At the same time, with the rapid development of information technology, more and more information is contained in the flight task, more conditions are contained in the flight environment, and the number of factors considered in the pilot’s decision-making during the flight process are increased. Therefore, the traditional federated architecture of avionics system organization and processing methods cannot accommodate the rapid growth of information, conditions, and factors of the new generation of flight application tasks. In view of the current technological development and the rapidly growing status of flight application information, conditions, and factors, avionics systems have raised strong demands for system integration technologies. As the system applications, functions, and performance continue to increase, modern avionics systems are increasingly characterized by complex systems. For complex systems, due to the wider application of systems, the increasing size of systems, the increasing number of elements contained in the system, and the increasingly complex relationships and influences among elements, corresponding measures must be established to solve the problems of complex systems. System integration technology is a system processing technology that is oriented to the integration of system applications, environments, and capabilities, which is an important way to deal with the effectiveness, efficiency, and efficacy of system organization, processing, and management. For integrated avionics systems, it is imperative to firstly solve the problem of system resource utilization rate. That is, through the establishment of an integrated resource sharing mode, to improve the utilization rate of resources, and reduce the needs of resource configuration. The avionics system resource integration changes the resource static demand configuration mode, establishes a systemic dynamic resource demand and supply mode, and by adopting the method of decoupling between resource and application, provides shared resource capabilities for the current operational application requirements of the system. Second, it is imperative to solve the problem of operational efficiency of system resources. That is, through the establishment of an integrated resource processing mode, to improve the reuse rate of resources, and increase the efficiency of system resource processing. The application process of avionics system changes its independent full-coverage processing mode, establishes a general-purpose processing mode, and defines the composition through homogeneous processing processes, in accordance with different application processes, to realize the general processing schedule, and also realize process reuse and

2.1 The current organization architecture of the avionics system

59

sharing and inheritance of processing result. Finally, it is necessary to solve the problem of system resource organization availability. That is, through the establishment of a standard system status of organizational management, to reduce the impact of resource capacity defects, resource operation errors and resource results failure on the system resource capabilities, to improve system resource capacity utilization, and increase the system processing confidence. By separating resources from applications, resource capability testing, resource operation diagnosis, and resource result monitoring, to identify defects, errors, and failures in the resources, and to avoid and comprehensively suppress the system to reduce the impact of system failures on system resource assurance capabilities. This is shown in Fig. 2.11. 2.1.3.1 The application mode of the integrated avionics system The application mode of the integrated avionics system is firstly to extract the system general application process, establish the requirements of the system general processing mode, build a system general processing resource platform, support the system general processing organization, realize the system resource sharing, and reduce the resource configuration, that is, the IMA resource sharing architecture. At present, IMA (the first type of IMA platform) first classifies the system application as common operations and dedicated processing and input/output, establishes a system common application processing module, and builds a resource processing platform that supports the application of the system common modules. Dedicated processing and input/output are performed via dedicated equipment, and then establish a general-purpose processing platform by extracting a general process of the general processing module, to support the reuse of the process, achieving the inheritance of generalpurpose processing result and improving system processing efficiency. Next, by means of the classification of resource platform capability, type, and status, is to establish the monitoring and management on the basis of system resource capability defects, processing errors, and

FIGURE 2.11

The integrated avionics system architecture.

60

2. The organization and architecture of the avionics system

result failures to support the effective capability combination and reconstruction of the system and to improve the effectiveness of the system processing results. The IMA architecture is a flexible, reconfigurable, and interoperable sharing organization of hardware and software. It establishes an independent mechanism for system-hosted applications and processing resources. By integrating software and hardware, it can build a shared resource and environment for multiple applications. The platform implements key safety protection and function distribution modes based on the protection mechanism of application partitions and high-performance fault-tolerant networks, and improves IMA platform resource utilization and hosted function operation protection. A typical integrated modular avionics system is shown in Fig. 2.12 below: 2.1.3.2 The organization mode of integrated avionics system The organization mode of the integrated avionics system is to establish the system application common processing module organization through the system application mode abstraction; to establish the system common platform abstract organization through the system resource abstraction; and to establish the system fault management platform organization through the system capability and status abstraction. This is shown in Fig. 2.13. The main feature of IMA is that the IMA-hosted function is independent of operating resources. The IMA-hosted function and operation resource are no longer tightly coupled. The IMA platform resources are no longer statically configured to determined functions; instead, the resources are dynamically implemented according to the functional operation resource requirements and the current resource availability status in the system function scheduling mode, to realize the dynamic function and resource configuration mode. That is, in the IMA platform, the functions are not bound to the fixed hardware resources, but based on the current resource allocation status of the system, the functions are given to the currently available equipment resources to operate. The application of a common modular approach based on the IMA platform allows one function to be distributed across many computing resources. One IMA system no longer only contains certain fixed equipment but can be

FIGURE 2.12 The application mode of the integrated modular avionics system.

equipment

equipment

equipment

IMA platform equipment

equipment

equipment

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2.1 The current organization architecture of the avionics system

System partition

System virtual boundary

Processing module 1

System partition Processing module 2

function A

function B

function C

function D

application

application

application

application

Sensor Actuator

Sensor Actuator

OS

OS

processor

processor

Communications network IO module

Sensor Actuator

FIGURE 2.13

Sensor Actuator

The organization mode of the integrated modular avionics system.

composed of many different equipment modules, which gives the organization between the functions and hardware equipment a great deal of flexibility. The IMA system aims at the systemecommon resource processing organization, establishes a common operation mode through function partitioning, forms the system capability to support general processing, provides IMA general interoperation processing, and supports the common function to process and use the common resource module. The IMA system establishes data sharing between different functions by sharing computing resources of the system, supports system interface input/output sharing, realizes data interaction between functions, and improves utilization of platform resources and interfaces. The configuration of electronic equipment resources in the system is reduced, thereby reducing the volume and weight of the entire system. In addition, the IMA system aims at systemic common capability and operation status management, and establishes system resource capability defects, operation errors, and result fault monitoring and management modes through classifications of system operation defects, errors, and faults; as well, the system supports dynamic organization and reconstruction of system resource capabilities, reducing the idleness and waste of effective resource capacity, which increases the reusability of the module, enhances the effectiveness of the system operation result, and improves the confidence of the system capability and status. 2.1.3.3 The operation mode of the integrated avionics system The integrated operation mode of the IMA system is based on the IMA platformehosted application and function operation organization and management. The integrated mode of the avionics system based on the IMA system firstly establishes the separation of generalpurpose applications and special-purpose processing of the system, and concentrates the separated general-purpose processing on the IMA platform, constructs the IMA system,

62

2. The organization and architecture of the avionics system

and realizes IMA hostedeapplication functions, resource operation, and operation status integration. In other words, the main objective of the avionics system based on the IMA system is to realize system integration based on the IMA platform. The objective of avionics systems is to achieve the requirements for flight applications. In the IMA system operation mode, the pilot determines task needs for flight applications based on the mission and the current flight environment, runs task management based on the IMA system, and integrates IMA-hosted function processing and resource operation processes to achieve functional organization and operation of the entire system task. In the IMA system, system-hosted application function organization and operation management first establishes system function partitions, builds various functional organization and operating environments of the system, forms different function operation space and system service space, and implements authorized functional data exchange by means of system service, and supports the independent function operation of the system. The operational composition based on the IMA system is: the tasks of the flight application are to organize and operate through the task management based on the pilot instructiondthe management of the IMA system; the system processing function achieves the general processing through the function partition of the system function environmentdthe partition of the IMA system; the system dedicated processing realizes the responses to the specific processes via system dedicated equipmentdspecialized subsystems or specialized equipment. This is shown in Fig. 2.14.

Flight scene and flight process Flight application 1

Flight application n

IMA system Task organization

Task integration

Functional organization

Functional integration

Resource organization

Resource integration Universal module m

Universal module 1

Data concentrator 1 Type 1

Data concentrator 2

Type m

Type 1

Data concentrator k Type 1

Type m

Type m

Dedicated processing

Dedicated processing

Dedicated processing

Dedicated processing

Dedicated processing

Dedicated processing

Dedicated processing

Dedicated processing

Dedicated processing

I/O

I/O

I/O

I/O

I/O

I/O

I/O

I/O

I/O

Sensor Actuator

Sensor Actuator

Sensor Actuator

Sensor Actuator

Sensor Actuator

Sensor Actuator

Sensor Actuator

Sensor Actuator

Sensor Actuator

FIGURE 2.14

The operation mode of the integrated modular avionics system.

2.1 The current organization architecture of the avionics system

63

Under the condition of realizing the task organization and functional operation, and in accordance with its modular characteristics, the IMA avionics system realizes integration based on the platform itself. The specific integration method is introduced in the following IMA integration technology.

2.1.4 The distributed integrated modular avionics system architecture DIMA aims at avionics system equipment processing functions and resource composition, builds the distributed organization and management based on system equipment functions and capability resources according to system application and function processing requirements, and forms a distributed general processing organization oriented to system applications and functions. The composition of DIMA is: discrete systems of the physical organization, logical processing of system functions, distribution of system operating processes, formation of independent physical resources and capabilities of systems, consistent functional goals and logic, and collaborative parallel processing and distributed organization and operation modes, with characteristics of multiple objectives, multiple types of capabilities, and multiple process features for typical complex systems. For distributed complex systems, due to more and more system application requirements, the system application environment is becoming wider, and the scope of the system growing, how to establish local processing and operating environment, establish system and equipment independent organization mode, and build system functional cooperative processing mode, a support system operational distributed parallel mode, and realize system application task requirements represent the important objectives of the distributed avionics system. Distributed system integration technology is an important way to solve the effectiveness, efficiency, and validity of system independent equipment organization, functional coprocessing, and system distributed parallel operation. Therefore, when targeting the DIMA system architecture, it is imperative to first establish a distributed application integration processing mode. The DIMA system establishes a distributed application organization, supports parallel processing, increases the efficiency of task organization, and reduces the workload of pilotsdby means of the application of scenario organization, to determine the field of distributed processing, set up task organizations for application scenarios, application tasks, and application status systems. By means of distributed application collaboration and integration, the system application environment situation, goals, and task response modes are constructed. Secondly, is to establish the integrated mode of the distributed equipment. The DIMA system is transformed from the function organization of the equipment or subsystems to the role of system supply capability. Through the integration of system equipment capabilities, discipline, and functions, the equipment function organization and resource capability accessory modes are constructed, the equipment function processing and resource operation integration are supported, and the system equipment unit processing mode is realized. Finally, is to establish a distributed parallel operation integration mode. Based on the distributed organization mode of the system, the DIMA system establishes a distributed parallel processing based on the system capability, in accordance with the system internal integrated processing mode, and builds the collaboration of system equipment operations, supports system function organization and parallel processing, and realizes the integration of functional processes. This is shown in Fig. 2.15.

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2. The organization and architecture of the avionics system

FIGURE 2.15

The organization architecture of the new avionics system.

2.1.4.1 The application mode of distributed integrated avionics system The main tasks of the DIMA system application organization are as follows: Firstly, DIMA determines system task organization in accordance with the system application requirements and the application mode of the system. That is, the organization of the system application is based on the mission and tasks of the aircraft. Based on the definition of flight task scenario and planning, the tasks and implementation modes are determined, and the distributed organization mode of the tasks is formed. Secondly, DIMA is oriented to the requirements of system organizations, targeting the systemic distributed task organization, in accordance with the requirements and capabilities of resource distribution, to determine the function of supporting distributed capability, and form the system function organization mode. Thirdly, DIMA is oriented to the requirements of system processing, targeting the distributed function processing mode, in accordance with functional discipline characteristics, to determine resource types and operation modes, and form the distributed resource capability organization mode. On the basis of the application task organization, the DIMA framework aims at the system distributed system application organization, system function organization, and system resource organization, by means of establishing a systemic integrated platform, to build the organization modes of system application modules, function modules, and resource modules, to support the system distributed application integration, distributed function integration, and distributed resources integration, to form a distributed and integrated modular avionics architecture. Therefore, DIMA determines the physical organization structure according to the application mode, processing method, and operating area for the system architecture. On this basis, DIMA forms a virtual organizational architecture based on the system task mode, function mode, and resource mode. The distributed integrated physical architecture is shown in Fig. 2.16. 2.1.4.2 The organization mode of DIMA integrated avionics system In order to support system integration, DIMA integrated avionics system architecture combines the advantages of federated and integrated modular avionics to create a distributed IMA platform, that is, DIMA. Distribution refers to the physical distribution of IMA generalpurpose processing modules to distribution-oriented task organizations and functional organizations, in which there is no physical IMA platform organization. However, in the system processing organization architecture, the remaining capability organization technology is employed to build the same processing platform with the same capabilities as the IMA,

2.1 The current organization architecture of the avionics system

65

FIGURE 2.16

The distributed integrated modular avionics system.

named as the DIMA platform, also called the virtual integrated platform. In order to support system integration, the organization mode of the general-purpose processing module of the DIMA system is basically the same as the IMA standard general-purpose module, which includes a general processing unit, a module support unit, and a routing unit. The DIMA system uses only a limited number of common functional modules to implement the standard functions of the systems distributed processing. The American Standard Avionics System Architecture Committee defines several common module functions and the main external interfaces of common function modules. The composition and software interfaces of common function modules are shown in Fig. 2.8. Several common functional modules include Data Processing Module, Signal Processing Module, Graphics Processing Module, Network Support Module, Mass Memory Module, and Power Conversion Module, etc. The processing unit consists of an application layer, an operating system layer, and a module support layer. Different from the IMA, the DIMA operating system supports the scheduling and management of distributed resource capabilities. This is shown in Fig. 2.17. 2.1.4.3 The operation mode of DIMA integrated avionics system The integrated operation mode of the DIMA system is based on the distributed system virtual space hosted application as well as function operation organization and management.

FIGURE 2.17

The composition and software interface of the common functional module.

66

2. The organization and architecture of the avionics system

The DIMA distributed operating system is based on the capabilities of physical modules. Based on the configuration of distributed resource capabilities, distributed function partitions are built on the basis of applications with different resource capabilities, distributed function independent operating environments are established, and resources of processors, memory, and sensor interfaces are shared, and all modules are connected through real-time and fault-tolerant communication networks. And different capability organizations establish different functional windows and support systemic distributed functional organization and processing. The virtual space of DIMA architecture provides systemic distributed functional operation protection to ensure the system distributed function operation and supports the integration of processes based on the virtual space distributed function. In order to ensure the systemic distributed equipment resource organization, the virtual space of DIMA architecture establishes the independent operation mode of systemic distributed resources, builds distributed physical operation platform, supports distributed association function logic processing, provides systemic distributed integration management, and implements systemic physical space-based distributed resource organization and integration. This is shown in Fig. 2.18. The functional organization of DIMA architecture establishes the region-dedicated process functional organizations. By means of the virtual IMA platform, the common function organization is established, the physical space is oriented to distributed parallel application function virtual space and distributed physical resource organization is also established, and the distributed processing IMA architecture is constructed, so as to implement the distributed operation and integration of the DIMA system. The DIMA system is a distributed systemic integrated architecture based on IMA. In addition to inheriting the advantages of the IMA system, the DIMA system also has the following advantages: First, it has a distributed natural fault propagation barrier. As mentioned earlier, in the federated avionics system, through the physical distribution of aircraft functional equipment there is no connection between the functions of the airborne system, which forms a natural fault propagation barrier. Due to the distributed function processing mode of the DIMA system, the system resource organization has distributed characteristics, and the fault

FIGURE 2.18

The supporting mode of DIMA distributed functional processing.

2.2 The architecture of hierarchical avionics system

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propagation is isolated by the physical dispersion structure of the system equipment. However, DIMA provides distributed parallel functions to handle the process of associating resource operations, and distributed function processing combines the effects of different equipment resource failures. Therefore, on the basis of distributed resource organization, DIMA system also needs to set fault propagation barriers in the interfaces between functional modules to achieve fault isolation between distributed functional collaborations. In addition, regional organizations and regional management are effectively implemented based on distributed configuration. The DIMA system replaces the practice of placing all resources (racks) in a single area of an aircraft in IMA implementation; instead, it disperses the shared resource in different areas that can meet safety capabilities and distributed connectivity requirements, in accordance with the system-hosted function safety requirements and distributed organization mode of the system equipment. In this way, many of the pieces of distributed equipment of DIMA can be close to their own signal source area, and thus integrated with the preprocessing function of the signal source, and the input and output data can be exchanged through a remote data concentrator with adjacent processing units in the communication system, thereby improving resources integration and information sharing of the overall avionics system.

2.2 The architecture of hierarchical avionics system We have introduced the traditional separated avionics architecture, the federated avionics architecture, the IMA integrated avionics architecture, and the DIMA integrated avionics architecture. These avionics system architectures focus primarily on the organizational architecture of the resources that make up the system. For example, the federated system architecture mainly describes the integration of equipment based on different discipline equipment organizations on the basis of the system cross-linked bus. The IMA system architecture mainly describes the integration of hosted functions based on IMA platform resource sharing, and DIMA mainly describes the system integration based on systemic distributed equipment organization and management. In other words, these representative avionics system architectures currently focus on system resource organization. That is, by means of the system resources organization and integration, to form the integration of the avionics system, which is also the physical organization, thinking as what we often say, “you do what you’re capable of.” Therefore, at present, these avionics system architectures mainly focus on and discuss system equipment capabilities, hosted functions, and operating modes, with rare concerns about issues of system application operational efficiency and system function processing efficiency. From the perspective of system organization, any system organization and design should first consider the application requirements of the system. That is, to firstly define the system application organization: objectives, environment, tasks, results, and benefits; then determine the system function organization: discipline, capability, processing, process, and performance; and finally build the equipment organization: type, capability, operation, result, and validity. Therefore, for the avionics system architecture, it is imperative to first define the application task organization architecture for the flight process requirements, and then consider establishing a system function organization architecture that meets the system

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capability requirements, and finally determine the physical equipment organization architecture for system equipment operation. The known avionics system is a complex system, and the complex system has three important characteristics: First, the organization mode, that is, the system is composed of multiple missions or systems of multiple organizations, multiple system organizations or systems in the system; Second, cognitive ability, that is, the actual complete system that cannot be covered by people’s knowledge and cognition of the system, or the actual physical scope of the system exceeding the scope of the design function; Third, the environmental relevance, that is, the system capabilities and activities have dynamic characteristics, or system elements, relationships, and weights have environmental dependency characteristics. Hierarchical architecture organization is an important processing method for complex systems. In the face of avionics systems with features of complexity, how to effectively integrate the system tasks, functions, and resource organization modes targeting the multimission, multiorganization, multisystem, and system organization modes of complex systems; how to effectively integrate system tasks, functions and the processing capability of resources targeting the differences between the limited capability and the realistic physical range of the complex system; and how to effectively integrate system tasks, functions and resources processing, and optimize system efficiency, effectiveness and efficacy targeting the dynamic dependency characteristics of the complex system environment, have become the most important direction of development in current avionics systems. We know that for any system, especially complex systems, the three major elements of system organization are: application requirements, capability organization, and practice processes. The application requirements describe what the system that we provide can do, what kind of environment can be adapted to, and what kind of results can be provided. The capability organization is a description of the capabilities of the system provided, what kind of processing can be completed, and what kind of performance can be achieved. The practice process is to describe what kind of technical capabilities our system can provide, what kind of technical methods can be offered, and what kind of processing modes can be supported. Therefore, for the avionics system, the system research mode is: Firstly, to determine the system application objectives and benefits targeting the system mission and requirements, that is, to define and describe the system application requirements and activity organization through the application view of the system, and establish the system application operating mode; secondly, targeting the requirements of application mode of the system, to determine the system function capability organization, that is, to define and describe the system capability organization and processing composition, set up the system function processing mode, through the system view of the system; and thirdly, targeting the operation process of the system applications and system function processing, to determine the approaches of achieving the method, that is, the system technology view and system technology mode. Therefore, considering three important features of a complex systemdorganizational mode, cognitive capability, and environmental relevancedand on the basis of three major elements of system organizationdapplication requirements, capability organization, and practice processesdwe build the hierarchical avionics architecture, that is, by means of analyzing the limitations of the previously discussed avionics system architecture, on the basis of the new hierarchical avionics organization mode and architecture, to set up the organization techniques of system application, system organization, system capability and system

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2.2 The architecture of hierarchical avionics system

Flight application needs organization Application mission and goal

Application conditions and scenarios

Application activities and tasks

Application results and effects Operational demand

Ability support Application requirements System capability needs organization System area and domain

System mode and conditions

System behavior and process

System capabilities and performance

FIGURE 2.19

Operation result

Working process

Process capability

Operational requirements organization Resource type and area

Resource operation and ability

Running process and organization

Operational performance and efficiency

The hierarchical avionics system architecture.

management; to determine system tasks, system functions, and integration methods of system resources; to establish system integration domain, integration scope and integration capabilities, analyze system integration benefits, problems and constraints, form the hierarchical avionics system architecture, and systematically discuss the principles and technologies of avionics system integration. The hierarchical avionics architecture is shown in Fig. 2.19.

2.2.1 The system application requirements and task organization The avionics application requirements and task organization is oriented to the needs of flight process organization and applications. For any system, the system application organization is the premise of system composition, processing, and implementation. For avionics systems, the application organization mainly focuses on investigating what kind of tasks the system has, including task objectives, capabilities, processes, organization, environment, and results, that is, the organization of tasks. The avionics application requirements and organization is targeting the flight mission and requirements, to build the aircraft application capabilities and environment, and form the aircraft task mode and operating organization, that is, the flight application planning organization, the flight application environment organization, and the flight application task organization. 2.2.1.1 Flight application plans Based on the application task and requirements, targeting the flight application conditions and scenarios, the flight application planning organization determines the flight application environment and tasks, defines the flight application objectives and effects, and builds the

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flight application planning organization. That is, the flight application planning organization is targeting the flight plan guidance, considering the effect of the task and the task activity mode, to realize the objectives based on the building of task activities and space integrated tasks. All flight process organizations are planned, which means that all flights require a flight plan established in advance. The flight plan is the primary task of the flight organization, which is established by the flight management system before the flight, and is the basis for the organization, guidance, and management of the flight process. Before the flight, the flight plan is to guide the flight organization by constructing flight objectives, clarifying the flight environment, determining the flight requirements. During the flight process, the flight plan is the basis for the implementation of the task organization, flight process monitoring, and flight status management, that is, the pilots, air traffic controllers, and airlines targeting the flight plan, and considering the current flight status, flight phase, flight environment, and operational tasks, conducts real-time flight plan monitoring, adjustment, and management. The flight plan is the coordination result of the airlines, pilots, and air traffic control. The flight plan is a flight organization requirement determined by the airline and the pilot. The airline makes flight requests according to the flight plan and flight routes, the pilot proposes flight routes according to the aircraft preparation status, the air traffic control system determines the flight requirements based on the airspace conditions and the airport environment, and finally establishes the flight plan through collaboration. The flight plan determines the mode of flight process organization. The flight plan mainly includes the waypoints, routes, flight altitudes, takeoff procedures, and arrival program sequences from the starting point to the end point and/or the backup end point. The flight plan may also be the pilot from the cockpit of the aircraft or automatically generated by uplink of the airline operator via the airspace data link. The flight plan determines the requirements of the task organization. The flight plan aims at the needs of the flight routes from the airport to the target airport, determines the route and flight envelope according to the analysis of the flight database, determines the flight navigation capability and navigation database, establishes the horizontal flight guidance mode considering the airspace and weather conditions, determines the vertical flight guidance mode, and forms the task organization and management of the flight. 2.2.1.2 Flight application environment Based on the application field and scope of the flight, targeting the flight application environment and capability, the flight application environment organization determines the application activities and conditions, determines the flight application mode and status, and builds the flight application environment organization. That is, the flight application environment describes the current flight process and environment conditions according to the flight situation, describes the current flight status and conformity conditions according to the flight plan, determines the task operation status through the current flight process, thereby establishing the flight target organization requirements, the flight process organization requirements, and the flight task organization requirements. The flight application environment is the current requirements and environment for the flight, which is the general term for describing the current flight status. The main task of the flight application environment is to reflect the current condition and status of the flight,

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that is, the completion status of the current flight plan, the current flight environment status, and the current operation status of the flight task. The flight application environment is the reflection of the status of the flight status and the basis for the organization, analysis, and decision-making of the next flight task. The flight application environment consists of flight requirements, flight organization, flight process, and flight conditions. The application environment targeting the flight requirements reflects the execution status of the current flight plan; targeting the flight tasks reflects the current aircraft task organization and target status; targeting the flight organization reflects the flight process organization and operating status; targeting the flight conditions reflects the flight environmental conditions and constraints. The flight application environment builds task capabilities and types based on the objectives and requirements of the flight plan and the flight scenarios, and establishes the clear flight environment and conditional organization. The main content of the flight application environment includes: flight situational capability organization, flight environment constraint organization, flight task status organization, flight process condition organization, support for the next phase of task organization, and operation management, which sets the foundation for system task organization and integration. 2.2.1.3 Flight application tasks Based on the application mission and target requirements of the flight, targeting the flight application status and environment conditions, in accordance with the flight application scenario and result requirements, and considering the flight process and operation performance, the flight application task constructs the flight application task organization. The flight mission and objectives are the core and requirements of the flight task organization. The mission and objectives are mainly composed of the following aspects: First, the airline determines the route, time, and benefits of the aircraft according to the requirements of the flight route, considering the functions and capabilities of the aircraft, and in accordance with requirements of the aircraft transportation. On the basis of the flight plan and the airline’s application, ATM (Aircraft Traffic Management) coordinates and approves the aircraft flight plan, provides navigation services, and routes traffic management for airspace traffic. The pilot prepares for flight and airport traffic management in accordance with the flight plan, considering the condition of the aircraft. These flight plans, environmental conditions, airspace traffic, and aircraft status are agreed upon by coordination of airlines, air traffic controllers, and pilots, forming the mission (requirements) and objectives (benefits) of this aircraft flight. The flight task identification is based on the environment and the results of flight scenario recognition and organization, to construct the requirements and composition of flight tasks. The known flight scenarios identify and organize the current flight environment, establish the flight situation based on the flight environment. On this basis, the flight application mission organizes and constructs the flight scenarios, realizes the organization and integration of flight scenarios, and forms flight requirements based on the current flight scenario. The task identification is targeting the flight environment formed by the flight scenario, the formed flight situation, the established flight scenario, to determine the flight scenario objectives, domains, capabilities, and performance flight requirements. The flight task organization is mainly composed of the following aspects: First, is to establish the current flight status. Targeting the completion status of the current flight plan, the current flight environment status, and the current status of flight task operation, the flight

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task organization builds the organizational requirements on the basis of the current plan status, environmental status, and task status, and forms the perception of the flight tasks, so as to determine what task requirements can meet the requirements of the next flight scenario. Second, is to establish the trend of the flight process. On the basis of the awareness, restraints, and relevance, targeting the organization of current flight objective, scenario, and rules, and in accordance with the organization of flight environment transportation, routes, and prediction, the flight task organization (1) builds the organization of flight task type, capabilities, and performance; (2) sets up flight activities and organization capability on the basis of the current scenario, environment, and tasks; and (3) meets the requirements of the next flight scenario. Third, is to establish the goal-driven follow-up tasks. Based on the flight scenario, targeting the current route traffic, route constraints, route monitoring and safety warnings for the current flight, to construct route traffic situation, restrained situation, surveillance situation and current flight safety warning situation-based task requirements, to form flight task organization, to establish the flight objectives and goals driven by subsequent tasks, so as to determine what task organization can meet the task requirements of next step in the flight scenario. The avionics application requirements and task organization are shown in Fig. 2.20.

2.2.2 The function organization required by system capability The function of the system capability is to target the task organization of the application environment, establish corresponding functions, and provide the task supporting capabilities. We know that the task is to describe the activity of the applications, and the function

Flight application planning organization Application mission and needs

Application conditions and scenarios

Application environment and tasks

Application goals and effects

Application scenario

Operation result Application planning

Flight application environment organization Application area and area

Application environment and ability

Application activities and conditions

Application mode and status

FIGURE 2.20

Application organization Operating environment

Working process

Flight application task organization Demand-oriented task

Environmentally oriented capabilities

Scenario-oriented results

Operation-oriented performance

The flight application requirement and task organization of the avionics system.

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represents the capability to support the task activity. The function is the organization of technical capabilities, and the technical capabilities are based on specialized technical processing capabilities in the domain of technology. In other words, the system function is based on the technical organization and processing capabilities of the discipline domain. Therefore, function organization based on system capabilities refers to organization of task-oriented system capability in the technical domain. As a flight application task organization, in order to achieve the requirements and objectives of the flight application tasks, the avionics system must establish the corresponding functional goals, capabilities, and performance based on the flight application tasks, to support the realization of the system tasks. The requirements of the avionics system functional capability are based on the discipline processing capability requirements of the application task system and the discipline processing organization of system resource capabilities. Therefore, system capability requirements and functional organization must meet the following conditions: first, to meet the system task organization needs, that is, the integration capability organization based on the task process activity behavior; second, to meet the system function organization needs, that is, the integrated capability organization based on the task process logic processing; and third, to meet the requirements of the system physical organization, that is, the integrated capability organization based on the operation mode of the resource process. Therefore, the requirements of the function organization of the avionics system aim at the tasks of aircraft applications, targeting the capabilities of the current discipline technology, in accordance with the current discipline technical capability, to construct functional discipline organizations, determine the functional processing modes, clarify the performance of the functional results, and realize the organization of aircraft application task operation modes. 2.2.2.1 The requirements of system functional objective requirements The objective requirement of the system function is to consider the system function classification and scope, target the system function logic and results, in accordance with the system function conditions and constraints and the system function input and performance, to construct organization of the system function objective. That is, the functional objective requirement represents the system function organization covering the application task space according to the application domain, considering the discipline technology model, by means of the processing logic, conditions, and constraint organization. The system function objective is based on the task objective guidance mode, namely, the system function objective organization mode oriented to the task objective demand. The task objective guidance mode aims at the target requirements of the task activities, determines the discipline domain of the system function, the processing conditions and the result form, that is, the system function objective. Its main tasks include: First, is to establish system function discipline domains and function types. That is, according to the target task application mode, to realize the required functional discipline guidance, to establish the functional role space, and to determine the function classification and scope composition that support its applications. Second, is to establish the space and scope of the system function. That is, by means of the constraint mode of the target task applications and conditions, to realize the requirement for guidance in the function domain, establish the requirement for the function type, and determine the space scope for supporting the effect of applications and

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conditions. Third, is to establish system function processing logic and function results. That is, by means of the target task result form, the functional role requirements are guided, function processing operations and logic patterns are established, and the functional result form that supports the task results is determined. The ultimate goal is to form a system function objective organization based on the target task. The function objective organizational requirements represent the realization characteristics oriented to the target tasks. Based on the application task requirements, expected results, program organization, operating status, and environmental conditions, the functional goals and functional organization of the system are determined, and the functional discipline field, scope of action, and capability type, processing performance, result forms are established. As each target task is often organized and implemented by a set of functions, each function has its own specialized domain, scope of action, capability type, processing performance, and result form, and these independent functional domains and capabilities are organized and coordinated with each other, so as to meet the desired goals and operational requirements of the application task. Therefore, targeting the application task requirements and multitype function organizations, it is necessary to establish the organizational requirements for the implementation process based on application tasks, set up a variety of discipline and capability related functions, support the capability organization and collaboration of these associated functions, and form the independent functional requirements and functional organization modes based on the condition of satisfying the application task requirements. 2.2.2.2 The requirements of system function capabilities The requirements of system function capabilities are based on the discipline and domain of system function organization, dealing with the system function processing logic and elements. Based on the system function process and conditions, the system function objective organization is constructed based on the function input/output and performance. That is, the system function capability organization targets the function objective requirements of the system, based on the functional discipline domain, considering the functional processing logic, in accordance with the functional processing conditions, to construct the functional discipline capability organization covering the task activity space. Functional discipline capability describes the capability of functional discipline processing and organization, which also represents the capability organization oriented to the discipline characteristics of the system. For any application task requirement, a set of functions must be organized by the system to meet the requirements of the target task. We know that tasks depend on functional organization, and functions are implemented through system (equipment) operations. Functional capabilities and systemic capabilities must be limited by profession. For example, the takeoff roll mission, flight clearance, and response depend on the upload efficiency of the communication system and the downlink response function. The flight guidance depends on the navigation function of the navigation system. The flight safety isolation depends on the minimum safety monitoring function of the surveillance system. Among them, the bottom layer of each function is often achieved by a set of underlying functional discipline capabilities. These functionalities form the basis of system functional objectives and implementation. Functional discipline capability is the guarantee for the operation of the target task. However, for many functions that are oriented to system application requirements and equipment

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discipline features, how to define the types of capabilities, areas of action, activity logic, and result forms represent the core of the definition and organization of system functional capabilities. The current functional discipline methods mainly include the following: First, the functional discipline capability organization oriented to the task’s target needsdthe task objective guidance mode, that is, to determine the system functional discipline composition and functional processing target according to the system application task objectives and the effect areas. The second is the functional discipline capability organization oriented to the processing mode of the target objectivesdthe guidance mode of the task nature, which is to determine the system functional discipline capability and functional processing logic according to the system application task capability and operation mode. The third is the functional discipline capability organization oriented to the task areadthe task area guidance mode, which is to determine the system functional discipline scope and functional processing performance according to the system application task process and the role space. 2.2.2.3 The requirements of system functional performance System functional performance requirements are based on the results and performance of system functions. Based on system function processing and performance, targeting system function processing elements and performance, in accordance with system function input information and performance, to construct the system functional performance organization is constructed. That is, the system functional performance organization targets the requirements of systemic functional objectives, based on functional discipline organizations, considering the functional processing and functional logic organizational elements, to construct the functional processing performance organization that covers the task operation process. The system functional performance organization is a functional processing logic processing mode oriented to the requirements of task operation, based on the functional capability organization. We know that the significance of all functions lies in the completion of specific, definitive, and effective functional processes. Although the tasks are oriented to the needs of the application, the support for the implementation of the application tasks is achieved by a set of specific functional capabilities and discipline processing. That is to say, the function is oriented to the discipline field, and considering the defined goal, according to the specific environment, and the determined logic, the expected processing can be completed. This process is the functional logic processing organization. For any kind of function, we must first consider the discipline capabilities of the function, determine the function target, define the environmental conditions of the functional target, determine the functional processing logic designed according to the functional target and operating conditions, and then consider the functional processing logic, to construct related algorithms to achieve the processing performance requirements of the function and meet the goal of system task quality. Since the functional result form consists of functional discipline, scope, domain, processing, efficiency, and quality, the functional processing performance consists of discipline type, effect area, effective range, processing mode, operation efficiency, and result quality, to form the functional processing performance organization. The goal of functional processing performance is to achieve system function organization, processing, and operation quality capabilities. The system functional performance objective is oriented to the task operation requirements. Firstly, is targeting the system functional capability composition, to establish the function space and capability type organization of

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different functions, and to form the performance requirements of system functional processing results based on task capability. Secondly, is targeting the systemic functional processing logic, to establish different functional processing information organization and processing quality organization, establish the performance requirements of the system function processing based on the task process; in addition, considering the system function operation management, is to establish different functional areas and operating status, and establish the functional requirements based on the system function management status of the task operation. Therefore, for the avionics system, the system functional performance is based on the target task operation requirements, by means of the system functional capability organization, system functional processing logic, and system functional operation management, to realize and complete the system task organization and operation requirements, determine the performance requirements of the system functional processing capability, set clear system functional processing quality requirements, establish system operation status performance requirements, and form the system task performance results requirements. The organization of avionics system capability requirements and function is to target the system application task requirements, construct the system functional objective, establish system functional processes, determine the system functional performance organization, and ultimately achieve the systemic application task objectives. The capability requirements and functional organization of the avionics system are shown in Fig. 2.21.

Functional target requirement Functional classification and area

Functional logic and results

Functional conditions and constraints

Functional input and performance

Capacity organization

Operation organization

Capacity requirement Functional capability requirements Functional discipline and field

Functional logic and elements

Functional processing and conditions

Functional results and capabilities

FIGURE 2.21

Operation result

Operating mode

Working process

Functional performance requirements Functional result performance

Processing performance

Functional element performance

Functional input performance

The capability requirements and functional organization of the avionics system.

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2.2.3 The system resource requirements and operation organization The system resource requirements and operation organization are functional organizations for system capabilities, establish a relative physical resource platform, and provide functional operation capabilities. We know that task activities rely on functional capabilities, and functional capabilities rely on resource platforms. Different functions have discipline technical characteristics and processing needs, which are necessary to configure corresponding resources support and operation system functions, so as to achieve the goal of system function discipline capabilities and function processing. At the same time, the system physical resource platform has its own resource type and operation mode, which needs to establish an operation process that adapts to its own capabilities, to meet the resource performance requirements that support the application objectives. Therefore, the resource organization on the basis of effectiveness is oriented to the system application target requirements, targeting the system functional discipline domain, establishing the system physical resource organization of capability, operation, and performance supporting functional capabilities, processes, and results. As a flight application task operation and system function processing operation platform, the system physical resource organization mode is for the system application environment requirements, and according to the system application task scenario operation, in accordance with the discipline organization mode of the function, used to construct the resource capability and environment for implementing the system application function processing, identify system resource capabilities and type requirements, determine system resource operation process organization, and establish system resource validity organization. Therefore, the system organization of resource requirements and operation must meet the following conditions: first, the discipline-type organizational requirements that meet the system functional goals, that is, the physical resource types and capability organizations based on the system functional discipline; second, the requirements for the system functional capability performance organization, that is, the physical resource operation process and performance requirements organization based on functional process of the system. Third, the validity requirements of the system function results, that is, the physical resources operational status and effectiveness organization based on the systemic functional processing. This is shown in Fig. 2.22. Therefore, the avionics system physical resource organizational requirement is to fit for system application task types and functional discipline domains, and establish system physical resource capability requirements; according to the system application task activities and functional processing requirements, to establish the system physical resource operation process and mode; in accordance with the systemic application task objectives and functions processing result requirements, to build system physical resource operation process organization and results performance requirements; and ultimately achieve the results of the aircraft application task operation process and target requirements of systemic functional processing capabilities. 2.2.3.1 The capability requirements of systemic physical resources System physical resource capability requirements are based on system resource classification and scope. Targeting the system resource operation modes and processes, and based on

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Resource capacity requirement Resource classification and area

Operating mode and process

Resource status and ability

Operational results and performance

Process organization

Operation demand Process requirements

Resource operation requirements Operational classification and ability

Operating mode and conditions

Operation process and results

Operational efficiency and performance

FIGURE 2.22

Operation result

Operating mode

Operation result

Resource validity requirements Capacity organization effectiveness

Process efficiency

Operational validity

Output validity

The resource capability and operation mode of the avionics system.

system resource status and capabilities, system physical resource capability organizations are constructed based on system resource operation results and performance. That is, the systemic physical resource capability requirement is for the system application task activity space, according to the system physical discipline domain, and in accordance with system tasks and functional operating conditions, the system physical resource capacity that covers the systemic application tasks and functional capability needs can be constructed through resource types, capabilities, and capability organizations. Targeting the avionics system operation requirements, the systemic physical resource capability composition is based on the systemic application and functional operation requirements. Based on the resource capabilities and operating modes, the system application and functional goals and performance requirements can be achieved. That is, the system physical resources support and operate the application tasks and functions of the system through the resources capabilities and operating modes. In other words, the system physical resource capabilities are for system applications and functional capabilities and target requirements. The system resource operation modes are oriented to system application and functional processes, and the system resource operation efficiency is oriented to system applications and functional organization processes. For physical resource capabilities, due to different system applications and functions having different operating requirements, processing modes, and specialized domains, different requirements are placed on the system physical resource capabilities. Therefore, the system physical resource capability organizational requirements include: First, the system physical resource capability requirements need to be based on the system application tasks, based on the needs of the system application tasks, targeting the operating environment of the system application task, to establish the system application task processing mode, construct the

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system physical the operation correlation and compliance of the capabilities between system physical resource capabilities and system application tasks. Second, system physical resource capability requirements need to be based on the processing mode of system functions, according to the specialized areas of system function processing, based on the processing logic of system function operation, to establish the operation process of system function processing, and to construct the operation correlation and compliance of the capabilities between the system physical resource capability and system function processing. Third, system physical resource capability requirements need to be based on the operating mode of the system resources, based on the performance capabilities of the system resource operation, and targeting the operation process of the system resource operation, to establish the result area of the system resource operation, and build the results correlation and compliance of the capabilities between the system physical resource capability and system resource operation result. Finally, system physical resource capability requirements need to be based on the characteristics of the resources, by means of the establishment of system resource classification organization and effect forms, according to the system computing resource capabilities and work environment, based on system-specific resource capabilities and specific work requirements, to establish system-specific physical operation resource capabilities and work mode, and to build the capability correlation and the compliance of the work mode between system physical resource capability and its own characteristics. Therefore, the avionics system resource capabilities are based on system applications and functional processing target needs, to establish capability types based on the characteristics of the resources, build system resource capability organizations, determine the operation mode of resource capabilities, and form resource capabilities configuration based on system applications and functions. For avionics systems, different system applications and functions are known to have different resource configurations, and different resource configurations contain different resource capabilities. The system physical resource capability is for system application tasks and functional processing capability requirements, by means of the resource configuration based on system capabilities, to implement the organization of resource capabilities, to support objectives and requirements of systemic application and functional operation. 2.2.3.2 The operation requirements of the system physical resources System physical resource operation requirements are based on system resource operation classification and capability. Based on system resource operation modes and conditions, and based on system resource operation and results, the system physical resource operation process organization is constructed according to system resource operation efficiency and performance. That is, the systemic physical resource operation requirements are for the system application task activity mode, according to the system physical processing logic, in accordance with the system resource type and capability, by means of the organization of resource operation objectives, process and condition, the system physical resource operation process that covers the system application task operation and functional processing needs is constructed. System physical resource operation process organization is to guarantee the application of avionics system and function operation. We know that resources are operational organizations oriented to their own capabilities, and each resource has its own characteristics and

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operating modes. The system physical resource operation organization is based on the correlation between the operational objectives of the system function and the resource operation results, and the correlation between the system function operation mode and the resource operation capability is established, the correlation between the system application and function operation process and the resource processing operation is determined, and the correlation between system application and function operational operation quality and resource processing performance can be established, and finally, based on the characteristics and operation modes of these associated resources, to build resource results, capabilities, operation, and result organization that meet system application and functional goals, operations, processing, and quality. The system physical resource operation process is known to operate independently based on its own capabilities, and it is handled in accordance with the behavior of the function logic and the system requirements. In other words, the system physical resource organization targets the resources associated with the system applications and functions and the organization of related resources independent operating mode, to establish a unified result of the operation process, construct the consistent quality of operational performance, and form operation results to meet the needs. Therefore, how to establish a system physical resource operation organization, establish the operation of independent resource capabilities, and deal with collaborative processes, provide system operation resources with uniform quality and associated convergence operation results, and satisfy system application task requirements and system function processing requirements represent the core task of system physical resource organization. Therefore, the requirements of system physical resource operation organization are as follows: Firstly, to build a resource operation organization oriented to system applications, specify the system application mode and operation requirements for resource capability types, determine the operating mode requirements for system application operation and processing, and establish the basic operational capabilities of system application operations. Secondly, to construct a function-oriented resource operation organization, clarify the requirements of the system functional mode and operation on the resource capability mode, determine the system function operation and processing requirements for the resource operation quality, and establish the basic resource processing capabilities of system function operation and processing common algorithms. Thirdly, to build an equipment-oriented resource operation organization, clarify the requirements for the resource operation efficiency of the system equipment mode and operation, determine the resource operation performance requirements for the operation and processing of the system equipment, and establish the basic drivers and resource-specific operation capabilities for the system equipment operation-specific driver resources. 2.2.3.3 The performance requirements of the system physical resources System physical resource performance requirements are based on the effectiveness of system capabilities, targeting the effectiveness of systemic physical resource operations, based on the effectiveness of system physical resource operating status, based on the system physical resource operation results and performance, to construct the organization of system physical resource operation and results performance. That is, the system physical resource performance requirement targets the system application task operation objective, according to

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the system physical processing logic, in accordance with the system resource operation process, by means of the performance organization of resource type capability, operation process, and result status, to construct the system function processing performance requirement and system physical resource operation and result performance requirements. System physical resource performance requirements target system application capabilities, activities, and program requirements, specify system application tasks and resource operation processes of function process, determine the system applications and results of functional processing based on resource operations, establish resource organization capabilities for system applications, build resource performance requirements that support, cover, and meet the system applications, and ultimately satisfy the performance requirements of objectives, environments, processes, and results of the system application tasks and functional processing. The main ideas of system physical resource performance requirements are: First, to determine the resource capability type requirements according to the system application mode and operation. That is, through the analysis of application capability requirements, to build a resource type that supports this requirement; through the application-oriented activity requirement analysis, to build a resource capability that covers this requirement; and by building an application-oriented requirement analysis, to construct the resource operation that implements this requirement. Second, the resource capability operation mode is determined according to the resource application operation and processing. That is, through the application operation mode analysis of the system, the resource operation type supporting this mode can be constructed; through the analysis of the application capability configuration, the resource operation mode covering the construction is constructed; and through the application operation status analysis of the system, the resource operation realizing the operation is constructed. Third, based on the basic operational capabilities of the system application, to determine the basic requirements for processing resource capabilities. That is, through the application discipline feature analysis, the resource discipline processing driver software supporting this requirement is constructed; through the application standard process analysis, the resource standard processing software that covers the requirement is constructed; and through the application information organization analysis, the resource information organization processing software for realizing the demand can be constructed. Therefore, for the performance requirements of system physical resources, we mainly analyze the types, capabilities, and operations of system equipment, to establish resource organizations oriented to system equipment, and construct resource operations, status, and result organizations that configure, determine, and operate system functions, and form the performance requirements for physical resources. The main ideas are: First, to establish the resource types and operation result requirements for the system equipment hosted application requirements. That is, the system physical resource operation target requirements are determined according to the demand results of the system equipment hosted application; the system physical resource operation performance requirements are determined according to the system equipment hosted application processing requirements; and the validity requirement of system physical resources are determined according to the system equipment hosted application processing validity requirements. Second, to establish resource operation and operating mode requirements oriented to system equipment operating capability requirements. That is, considering the characteristics of the system equipment and the performance area, the organizational requirements for the system physical resources are determined; the

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system resource operation process requirements are determined according to the system equipment capabilities and operating modes; and the system resource status management requirements are determined according to the system equipment conditions and operating environment analysis. Third, to establish resource-specific driver mode requirements for the specific discipline needs of system equipment. That is, considering the specific equipment configuration requirements, the equipment configuration program specifically designed for the system equipment is constructed; according to the system equipment specific data transmission requirements, the system equipment-specific data transmission and the dedicated transmission equipment driver are constructed; according to the system equipment, and parameter management requirements, to establish the system equipment specific parameters for organizing, processing, and managing equipment parameter management procedures. The avionics system resource requirement and operation organization represents the system physical resource discipline and capability that covers the functional requirements of the system equipment hosted application tasks, targeting the system equipment hosted application tasks and functional requirements, which are the system physical resource operation modes and processes that organize and support the functional operation and processing needs of system equipment hosted application tasks, and establish the system physical resource performance and validity requirements that support the functional goals and resulting requirements of system equipment hosted application tasks. The avionics system resource capabilities and operating modes are shown below in Fig. 2.22.

2.3 The organization mode of the hierarchical avionics system The hierarchical avionics system organization mode is actually oriented toward complex systems, from a higher, more comprehensive perspective, through the system architecture, system capabilities, and system operation research, to implement hierarchical organization, hierarchical management, and classification processing, which can enhance and deepen the architectural organization of the integrated avionics systems. We found in the previous section that due to the fact that the federated architecture has the characteristics of static functions and resource binding, the system running process resources are idle. The integrated avionics system architecture breaks the system static physical organizational architecture and supports the systemic dynamic activity and capability integration model. Although the system dynamic activity and capability organization mode can effectively improve system organization and processing capability and efficiency, it also greatly increases system complexity. Because avionics systems have many types of tasks, different functional processes, and different equipment capabilities, the systems consist of a large number of various tasks and activities, functions and behaviors, elements and relationships, processes and capabilities, resources, and operations, thus the employment of dynamic integration mode will cause a rapid increase in system complexity. Therefore, at present, the integration of avionics systems is still limited to the organizational and sharing modes of equipment internal resource areas, such as the Integrated Modular Avionics, the Software Defined Radio, and the Integrated Surveillance Platform. Targeting the increasingly complex avionics system, it is necessary to adopt a systematic perspective organization and processing method, system architecture organization method,

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and system integration technology method, etc., to conduct a new generation of avionics system technology research. This is the new avionics system organization mode proposed in this section. At present, the avionics system technology mainly focuses on the organization and methods of avionics system internal capabilities, focusing on the traditional system organization elements: equipment, functions, and performance. Due to the increasing number of tasks, functions, and performance of the current aircraft, avionics systems are becoming increasingly complex. Avionics systems must satisfy the needs of complex environments, multitasks, and multiple objectives, and establish numerous elements, complex relationships, and different weights of organizations and relationships, using a variety of different professions, technologies, methods, and processes, to support resource organizations with different types, different capabilities, and different performance, to build systemic overall organization and optimize organizational structure, to satisfy and realize systemic organizational effectiveness, efficiency, and validity.

2.3.1 Application task organization As a flight task system, the primary objective of an avionics system is to achieve the flight application task organization. Therefore, from an application point of view, the realization of the avionics system task framework needs to meet the following conditions: First, to meet the needs of the application target organization of the mission, that is, the task organization based on the flight process objectives; second, to meet the application process organizational needs of the task, that is, the process organization based on the flight phase; and third, to meet the requirements of the application environment organization for aircraft flight, that is, the conditional organization based on the relationship of the flight process. The application mode requirements of the avionics system aim at the objective of mission planningdaccording to the current flight process, and based on the current task and the current flight conditions, to construct the advantages of its own flight, to support the flight coordination mode, and to realize the application mode organization of the task system. 2.3.1.1 The application requirement organization of the avionics system The application requirements organization of the avionics system is to determine the desired flight application objective according to the planned flight application environment, requirements of the application mission, and the corresponding flight application tasks. The application requirement organization of the avionics system is to determine (design) the application scenario of the flight according to the mission requirements of the aircraft. In other words, the mission of an aircraft is composed of a set of application scenarios. Through the definition of various flight application scenarios, the objectives and effects of each flight application scenario are determined, and activities to achieve the goals and effects of the flight scenario are established. 2.3.1.1.1 Application mission and requirements

Aircraft application missions and requirements describe flight requirements, capabilities, environments, and benefits. The mission and requirements of aircraft applications are mainly composed of the following aspects: transport capability (passenger and commercial),

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operating route (area and distance), aircraft cost (development cost and manufacturing cost), and operating benefits (operating environment, operating costs, dispatch rate). The application mission and requirements determine the route and life cycle of the aircraft. 2.3.1.1.2 Application conditions and scenarios

Flight application conditions and scenarios describe the environment, characteristics, conditions, and constraints of the flight process. The flight application conditions and scenarios are mainly composed of the following aspects: flight plan (way point and time), flight area (airport and route), airspace management (capacity and safety), meteorological conditions (conditions and constraints), and aircraft capability (voyage and altitude). Application conditions and scenarios determine the environment and conditions for the flight of the aircraft. 2.3.1.1.3 Application environment and tasks

Flight application environments and tasks represent environments, events, operations, and procedures that describe the flight process. The flight application environment and tasks are mainly composed of the following aspects: flight plan (way point and time), flight phase (taxi, takeoff, cruise, landing, etc.), flight scenario (conditions and circumstances), flight events (weather, emergency, instruction, permission), and flight procedures (reply, response, manipulation). The application environment and mission determine the behavior and activities of the aircraft. 2.3.1.1.4 Application objectives and effect

Flight application objectives and effects represent the responses and results of the planning, environment, mission, and management of the flight process. The objectives and effects of flight applications are mainly composed of the following aspects: flight environment (plans and conditions), flight status (track, position, speed, etc.), flight management (tracks, instructions, processes, coordination), flight processes (tasks, functions, procedures, conditions), and flight results (environment, track, permission, manipulation). Application objectives and effects determine the status and effectiveness of the aircraft flight. 2.3.1.2 The application environment organization of the avionics system The avionics system application environment organization is based on the field of application and scope of flight, based on the flight application environment and capabilities, to set clear flight application activities and conditions, and determine the flight application mode and status. The avionics system application environment organization is to determine (design) the application environment of the avionics system flight application task according to the application requirements of the avionics system. Any system requirements and applications are based on the corresponding application environment. The avionics system flight application environment aims at different requirements of avionics systems, which determines the flight activity constraints and flight application support conditions, constructs the protection conditions for providing flight requirements, and establishes the avionics system flight application environment organization.

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2.3.1.2.1 Application domain and scope

The area of flight application is to describe the composition, status, and conditions of the flight scenario. The area and scope of flight applications are mainly composed of the following aspects: planning requirements (planned routes, way points, and time), flight phases (flight phase characteristics, tasks, and procedures), route scenarios (airspace capabilities, conditions, and management), and meteorological conditions (weather conditions and flight rules). The application area and scope cover the environment and conditions to be met and adapted during the flight of the aircraft. 2.3.1.2.2 Application environment and capabilities

Flight application environments and capabilities describe the status, capabilities, organization, and management of the flight environment. The flight application environment and capabilities are mainly composed of the following aspects: flight plan (path point and time), airspace management (airports and routes), flight guidance (capacity and safety), flight management (voyage and altitude), and flight procedures (conditions and constraints). The application environment and capabilities form the environment-based flight capability organization and environmental management. 2.3.1.2.3 Application activities and conditions

Flight application activities represent the conditions, events, operations, and procedures that describe the task of an aircraft. Flight application activities and conditions are mainly composed of the following aspects: flight plan requirements (based on planned routes, tasks, and conditional tasks), flight scenario requirements (based on flight phases, location, and weather missions), flight event requirements (based on environment, status, and rules tasks), flight management requirements (based on area, airspace, and command tasks), and flight program requirements (based on status, rules, and program tasks). Application activities and conditions form the task organization and process management. 2.3.1.2.4 Application mode and status

The flight application mode and status are the responses and results of the planning, environment, task, and management of the aircraft flight process. The flight application modes and status are mainly composed of the following aspects: environmental management (phase, scenario, airspace, area), flight management (planning, guidance, time, speed, etc.), task management (track, instructions, permit, response), result management (program, process, capability, manipulation). The application mode and status form the activity organization and implementation management that determine the aircraft flight. 2.3.1.3 The application task organization of the avionics system The flight application task of the avionics system is to build a target oriented to the flight application task requirement based on the mission of the aircraft flight; to establish flight application task condition capability based on the flight application environment; to clearly identify the results oriented to flight application task objectives based on the flight application scenarios; and to determine the performance of flight application task activity based on the flight operation mode.

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Flight application task organization of the avionics system is in accordance with the application requirements of the avionics system, on the basis of the corresponding application environment configuration, to determine (design) the avionics system flight application task mode. The organization and application of any task are based on the corresponding application requirements and application environment. The avionics system flight application task organization aims at different requirements for avionics systems, on the basis of the flight environment surrounding the avionics system, to determine the flight objectives that can be achieved based on the requirements and the environment, clarify the result of the task, and form the application task organization of the avionics system. 2.3.1.3.1 Requirements oriented to tasks

The application task oriented to the flight requirements is to describe the flight organization based on flight planning, flight scenarios, flight environment, and airspace management. The demand-oriented application tasks are for the flight plan and objectives, according to the characteristics and requirements of the flight phase, in accordance with the flight scenarios and events, and based on the airspace capabilities and management, and by means of airspace collaborative decision-making. That is, the flight process task is to determine the relevant flight requirements (targets), according to different flight scenarios (conditions) in the flight process, select the corresponding flight process (services), and construct the corresponding flight tasks (activities), to form the desired flight mode (results). 2.3.1.3.2 Capability oriented to the environment

The capability oriented to the flight environment consists of flight environment information collection, flight process task organization, flight safety environment monitoring, flight status organization coordination, and flight decision organization management. The capability oriented to the flight environment is to establish the traffic information of the flight process, support the scheduling of flight processes and tasks, to be capable of monitoring the flight process and the environment, coordinate the organization and operation of the flight process, provide the adjustment and control of the implementation of the flight process, and achieve the objectives and requirements of the flight process. 2.3.1.3.3 Results oriented to the scenarios

The results oriented to the flight scenario consist of the flight processing and organization process of the flight scenario. Scenario-oriented results are oriented to the relevant flight procedures and flight process management capabilities for the task and flight task objectives, on basis of the flight scenario status and the capabilities of the flight environment. The core tasks of the results oriented to the flight scenarios include: the airspace, transportation, and airborne situational information organization oriented to the flight environment, goals, plans, and track coordination for the flight organization; monitoring of the position, speed, and status of the mission; the accuracy, error, safety, and integrity monitoring oriented to flight performance; and processes, tasks, and function management oriented to flight effectiveness. 2.3.1.3.4 Operation-oriented performance

The performance for flight operations consists of the results, status, and performance management of the flight process. The performance for flight operations is based on the flight plan

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and objectives, according to the characteristics and requirements of the flight phase, targeting the flight scenarios and events, on the basis of the capabilities and management of the flight airspace, by means of the airspace flight coordination management, to meet the flight process organization and improve the system process performance requirements, so as to achieve the best flight quality. That is, the operation-oriented performance is to determine the relevant flight requirements according to the conditions of different flight scenarios in the flight process, specify the corresponding flight process performance indicators, establish the corresponding flight task activity management, and achieve the performance requirements of the flight process results.

2.3.2 System function organization For system function organization, the primary goal of the avionics system is to fulfill the mission requirements of aircraft applications. Therefore, from the perspective of system capabilities, the implementation of the avionics system functional architecture must meet the following conditions: First, to meet the needs of the flight application target organization, that is, based on the task operation organization, to establish the system discipline capability domain; second, to meet the system functional processing logic organizational requirements, that is, to establish the system functional processing mode based on the functional processing organization on the basis of the system discipline capabilities; and third, to meet the needs of system discipline function coordination, that is, based on the classification of system processing areas and performance, to establish the task operation oriented functional processing organization and processing performance. The function organization requirements of the avionics system target the needs of flight applications, based on the current functional processing capabilities, to set up the functional process. On the basis of the current operating environment, it is to organize functional processing coordination, and to realize the flight tasks. 2.3.2.1 The function objective organization of the avionics system The function type organization of the avionics system is to determine the function classification and scope of the system according to the capability requirements of the system application; to determine the logic and results of the system function according to the system functional processing mode; to determine the system functional operating conditions and constraints according to the capability scope of the system function; and finally, according to the application requirements of the system function, to determine the input data of the system function and the performance requirements of the result. The function objective organization of the avionics system is to determine the discipline organization of system capabilities according to the system task organization architecture. That is, by means of the current system discipline and technical capabilities, to support the implementation of the flight application task system, and by means of the definition of the technical organization of the systemic discipline classification, to determine the logical activities of the system functional and technical capabilities, to build the logical organization of the system functional and technical processes, to define the conditions of the logical processes of each system function, and to clarify the system function processing results and effects under this condition, and to establish the architecture organization of system functional objectives.

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2.3.2.1.1 Classification and scope of functions

The classification and scope of system functions are used to describe the definition of the system functional properties. That is, the system function type is the composition of the application-oriented capabilities and requirements. The classification and scope of system functions is to define the objectives of the system functional organization through the application capability requirements; to determine the functional domains for the discipline features of the system functions; to determine the functional processing according to the system functional and discipline processing logic; and to determine the operation management of the function based on the processing conditions of the system function types. 2.3.2.1.2 Logic and results of functions

System functional logic and results are used to describe the definitions of functional processing mode. That is, the system function logic and results are to describe the function discipline domain-oriented logical modes and the resulting processing results. The system function logic and results define the system function application space, operation approach, organization mode, and capability requirements by means of the application objective requirements; determine the functional domain, organization mode, performance range, and capability objective for the discipline features of the system function; determine the functional application processing, discipline processing, procedure processing, and resulting processing modes according to the system functional discipline processing logic; and finally, determine the functional objective organization, capability organization, logical organization, and process organization and management based on the process conditions of system functions. 2.3.2.1.3 Conditions and constraints of functions

System functional conditions and constraints are used to describe function organization and management definitions. That is, system function organization and management describe the conditions and constraints required by function-oriented operations. The system function conditions and constraints are by means of the functional objective requirements, to define the requirements and related constraints of the discipline, scope, range, and results of the function applications; targeting the discipline capabilities of the system functions, to determine the functional processing logic, algorithms, elements, input, and other related conditions; according to the system function processing mode, determine the objective, capability, efficiency and validity and other related objectives of the function processing; and finally, the requirements for the accuracy, availability, reliability, and integrity of the function result are determined according to the validity of the system function output demand result. 2.3.2.1.4 Results and capability of functions

System function results and capabilities are used to describe function organization and management definitions. That is, the organization and management of system functions is oriented to the organization and management of function operation application requirements, processing modes, and result status. System function results and capabilities define function system process space, process status, process performance, and process results through function application requirements; determine the function capability types, capability ranges, capability organization, and capability management for the discipline capability of system functions; according to system function processing logic conditions, determine the

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functional application conditions, process conditions, capability conditions, and result conditions; and finally, according to the system function processing mode, determine the function result content, result form, result performance, and result validity. 2.3.2.2 The function capability organization of the avionics system The function capability organization of the avionics system is to determine the features and effect areas of functional discipline according to the capability requirements of the system; to determine the functional processing logic and elements for the discipline processing mode; to determine the functional operation process and related conditions based on the operational requirements of the function; and finally, according to the functional discipline organization mode, to determine the functional operation results and capability requirements. The functional discipline organization of the avionics system is to determine (design) functional supporting environment of the avionics system based on the avionics system functional objective organization architecture, which includes information acquisition capability, function support capability, task organization capability, and action response capability. The function capability organization of the avionics system aims at the different functional support environments of avionics systems, to determine the conditions for supporting related applications, operations, processes, objectives, performance, and logic, to construct the guaranteeing conditions for provision of the requirements, and to establish the function capability organization for avionics systems. 2.3.2.2.1 Discipline and field of functions

System function discipline and field are used to describe the space formed by the system functional capabilities, that is, the fields that describe the functional capabilities of the system and the space for activities. The functional discipline and field is to define the scope of the results of the system function through the application capability requirements, including the application field of the system results, the numerical range, and the performance composition; for the logic processing of the function, to determine the functional processing action domains, including the composition of the function processing parameters, parameter domain, and parameter range; and finally, according to functional processing conditions and environmental organization, to determine the input data capabilities of the function, including data accuracy, range, and validity. 2.3.2.2.2 Logic and elements of functions

The system function logic and elements are used to describe the organizational modes of the system capability process, that is, the organization of the system function processing logic and the composition of the elements. The system function logic and elements represent the application areas, application goals, processing approaches, and results requirements of the system functional capabilities through the system application objective requirements, and to determine the specialized domains, elemental composition, logical organization, and result forms of the functional capabilities targeting the discipline features of the system capabilities; according to the processing conditions of the system function, to determine the objective requirements, capability requirements, process requirements of the functional capability; and finally, to determine the process capability, element requirements, processing algorithm,

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and result performance of the functional capability based on the system functional discipline processing logic. 2.3.2.2.3 Conditions and constraints of functions

System function conditions and constraints are used to describe the system functional capability goals and operating organization modes, that is, the conditions for achieving the system functional goals and the constraints of the functional operating organization. The system function conditions and constraints are by means of the functional capability objective requirements, to define the system function application conditions, logic conditions, and process and processing conditions; for the discipline capabilities of the function, to determine the functional application scope, logical scope, process scope and processing scope; according to function organization operation requirements, to determine the operating environment, capability environment, running environment, and parameter environment of the function; and finally, to determine the functional application constraints, capability constraints, process constraints, and result constraints based on the logical conditions of the functional capabilities. 2.3.2.2.4 Results and capability of functions

These are used to describe the function type and result organization definition, that is, the function type organization and expected result management mode. Functional results and capabilities are by means of the functional objective capability requirements, to define system functional application requirements, process requirements, procedure requirements, and result requirements; targeting the functional specific capabilities, to determine functional application scope, processing scope, process scope, and result scope; based on functional processing logic conditions, to determine the functional application organization, logical organization, process organization, and result organization; and finally, to determine the functional objective form, processing method, operation method, and result status according to the functional processing capability. 2.3.2.3 The functional performance organization of the avionics system The functional performance requirements of the avionics system determine the functional processing result form and objective performance requirements according to the application objectives of the system and the composition of the functional capabilities; to determine the logical organization performance requirements targeting the system application domains and functional operation conditions; based on the application mode of the system and the composition of functional domains, to determine the functional operating elements and processing performance requirements; and finally, according to the system operating performance and functional discipline processing mode, to determine the performance requirements of the function operation results. The functional performance organization of the avionics system is on the basis of the functional objective organization of the avionics system, based on the corresponding functional capability configuration, to determine the functional performance organization of the avionics system. Avionics system functional performance includes the functional objective performance, functional capability performance, functional quality performance, and functional time performance. The functional performance of avionics system targets the requirements,

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objectives, environment, functions, and management conditions of the avionics system. This is based on the results of the corresponding avionics system functions, to determine the results of demands that can be achieved based on the requirements and the environment, to clarify the performance requirements of the functions, and to build the avionics system functional performance organization. 2.3.2.3.1 Functional result performance

The system functional result performance is used to describe the functional result performance requirements. System functional result performance consists of functional result performance requirements, functional result performance organization, and functional result performance assurance. The system function result performance requirements determine the objectives of the functional performance, that is, based on the functional application requirements, according to the functional action domain, in accordance with the functional logic capabilities, based on the functional results type, to form the functional results performance requirements. System function result performance status determines the status of the function result that can be realized, that is, based on the functional discipline domain, according to the functional processing algorithm, and the function processing variable composition, to complete the function processing result performance. System function result performance guarantee determines the guarantee of the functional result performance, that is, based on the field and scope of the functional objective performance, according to the performance and efficiency of the functional processing algorithm, accuracy, and availability of functional processing variables, functional processing environment requirements, and performance components, to form the functional processing result guarantee. 2.3.2.3.2 Functional processing performance

System functional processing performance is used to describe functional processing performance requirements. System function processing performance consists of functional processing performance requirements, functional processing performance organization, and functional processing performance conditions. System function processing performance requirements determine the performance requirements of the system function processing process, that is, system function running organization performance, logical processing performance, and algorithm calculation processing performance. System function performance processing organization determines the status of the function processing performance organization, that is, the performance of the systemic functional processing objectives, the performance of the function processing elements, and the performance of the function processing input. The system functional processing performance condition determines the processing performance validity condition of the function process, that is, the performance condition of the system functional application environment, the functional processing environment performance condition, the process cooperation processing performance condition, and the processing result capability performance condition. 2.3.2.3.3 Functional element performance

System functional element performance is used to describe the functional processing element performance requirements. System function process element performance consists of functional processing objective associated elements, logic associated elements, and

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environment associated elements. System function processing objective associated element determines the processing element performance requirements in the functional processing element that affect the objective, including the system function objective scope of action association, the functional objective effective time correlation, and the functional objective parameter accuracy association. System function processing logic association element determines the performance requirements of the functions of the logic organization processing elements, including the function objective cross-linked logic element, the function-action weight cross-linked element, and the functional process status cross-linked element. System function processing environment associated elements determine the performance requirements of the environmental factor processing element in the functional processing element, including the system functional processing operational environmental factor element, the functional processing information environmental factor element, and the functional processing external environmental factor element. 2.3.2.3.4 Functional input performance

System functional input performance is used to describe the functional processing input information performance requirements. System functional processing input information performance consists of the numerical performance of functional input information, safety (reliability) performance, and conformance performance requirements. System function input information numerical performance determines the numerical performance of the functional processing input information platform, including the system function input information numerical accuracy, input information weight, and input information range. The system function input information safety determines the confidence level of the functional processing input information, including system function input information reliability, input information availability, and input information integrity. The system function input information consistency determines the functional processing input information conformity, including the system functional input information correctness, input information relevance, and input information consistency.

2.3.3 Physical equipment organization The system physical equipment is the resource capability environment that supports system application tasks and functions to host, run, and process. The applications and functions of the avionics system are hosted in the system equipment, thus the system operation mode is based on the organization, operation, and management of the system equipment. For the system equipment organization, from the perspective of physical equipment support capabilities, the implementation of the physical framework of the avionics system must meet the following conditions: First, to meet the needs of the system hosted application tasks and function operation and processing, that is, the resource organization based on the hosted application tasks and functional operational and processing; second, to meet the system equipment operation and processing organization and management requirements, that is, the resource operation process organization based on the hosted application tasks and functional requirements; and third, to meet system application tasks and functional performance and reliability requirements, that is, the resource performance and reliability organization based on the hosted application tasks and functions.

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The physical equipment requirement of the avionics system targets the system application task and the functional processing demand, and the application task operating environment, according to the system function processing condition, to establish the system equipment resource organization, construct the equipment resource operation process, provide the equipment resource status management, satisfy the system equipment operation environment, and achieve the equipment capability organization of the flight task system. 2.3.3.1 The resource capability organization of the avionics system The avionics system resource capability organization determines the classification and utility scope of resources according to the system application requirement and functional discipline composition; determines the operation mode and operation process of the resource for the application mode and functional processing requirements of the system; and based on the application tasks and the processing status of the system functions, determines the operational status and capabilities of the resource. Finally, according to the system application task objectives and functional processing results, the capability organization determines the resulting form and performance requirements of the resources. The avionics system resource capability organization is based on the functional organization architecture of the system, determines the system functional processing mode, and defines the processing conditions of the system functions. Based on this, the organization chooses the type of system resource that matches it, determines the characteristics and scope of the system resource type, provides the capability support of the system function processing mode, and determines the result form of resource processing. Therefore, the avionics system resource capability organization determines the type of resource processing according to the system function discipline domain; determines the resource operation mode according to the system function processing requirement; and determines the resource capability protection according to the system functional performance requirement. Finally, it forms the organizational structure of the system physical resource capabilities. 2.3.3.1.1 Resource classification and scope

System resource classification and scope are used to describe the domain of use and scope of system equipment resource capabilities. System resource classification and scope are oriented to system operation modes. Based on the system function composition, the goal is to determine the system equipment resource operation domain and capability scope. The system resource capabilities are mainly composed of two parts: the first is to provide resources for “what to do”dresource classificationdand the second is the resources of “what capabilities”dthe scope of resources. The resource classification is based on functional processing requirements, according to functional discipline domains, functional logic organization, functional operation processes, and functional result requirements, to construct the resource capability types that support functional objective equipment. The scope of equipment resources is based on the functional processing requirements. According to functional discipline features, functional logic capabilities, functional operating modes, and functional result forms, the goals to construct the resource capability range that support functional operation equipment.

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2.3.3.1.2 Operation mode and process

System resource operation modes and processes are used to describe the system equipment resource operating process and operating environment. The resource operation process and operating environment of the system equipment are for the system hosted application task and functional discipline characteristics. The operation mode and operation process of the system equipment resources are determined according to the operating requirements of the system hosted application tasks and functions. The system equipment resource operation mode aims at the functional discipline logic organization (such as the navigation position calculation function), based on the functional logic classification (signal input, conversion, processing, and position calculation) according to function logic processing (processing of each part), and establishes the resource operation mode (provide the position of the aircraft). The system resource operating environment targets the resource capabilities of each phase of the functional logic, determines the processing requirements (processing method) of the functional logic organization phase, defines the input/output of the functional logic organization phase, and determines the resulting numerical values and performance requirements. 2.3.3.1.3 Resource status and capability

System resource status and capabilities are used to describe the system equipment resource operation status and the capability to support the functional validity. The resource status and capability of the system equipment are for the resource capability and operation status, which reflects the status of the system equipment hosted application task operation and function processing support. The resource status of the system equipment is based on the operating requirements of the system functions, the resource operating status and current capabilities are determined according to the resource operating modes and processes, and the resource status and capability management of the system equipment hosted application task operation and function processing are provided. The resource operation capability of the system equipment is oriented to the operating mode of the system hosted application tasks and functions. Based on the functional logic and performance requirements for resource capabilities and resource operations, the configuration management in which the functional capabilities and performance requirements are in compliance with the resource capabilities and performance are determined according to the resource capability status and operation process modes. 2.3.3.1.4 Operation results and performance

System resource operation results and performance are used to describe the results and performance of system equipment resource operation processes. The resource operation results and performance of the system equipment are oriented to the operation configuration functional process for the equipment resource. According to the system hosted application task operation and functional processing result and performance, the system equipment resource capability and the operation result condition are reflected. The result of system resource operation is based on the organization logic of the system equipment hosted application tasks and functions, the system capability of the system equipment hosted application tasks and functions, the system equipment hosted application task operation, and the function processing result status to determine the resource operation results capability and form of the system equipment resources. The system resource operation performance is based

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on the requirements of the system equipment hosted application task operation and function processing, targeting the system equipment hosted application task operation and function processing process, and on the basis of the system equipment hosted application task operation and function processing result performance, to determine the operational results performance and effectiveness of system equipment resources. 2.3.3.2 The resource operation organization of the avionics system The avionics system resource operation organization determines the operation classification and capability of system resources based on the requirements of system hosted application domains and functional discipline scope; it determines the system resource operation modes and conditions for the system hosted application task environment and functional discipline processing modes; according to the system hosted application task activity and function processing logic requirements, it determines the system resource operation process and result; and finally, the system resource operation efficiency and performance are determined according to the system hosted application task mode and functional process organization. The avionics system resource operation organization is based on the functional processing mode of the avionics system, and determines (designs) the avionics system resource operation process organization according to the type of system resource capability and the resource operation result requirements. It includes information acquisition capabilities, functional support capabilities, task organization capabilities, and action response capabilities. Therefore, the avionics system resource operation organization is based on the system function capability framework, determines the resource type, defines the characteristics of the resource and the environment requirements, establishes the resource operation mode, determines the operation result of the resource, and establishes the avionics system resource operation process organization. 2.3.3.2.1 Operation classification and capability

The system resource operation classification and capability are used to describe the equipment resource operation process capability and classification requirements. The system resource operation process is oriented to the system hosted application task activity and function processing. The system resource operation classification targets the system hosted application task activity and function processing domain, parameter space, and result status form. According to the resource operation and status organization, it forms a resource operation process composition that satisfies the system hosted application task operation and function process. System resource operation capability is for system hosted application task activity and functional logic organization, parameter domain organization, and result capability organization. According to resource classification and capability organization, it is to form system resource operation capability that satisfies system hosted application task operation and functional processing capabilities. 2.3.3.2.2 Operation modes and conditions

The system resource operating modes and conditions are used to describe the environment and condition requirements of the equipment resource operation process. The system resource operating environment and conditions are oriented to system hosted application

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task activity environment and function processing conditions. The system resource operation process targets the system hosted application task activity and functional processing capability, process, and environment. According to the system resource operation process and the environment organization, the system resource operation process condition that satisfies the system hosted application task operation and function process is formed. The system resource operation modes and conditions are for the organization of system hosted application task environment and functional processing conditions, and form the system resource operation environment that satisfies the capability of system hosted application task operation and functional processing according to resource types and operation requirements. 2.3.3.2.3 Operation efficiency and quality

System resource operation efficiency and quality are used to describe the effect of equipment resource operation process and operation quality requirements. The system resource operation process is oriented to the system hosted application task activity and function process. The system resource operation efficiency must meet the efficiency requirements of system hosted application task and function operation; the system resource operation process quality must satisfy the capability and quality requirements of system hosted application task activity and function processing process. The efficiency of system resource operation is based on the requirements of system hosted application tasks and functional processing mode, processing flow, and processing procedure. This is based on the system hosted application tasks and function running time periods, to establish resource operating efficiency requirements. The resource operation quality is based on the configuration function running environment, based on the system hosted application task operation and functional processing quality, and establishes system resource operation efficiency and quality requirements. 2.3.3.2.4 Operation results and performance

System resource operation results and performance are used to describe system equipment resource operation process results and result performance requirements. The system resource operation mode is oriented to the system hosted application task activity and functional processing requirements, and the system resource operation result must meet the objective requirements of system hosted application task behavioral environment and functional operation; the system resource operation result performance must satisfy the goals and performance requirements of system hosted application task execution and functional processing. The efficiency of system resource operation is based on the system hosted application task activity and functional process, and establishes the system resource operation result requirements for the system hosted application task operation and function algorithm, operation logic, and processing result requirements. System resource operation result performance is for the system hosted application task operation and functional processing scope. Based on the hosted application task operation and functional processing target, the system resource operation results and performance requirements are established. 2.3.3.3 The validity organization of the avionics system The avionics system resource validity organization determines the validity requirements of the system resource capacity organization according to the composition of the system hosted application tasks and functional capabilities; determines the system resource process

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validity requirements for the system hosted application task environment and functional operating conditions; according to the system hosted task application scenario and functional domain composition, determines the system resource operating status requirements; and finally, according to the system hosted task application operating performance and functional discipline processing mode, determines the result requirements for system resource output. The avionics system resource validity organization is based on the avionics system application mode and operation target requirements, and based on the system hosted application task operation and functional processing mode, determines the system resource capability validity, operation validity, and result validity for the system resource capability and resource operation process. Therefore, the validity of avionics system resources depends on the requirements of the system application mode and operational objectives. According to the system resources discipline domain, based on the resource operation mode, the system resource capability types, resource operation processes, and the validity capability of resource processing results are formed, so that the resource validity organization of the avionics system is built. 2.3.3.3.1 The validity of the capability organization

System resource capability organizational validity is used to describe system equipment resource organizational capabilities and effectiveness requirements. The validity of the capability organization of system equipment resources refers to the capability organization and validity management of equipment resources, supports and meets the equipment resource configuration function processing capabilities and operational validity requirements. The system equipment resource organization capability targets the equipment resource functional operation capability demand, considering the type of equipment resource organization, and constructs the resource capability organization and the management that satisfy the equipment hosted function operating capability requirements. The validity of equipment resource organization targets the requirements of equipment resource functional capability quality and efficiency. According to the performance and status of equipment resource organization, the resource performance organization and management that satisfy the equipment performance requirements of the equipment hosted function are constructed. 2.3.3.3.2 The validity of the process organization

The validity of system resource operation process organization is used to describe the organizational effectiveness requirements for the operation of equipment resources. The effectiveness of the system equipment resource operation organization refers to the equipment resource task and functional requirements for equipment hosted applications. Based on its own resource capability characteristics, its own resource operation process, and its own resource operation process management, it forms organizational effectiveness of the equipment resource operation process. The effectiveness of the equipment resource operation organization process firstly establishes the operation mode, operation process, and operation management organization of the equipment resource according to the equipment resource configuration function capability, operation, and management requirements; and secondly, the equipment resource operation organization process is to establish the validity organization of system equipment resource operational status, operational performance, and

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operational result organization, based on its validity requirements, independent configuration, independent operation, and independent management. 2.3.3.3.3 The validity of the operation status

The validity of the system resource operating status is used to describe the operational consistency between the equipment resource organization operation process and the system equipment hosted application task and function operation. The validity of system equipment resource operation status means that the equipment resources are managed according to the operation status of their own resource operation modes, to establish the system equipment resource operation process organization, to support the requirements for the system equipment hosted application tasks and functional resource operations. The equipment resource configuration function processes operation status management, establishes the equipment hosted application task operation and functional processing management, and satisfies the resource operation status requirements of the equipment hosted application task operation and functional processes. 2.3.3.3.4 The validity of the output results

The validity of system resource output results is used to describe the compliance between the equipment resource organization operation process output results and the hosted application task functional processing output result. The system equipment resource capability operation output results are the requirements for the validity of the equipment hosted task operation and functional processing results, establishing the hosted application task operation and functional processing result modes and supporting the resource operation result effectiveness management. At the same time, the output of the system equipment resource capability operation is directed to the operation process of the equipment resource itself, and satisfies the validity requirements of the task operation and functional processing result of the equipment hosted applications.

2.4 Summary The organization architecture of the avionics system is a system organization architecture oriented to system applications, system functions, and system resource requirements, which builds organization of system capabilities, system processes, and system performance to achieve system application goals, system function processing, and system resource operations. The avionics system architecture is a flight application mode based on multiple applications, multiple objectives, and multitype tasks. It covers the system functional capability with a wide range of discipline, multitype domains, and multiple capabilities, supporting the systemic organization of multiple resources, multiple environment, and multiple performance resource operations, and it provides the flight application task organization mode and architecture, system functional processing and architecture, and system physical resource organization mode and architecture. According to the illustration on the concept and organization of the avionics system architecture, this chapter introduces some typical avionics system architectures and organizational

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modes, discusses the hierarchical organization structure of the avionics systems, and describes the contents and requirements of the avionics system hierarchical organization. This chapter mainly focuses on the following aspects:

2.4.1 To establish the organization mode and content of the three-layer architecture of the avionics system Targeting the system architecture organization theory, this chapter is based on the three elements of the system architecture: architecture organization (requirements, perspectives, and hierarchy), architecture capabilities (environment, scope, and activities), and architecture results (services, disciplines, and effects). And it defines the avionics system application task organization, system functional processing organization, and the system resource operation organization, which are the constructs of the avionics system architecture.

2.4.2 To discuss the typical architecture organization and characteristics of the avionics system In view of the development process of the avionics system, this chapter describes the separated system architecture, the federated system architecture, the IMA system architecture and the DIMA system architecture organization mode and capability characteristics from the system architecture content and the effect organization level, and discusses the organization characteristics, application differences, action domains, and capability scopes of these architectures, and analyzes their effect forms, application modes, capability modes, and operation modes.

2.4.3 To establish the hierarchical organization of the avionics system This chapter focuses on three major elements of system organizationdapplication requirements, capability organization, and practice processdand conducts an in-depth discussion of system-level organizational architecture. Targeting the application requirements, it defines and describes system application requirements and activity organizations (flight application planning, flight application environment, and flight application tasks), establishing the system application operation mode; targeting the capability organization, it defines and describes system capability organization and processing requirements composition (system functional objectives, system functional capabilities, and system functional performance), establishing system functional processing modes; targeting the practical process, it defines and describes the equipment resource organization and operating mode components (physical resource capabilities, physical resource operations, and physical resource performance), establishing the equipment resource operating modes.

2.4.4 To establish the hierarchical organization content of the avionics system This chapter aims at the hierarchical avionics system organization. Through system architecture, system capabilities, and system operation research, it determines the hierarchical

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organization, hierarchical management, and classified processing, and establishes an integrated avionics system architecture organization mode. A. The avionics system application task organization: Application requirements organization Application mission and requirements Application conditions and scenarios Application environment and tasks Application objectives and effects Application environment organization Application domain and scope Application environment and capability Application activities and conditions Application mode and status Application task organization Tasks oriented to requirements Capability oriented to environment Results oriented to scenarios Performance oriented to operation B. The functional organization of the avionics system The objective organization of the system functions Classification and scope of functions Logic and results of functions Conditions and constraints of functions Results and capabilities of functions Capability organization of system functions Function discipline and scope Function logic and elements Function conditions and constraints Function results and capability System functional performance organization Function results performance Function processing performance Function elements performance Functional input performance C. The physical equipment organization of the avionics system The capability organization of the equipment resources Classification and scope of resources Operation mode and process Resource status and capability Operation results and performance Equipment resource operation organization Operation classification and capability Operation mode and conditions Operation efficiency and quality

References

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Operation results and performance The validity organization of equipment resources The validity of capability organization The validity of process organization The validity of operation status The validity of output result

References [1] G. Wang, Integration technology for avionics system, in: Digital avionics systems conference, IEEE, 2012, pp. 7C6-1e7C6-9. [2] X. Zhu, Y. Huang, Standard analysis and development prospect of integrated modular avionics system, Avionics Technology 41 (4) (2010) 17e22. [3] F. Ditore, R. Cutler, S. Jennis, The coming of age of the software communications architecture, Microwave Journal (2010). [4] J. Wu, D. Wang, H. Sheng, et al., Toward an SCA-OSGi based middleware for Radio frequency identification applications, Journal of Shanghai Jiaotong University 15 (2) (2010) 199e206. [5] T. King, An overview of ARINC 653 part 4, in: Digital avionics systems conference (DASC), 2012 IEEE/AIAA 31st, IEEE, 2012, pp. 6B1-1e6B1-4. [6] M. Dan, IMA resource allocation process, in: Digital avionics systems conference, 2008. DASC 2008. IEEE/ AIAA, IEEE, 2008, pp. 30e34. [7] C.B. Watkins, Integrated modular avionics: managing the allocation of shared intersystem resources, 2006, pp. 1e12. [8] Z. Li, Q. Li, H. Xiong, Avionics clouds: a generic scheme for future avionics systems, in: Digital avionics systems conference, IEEE, 2012, pp. 6E4-1e6E4-10. [9] J.B. Itier, A380 integrated modular avionics, Proceedings of the ARTIST2 Meeting on Integrated Modular Avionics 1 (2) (2007) 72e75. [10] G. Bartley, B. Lingberg, Certification concerns of integrated modular avionics (IMA) systems, in: Digital avionics systems conference, 2008. DASC 2008. IEEE/AIAA, IEEE, 2008, pp. 1.E.1-1e1.E.1-12. [11] X. Li, H. Xiong, Modeling and analysis of integrated avionics processing systems, in: Digital avionics systems conference, IEEE, 2010, pp. 6.E.4-1e6.E.4-8.

C H A P T E R

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The requirement organization of the avionics system O U T L I N E 3.1 The characteristics and composition of systemic application tasks 3.1.1 The organization and requirements of flight applications 3.1.1.1 Flight mission and objectives 3.1.1.2 Division of flight phases 3.1.1.3 The flight scenario organization 3.1.1.4 Flight application tasks 3.1.1.5 The flight process functions 3.1.1.6 Flight organization management 3.1.2 The division and contents of flight phases 3.1.2.1 The flight planning phase 3.1.2.2 The takeoff taxiing phase 3.1.2.3 The takeoff climbing phase 3.1.2.4 Inland flight phase 3.1.2.5 The flight phase at ocean area

The Principles of Integrated Technology in Avionics Systems https://doi.org/10.1016/B978-0-12-816651-2.00003-4

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3.1.2.6 The descent phase 3.1.2.7 The approach phase 3.1.2.8 Landing and taxi (arrival) traffic management

3.1.3 The requirements and composition of flight tasks 3.1.3.1 Airport scene management 3.1.3.2 Low-visibility operation 3.1.3.3 Parallel runway operation management 3.1.3.4 Performance-based navigation 3.1.3.5 Time-based traffic management 3.1.3.6 Collaborative air traffic management 3.1.3.7 Flight interval surveillance management 3.1.3.8 Airborne traffic information system

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117 117 119 120 121 122 123 124 125

© 2020 Shanghai Jiao Tong University Press. Published by Elsevier Inc. All rights reserved.

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3.2 The characteristics and composition of systemic functional capability 126 3.2.1 The requirements of organization of system functions 130 3.2.2 Organization of surface management function 132 3.2.2.1 The requirements of surface management operation functions 133 3.2.2.2 The requirements of surface management safety functions 135 3.2.2.3 The requirements of surface management situation awareness function 136 3.2.3 Organization of takeoff and climb functions 137 3.2.3.1 The requirements of takeoff and climb operation functions 138 3.2.3.2 The safety function requirements of flight climb 139 3.2.3.3 The requirements of takeoff and climb situational awareness functions 141 3.2.4 Organization of cruise flight functions 142 3.2.4.1 The requirements of route flight functions 143 3.2.4.2 The requirements of route flight safety functions 144 3.2.4.3 The requirements of route flight situational awareness functions 145 3.2.5 Organization of descent and approach functions 146 3.2.5.1 The requirements of descent approach operation functions 147

3.2.5.2 The requirements of descent and approach safety functions 3.2.5.3 Descent and approach situation awareness function requirements

149 150

3.3 The characteristics and composition of systemic resources capability 151 3.3.1 Organization of resource capability and resource type 155 3.3.1.1 Organization of the processor resource 156 3.3.1.2 Organization of collaborative processing 157 3.3.1.3 Organization of communication capability 157 3.3.1.4 Input/output management 158 3.3.2 Organization of resource operation and resource process 158 3.3.2.1 Organization of systemic resource type 159 3.3.2.2 Organization of systemic resource operation 160 3.3.2.3 Organization of systemic resource capability 160 3.3.3 Organization of resource effectiveness and resource management 161 3.3.3.1 Organization of time partitioning resource operation 161 3.3.3.2 Organization of spatial partitioning resource operation 162 3.3.3.3 Organization of functional distribution resource operation 163 3.4 Summary

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3. The requirement organization of the avionics system

3.4.1 Introduction of flight application task requirement organization 165 3.4.2 Establishment of system functional processing requirement organization 165 3.4.3 Establishment of equipment resource capability requirement organization 165

3.4.4 Establishment of an abstract organization model for system tasks, functions, and resources References

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For any system, system requirements are the basis for system organization and composition. The objectives, capabilities, and processes of all systems are based on the system requirements organization and needs. In other words, the type of system requirements determines the type of the system. The capabilities and composition of avionics systems must be based on the system requirements organization, i.e., oriented to the application task organization, to establish systemic application objectives, and to construct application requirements for the system; oriented to systemic functional organization, to establish the systemic functional processing procedure, and to construct the systemic capacity requirements; oriented to the system equipment resources organization, to establish the system host applications and functions, and build the system processing operational and running capacity needs. With the continuous advancement and development of technology, the application of avionics systems has been greatly expanded, functions have been greatly increased, performance has been greatly improved, and system organization and composition have become increasingly complex. In terms of flight application organization, different flight routes, different flight airspace, and different flight conditions have resulted in the formation of multiobjective, multienvironment, multiarea, and multispace flight application organization requirements; in terms of systemic functional organization, different system capabilities, different system environments, and different system processes have resulted in the formation of multiprofessional, multiinformation, multifactor, and multirelational systemic functional organization requirements; in terms of systemic physical equipment organization, different equipment types, different operating environments, and different operational modes have resulted in the formation of multicapacity, multicondition, multioperation, and multistatus systemic equipment resource organization requirements. For the avionics system, the current development direction of the avionics system includes: how to build the capability, environment, and operation organization of the systemic application tasks, so as to achieve the goals, performance, and efficiency requirements of the system application tasks for systemic application requirements; how to build the functional discipline, elements, and processing organization, in response to systemic functional requirements, so as to realize the logic, process, and quality requirements for systemic functional processing; how to build systemic equipment resources types, capabilities, and operational organization according to systemic equipment resource requirements, so as to achieve systemic equipment resource operation, results, and performance requirements; and finally, how to target the organizational needs of the system, to build the integration of the capability,

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procedure, and result of systemic application tasks, systemic capabilities, and equipment resources, and to improve system efficiency, effectiveness, and efficacy. The avionics system is a multimode flight task organization orienting to the complex flight environments, and the multimodal flight task organization process is the system capabilities organization and execution process of various specialized functional organizations, which is based on system resources organization and operational process. This multimode mission, multiple professional functions, and multiple types of resources must be under effective organization and management, and effectively improve the system application task efficiency, improve the system operation ability, enhance the system resource operation effectiveness, and ultimately improve the flight capability, efficiency, and effectiveness requirements through system integration. The avionics system firstly aims at different flight requirements and environments, to improve flight efficiency through the integration of task organization, management, and operation, according to different related task modes and processes; secondly, according to different task organizations and objectives, and different capability types and operation capabilities, it aims to provide system capabilities through functional organization, collaboration, and processing integration; finally, it targets different tasks and functional operational requirements, to improve the effectiveness of system resources through the integration of resource sharing and process reuse for different types of system resources and operation processes. The avionics system integration technology is oriented to complex avionics systems, which addresses the application organization, functional organization and resource organization of the system, to organize the application modes of complex systems, establish complex system processing capabilities, identify complex system resource organizations, apply systemic integration method, construct the application mode, capability quality and resource sharing comprehensive mode of the avionics system, and realize the comprehensive optimization of the avionics system. That is, the avionics system integration technology aims to improve the system task application efficiency through organization and integration of the application tasks, targeting systemic application organization modes; targeting the systemic capability organization mode, to enhance the systemic functional processing effectiveness through the organization and integration of system functions; targeting the systemic resources support organization mode, to improve the usability of system resources through the sharing and integration of system resources. Therefore, orienting to complex flight environments, complex professional capabilities, and complex resource operations, it is necessary to effectively optimize and enhance the overall systemic capabilities, effectiveness, and efficiency through the integration of avionics systems.

3.1 The characteristics and composition of systemic application tasks The systemic application task organization and composition represents the top-level organization and requirements of the avionics system, and it is the system architecture application task mode organization. For flight application organizations, the mission of the flight, the objectives of the flight, the environment of the flight, the flight process, and the flight activities (events) all have various effects on the capability, efficiency, and effectiveness of the flight process. At present, most newly developed avionics application organization designs are based on

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the design of flight scenarios. However, because the flight scenarios are tasks, activities, and behaviors oriented to flight planning, flight environments, and flight processes, and provide flight application direct guidance, indirect correlation, and conditional dependency modes, these that features determine the flight scenarios have uncertainty on flight capability, status, and results. This guidance, correlation, dependence, and uncertainty of the flight applications are typical complex system characteristics, which are difficult to describe mathematically and numerically. Therefore, the current flight scenario design is mainly based on the description of natural language. How to define the system organization based on the flight scenarios described by natural language descriptions and construct the system architecture marks an important research field for the new generation of avionics systems. Avionics systems generally use natural language to describe flight scenarios. That is, by means of the employment of system abstraction technology, through different perspectives, to observe the system structure, extract system activities, determine the system environment, clarify system relationships, and analyze system results. That is, through system abstraction, different system perspectives are determined and system related organizations are established. The system application organization is to establish an avionics system application perspective, and establish a system application organization structure according to the application services, goals, domains, elements, types, and events, and form the task capability requirements for the system application goals. The systemic task architecture is to build the systemic task organization mode according to the system application requirements. It is based on the requirements of the systemic application organization, and based on system application requirements and goals, determines the systemic task organization and application benefits. That is, targeting the complexity of avionics system, according to the system application environment requirements, in accordance with the system application layer definition, to establish the system task architecture organization. The system task architecture is based on the system task organization, according to the system capability directory, considering the current environment, through the task awareness ability, to build the task plan organization, and to form the task operation management. First, the system task architecture aims to determine the task objectives according to the systemic mission, and determine the systemic activities according to the systemic scenario. That is, according to the systemic capability directory and application environment, the task perception capability is employed to build the task plan organization, to form the task operation management, and ultimately by means of the system application organizational requirements and targets, to determine system task organization and application benefits, and form the application organizational mode. Second, the systemic task architecture capability supports the task generation process and task organization process, through the task system capabilities (i.e., requirements), constituent elements, and operating environment, i.e., the application requirements and flight processes of the aircraft, and by means of the application task scenario design, to establish the application task objectives, determine the application task process, define its own (aircraft) role, build capacity requirements, and finally run the organization, to form the task capability organization (capacity directory) that meets the application scenarios according to the task operation organization of the flight process. Third, the systemic task architecture organization can be established through task system application requirements, functional processing, and physical resource operation requirements, to implement system applications, functions, and resource process organization,

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integration, and consolidation, and to achieve the capability requirement organization of the task process, that is, to construct the objective of the task organization, determine the systemic capabilities and performance, so as to lay foundation for the task organization, function organization, and physical organization of the task system. The systemic task architecture organization targets the requirements of the applications, to define the modes of the task composition, that is, the task composition profile. The task organization profile defines the task components, determines the organizational requirements for the task, and describes the organization process of the task. For the composition of a task, the task organization profile contains the following elements: The The The The The The

requirements of the application e task mission; characteristics of the application e task types; effects of the application e task capabilities; conditions of the application e task responses; activities of the application e task organization; realization of the application e task management.

Through the system abstraction and mode definition, the task organization profile F1(x) can be represented as follows: F1 (task organization profile) ¼ f (task mission, task type, task capability, task response, task organization, task management) For the task implementation process, the task activity is based on the behavioral mode of the task, which is the task behavior profile. The task behavior profile defines the task activity elements, determines the task implementation requirements, and describes the task operation process. For the composition of a task, the task behavior profile contains the following elements: The The The The The

requirements of the task e task objectives; characteristics of the task e task process; effect of the task e task roles; environment of the task e task relationship; activities of the task e task conditions.

Through system abstraction and mode definition, the task behavior profile G1(x) can be represented as follows: G1 (task behavior profile) ¼ g (task objectives, task process, task role, task relationship, task condition) According to the system architecture research theory, we adopt the Zachman complex system organization design method, to analyze the task architecture from six perspectives including task requirements (user view), task mode (design view), task capabilities (architecture view), task response (planning view), task organization (implementation view), and task management (operation view). These six views correspond to the six roles in the Zachman framework (users, designers, owners, service planners, system builders, and operators). It is necessary to further analyze the five focuses from each perspective, namely the task objective (what), the task execution process (how), the task executor (who), the task dependencies (why), and the task execution prerequisite (when).

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3.1 The characteristics and composition of systemic application tasks

Combining the task organization profile and task behavior profile, according to the definition of the Zachman model, the avionics application task organization structure can be represented as follows: 0

1 Task B C F1@ archite A cture

¼

8 ! > > > > missi > > > f1 ¼ > > > > on > > > > > > > > > > > > > > f2ðtypeÞ ¼ > > > > > > > > > > > > > > ! > > > capa > > > f3 ¼ > > > > bility > > > > > > < > > > > > f4 > > > > > > > > > > > > > > > > > > > > > f5 > > > > > > > > > > > > > > > > > > > > > f6 > > > > > > > > :

respo nse organ

g2

g3

g4

! ¼

ization manage ment

0

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¼

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! ¼

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g1

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expectation; Task

B B target @ organization; 0 Mission B B target @ discipline; 0 Situation B B pattern @ type; 0 Task B B planning @ organization; 0 Mission B B target @ monitorin;

scenarios;

capability;

Task

Task

process

capability

organization;

organization;

environ ment; Task

Task

role;

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Task

Task role

Task

process

outcome

relationship

logic;

capability;

Situational organizati on;

Situational awareness;

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Task

capability

process

assessment; Task

organization;

! event

support; Situational organization identification; Task result evaluation;

System

Task

process

condition

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monitoring;

monitoring;

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! 1

C condition C A constraint 1 Situational C C result A spectlation 1 Task C organization C A decision 1 Next task C manageme C A nt

According to the task organization architecture, to form the following task organization mode. First, to establish a task requirement organization. That is, application objectives, application processes, application capabilities, application environments, application contexts, and application events. Second, to establish a task operation organization. That is, task objectives, task processes, task roles, task relationships, and task conditions. Third, to establish a task capability organization. That is, functional discipline, functional logic, processing results, cross-linking relationships, and operating conditions. Fourth, to establish a task response organization. That is, task status, task area, task awareness, task identification, and task estimation. Fifth, to establish a task process organization. That is, task planning, task processes, task results, task assessment, and task decisions. Sixth, to establish a task management organization. That is, target monitoring, process monitoring, status monitoring, task management, and next task organization. The task organization architecture reflects the characteristics of the task objectives, capabilities, and activities. Through the definition and analysis of these characteristics, the association relationships between tasks, system functions, and resources can be established so as to

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achieve the mapping between the application space and capability space. The task organization architecture supports the task creation and task organization process, which can realize the operational task management integration capability of flight task capability organization mode.

3.1.1 The organization and requirements of flight applications Flight application organization and requirements are based on the systemic task organization architecture, to establish systemic application targets, environments, scenarios, processes, capabilities, and management organizational needs. The task of flight applications is the applications organization and composition orienting to the flight process. That is, the flight application organization aims at flight mission and objectives, according to different flight stage conditions, targeting the flight process scenarios, through the flight application task organization, in accordance with flight application task capability, and flight application task management, to effectively organize and complete the flight process. The flight task organization requires the following: 3.1.1.1 Flight mission and objectives The mission and objectives represent the basis and requirements of the flight task organization. The flight mission and objectives are mainly composed of the following aspects: First, based on the requirements of the aircraft mission, according to the requirements of the flight routes, considering the functions and capabilities of the aircraft, the airline plans the flight routes, time and benefits, and proposes flight applications. Second, based on flight plans and airline applications, through long-term and short-term route planning, and considering the airspace traffic, the airspace traffic management (ATM) system coordinates and approves aircraft flight plans, and provides navigation services and route traffic management. Before the flight, the pilot makes preflight preparations, considering the airport and route traffic management, according to the flight plan, and in accordance with the condition of the aircraft. Finally, the airlines, air traffic controllers, and pilots reach a consensus based on flight plans, environmental conditions, air traffic, and aircraft status to form the mission (requirements) and objectives (benefits) for this flight. 3.1.1.2 Division of flight phases The flight phase represents the flight stage decomposition and organization required by flight mode division, flight target definition, and flight process requirements of the flight process environment. The flight phase is based on different flight environments, flight modes, and requirement differences, on the basis of different flight zones, flight plans, and activity requirements, targeting different flight environments and conditions of different flight airspace, to determine the flight process organization and related objectives of different flight phases. The flight phase is to organize and establish flight requirements, flight environment, and flight process according to different flight modes, to form corresponding flight objectives, missions, and management. The general flight phases are divided into: planning phase, takeoff phase, climb phase, cruise phase, descent phase, approach phase, and taxi phase. Each flight phase has a definite flight mode and flight requirements, thus targeting different flight phases, through establishing flight scenarios, to determine flight objectives, tasks, to organize flight processes, and to form flight modes and requirements for each phase.

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3.1.1.3 The flight scenario organization The flight scenario is based on flight mission and objectives, according to the characteristics and requirements of each flight phase, to define the flight process for each flight phase, and to set up the flight environment and process to form the flight scenarios. For example, as in the taxiing phase, the taxi process monitoring consists of the airport scene movement surveillance, surveillance and warning of the cockpit based on maps and taxiing situations, and the view augmented-based display and guidance scenario. Each flight stage establishes a number of different scenarios according to its own tasks and practices. Each scenario has its own desired targets and environment. Each target and environment has independent activities elements and associated information. Each element has its own capabilities and activities modes. Elements of the scenario have cross-linking relationships and weights. The objectives, environments, elements, relationships, and weights of the flight process organization constitute the scenarios of various flight phases. The flight scenario provides the flight environment for each flight phase, and supports flight decision-making and process organization. 3.1.1.4 Flight application tasks The flight process is a flight program that describes the determined events. The task is to describe the organization and management of the flight process, and to achieve the objectives and requirements of the flight. Flight tasks and processes are based on flight plans and objectives, and according to the characteristics and requirements of the flight phase, targeting the flight scenarios and events, and based on the capabilities and management of the airspace, to complete the coordination of flight requirements, routes, tracks, and relevant flight procedures selected by the pilot through pilots, air traffic controllers (ATCs), and airlines. That is, the flight application task is to determine the relevant flight requirements (objectives), according to different flight scenarios (conditions) during the flight, select the corresponding flight program (service), and construct the corresponding flight tasks (activities), to form the expected flight mode (results). For example, the flight interval management (FIM) is a task to keep, maintain, and manage the distance to the front aircraft at all stages of flight. It consists of subtasks such as airborne traffic situational awareness, enhanced visual acquisition, and flight minimum interval surveillance. Each subtask consists of related professional processes such as flight status information organization (SV) and cockpit display of traffic information, and other components. 3.1.1.5 The flight process functions The flight process is a flight processing and organization process that describes the flight scenarios, which is oriented toward flight task and objectives. The flight process functions represent the professional process and capability to achieve the objectives of the relevant flight process and tasks. For example, the FIM flight process is to describe the process of keeping, maintaining, and managing the distance to the front aircraft. The flight task is to describe the flight interval requirements, flight maintenance capabilities, and flight management status. The flight process function is to describe the professional processing function supporting the flight process, including the flight position, speed, track technology, system navigation, communication, and display processing, as well as related performance calculations and

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error analysis. The flight process is to organize independent flight functions according to different flight scenarios and related flight tasks, so as to realize the organization and implementation of the flight process. The flight process function is an independent professional logic processing technology orienting to professional processing, which does not depend on changes in the flight process and the requirements of the pilot. 3.1.1.6 Flight organization management Flight organization management is based on the flight task organization and management during the flight process, such as flight process acquisition, organization, surveillance, coordination, and management, to achieve task management. Flight organization management is to establish traffic information situation in flight process, establish and make decisions on flight mission, dispatch and organize flight process, monitor the function and environment of flight process, organize and operate in coordination with the flight process, implement the adjustment and control of flight process, and achieve the objectives and requirements of flight process. The core tasks of flight organization management include: airspace, traffic, and environmental situation information organization orienting to the flight environment. These are done according to the goals, plans, and track coordination of the flight organization, in accordance with the location, speed, and status monitoring of the task, by means of the accuracy, error, safety, and integrity of the flight performance, to achieve effective processes, tasks, and functional operations management.

3.1.2 The division and contents of flight phases The flight phase is the decomposition and organization of a flight process in a flight environment. The flight phase is generally divided into: the planning phase, which mainly describes the coordination and formation process of flight planning between airlines, air traffic controllers, and pilots; the taxiing phase, which mainly describes the taxiing process from flight permission to runway takeoff queuing; the takeoff phase, which mainly describes the takeoff process from the runway to the airport’s outer airspace entry point; the climbing phase, which mainly describes the climbing process from the airspace entry point to the planning cruising altitude; the flight phase of the flight path, which describes the inland flight process (with ground station and radar surveillance area); the flight phase of the oceanic area, which mainly describes the flight process over the ocean (the oceanic area without ground station and radar monitoring and satellite communication); the descent phase, which mainly describes the process of flight decline permission to the airport approach point; the approach phase, which mainly describes the runway approach and landing flight process. Each flight phase has its own requirements and characteristics. It is necessary to determine the objectives, tasks, processes, environments, constraints, and requirements for each flight phase. Different flight phases have different flight environments, forming different flight objectives and missions. This is shown in Fig. 3.1. 3.1.2.1 The flight planning phase The flight planning phase is for the airline to plan flight route requirements and flight requests, the ATM to plan airspace flow and route organization, and the pilot to plan flight preparation and flight time requirements. Through the coordinated decision of the airline,

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FIGURE 3.1 The division of flight phases.

air traffic controllers, and pilots, the flight plan for this flight can be determined. That is, according to the flight route to fly, according to the status and capability of the aircraft, the airline builds the initial flight plan and submits the flight application; the air traffic controller considers the airspace traffic planning and safety, in accordance with the overall situation of the target airport, the airport, and route meteorological conditions, to coordinate the flight routes and time plans; pilots coordinate flight preparation and time according to the flight preparation and aircraft status, and the flight plan proposed by the airline, and targeting to the display of airport situation information of the corresponding scenes. The main tasks of the flight planning stage are: to determine the flight plan through flight planning; to determine the flight permission through collaborative decision-making; and to determine the flight management through coordinated monitoring. The main objectives of the flight planning phase include: planning the flight route transportation and traffic organization, collaboratively sharing the airport scene operational data and information, providing full flight plan constraint assessment, balancing flight air traffic flow, building safety, efficiency, and situational awareness, and improving scene traffic management while reducing aircraft taxi delays. 3.1.2.2 The takeoff taxiing phase During the takeoff (also known as departure) taxiing phase, air traffic controllers, pilots, and airlines, through cooperative management, determine the takeoff clearances and timings, to achieve the sequencing from the airport terminal gate (or apron) to the designated runway. The airline controller issues a taxi permission, observes the entire situation of the target airport, and monitors the taxiing routes (or areas) of each flight unit, ground handling units, permanent or temporary obstacles, etc., and monitors the sequencing status of the runway and the taxiing process. The pilots receive the aircraft taxiing permission, which determines the taxi path, guides the taxi route based on the airport map, supports the low visibility view enhancement, establishes the taxi scene situation, and constructs the airport runway sequencing management. The airline receives taxi clearance, provides airport weather forecasts, records taxiing trajectories and paths, and supports taxiing process management. The main tasks of the takeoff taxiing phase include: establishing a flight permit to build an airport situation; establishing taxi guidance based on airport maps; establishing taxi route management; establishing safety monitoring, and constructing aircraft environmental monitoring and interval management; establishing taxiway routes and required time management, building time-based metric takeoff and arrival queuing management. The main objectives of the takeoff and taxiing phase include: to enhance the aircraft taxi route optimization and airport information situation display, to establish aircraft runway situational awareness capability, to enhance airport runway utilization, to build runway incursions

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and airport scene collision avoidance monitoring, and to provide planning and airport scene information taxi coordination. 3.1.2.3 The takeoff climbing phase During the takeoff and climbing phase, air traffic controllers, pilots, and airlines coordinate with each other, to realize the takeoff from the airport to the flight cruise phase. The air traffic controller issues a takeoff permission to monitor the takeoff climb of the target aircraft, displays the overall situation of the runway, provides climbing modes and permits, coordinates airspace flow management, establishes air-traced runways and real-time airline monitoring situation to interact with pilots, to build flight route airspace and flight route information interactions between pilots and air traffic controllers, to provide takeoff climb mode management. The pilot receives the aircraft takeoff permission, establishes flight guidance based on performance-based precision navigation (PBN), builds a flight climbing mode, organizes the flight track monitoring situation, monitors the minimum interval of flight, and provides the flight status report. The airline receives the takeoff clearance, provides route weather forecasts, records flight trajectories and flight status reports, and supports flight process management. The main tasks of the takeoff and climbing phase include: establishing takeoff climb permission, and determining route optimization takeoff envelope; establishing regional navigation or required navigation performance navigation mode, and implementing flight airspace flow management and flight route permit management; building flight classification and interval rules, increasing the airspace usage efficiency and capabilities; monitoring flight traffic conditions, reducing flight obstruction time, and reducing aircraft fuel and discharge. The main objectives of the takeoff and climbing phase include: to strengthen the flight navigation capability, enhance aircraft optimized route and situation display, support effective climb mode, provide monitoring of minimum interval flight, and support airborne anticollision monitoring. 3.1.2.4 Inland flight phase During the inland flight phase, air traffic controllers, pilots, and airlines use coordinated management efforts to guide the cruising process from ground-based flight. Air traffic controllers provide traffic flow and airspace management, support flight path management of target aircraft, establish airspace flight interval management, support flight track, status, and environmental monitoring, support aircraft autonomous flight (UPT), and provide flight safety interval management. Based on the VOR and DME flight guidance of the ground station, and the airborne PBN, the pilot establishes the flight environment traffic situation, builds a flight-based operation mode, and provides longitudinal and lateral guidance capabilities, implementing flight function management organization. The airline records flight trajectories and flight status reports, provides flight consulting and maintenance guarantee, and supports flight process management. The main tasks of the inland flight phase are: establishing flight routes to optimize flight envelopes for flight routes; establishing VOR and DME navigation for ground stations based on navigation requirements; constructing airborne navigation PBN multimode navigation modes; targeting the airspace management, providing flight route traffic management, supporting management capabilities based on flight interval; according to the flight

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environment, supporting authorization of autonomous flight modes. The main objectives of the inland flight phase are: to strengthen ground and air coordination capabilities, enhance air traffic flow and airspace capacity management, provide track-based multimodal navigation management, support flight space management, provide air crash avoidance monitoring, and support real-time air-ground communications and services. 3.1.2.5 The flight phase at ocean area During the flight phase at ocean area, air traffic controllers, pilots, and airlines collaborate with each other to realize the flight management process in the ocean area, based on satellite navigation and satellite communications. The air traffic controller provides route planning and airspace management, supports flight track management of target aircraft, establishes airspace flight interval management, supports flight track and environment surveillance, provides flight safety interval management, and supports flight path change authorization management. The pilot establishes the flight environment traffic situation, implements flight track calculation and guidance, and builds a global navigation satellite system (GNSS) and PBN, to provide flight functional organization management and flight status reports. The airline records flight trajectories and flight status reports, provides flight consulting and maintenance support services, and supports flight process management. The main tasks of the flight phase in the ocean area include: according to ocean area flight airspace management, to determine ocean route and optimize the cruise envelope, establish the PBN satellite navigation mode, provide flight interval management capabilities, establish safe separation of flight traffic environment, and support the authorization of autonomous flight modes. The main objectives of the flight phase of oceanic regions are: to strengthen air-ground cooperative modes based on satellite links, establish air traffic conditions in oceanic regions, increase air traffic flow, reduce airspace flight intervals, support flight space management, provide air crash avoidance monitoring and conflict management, and support flight altitude change authorization management. 3.1.2.6 The descent phase During the descent process, the air traffic controllers, pilots, and airlines cooperate to manage the decline from the starting top of descent (TOD) to the airport final fix point. The air traffic controller provides drop permission, TOD and controlled time of arrival (CTA), support for ground navigation enhancements, support for continuous descending operation (CDO), support for instrument flight rules (IFRs) and instrument meteorological conditions (IMCs) descent process, supports for visual flight rules (VFRs) and visual meteorological conditions (VMCs), supports standard arrival (STAR) and standard instrument departure (SID) procedures, providing flight path and environmental surveillance, and establishing flight interval monitoring management. The pilot makes the descent request, receives the descent permit, calculates the down track, establishes the CDO mode, supports the ground-based augmentation system (GBAS), supports flight interval surveillance, and provides flight status reports. The airline records flight trajectories and flight status reports, provides flight consulting and maintenance care, and supports flight process management. The main tasks of the descending phase include: establishing the descending trail envelope and CTA requirements according to the descent permit; establishing the PBN satellite navigation mode and ground navigation enhanced mode according to the air-ground navigation

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and coordination; providing descending process sequencing management according to the runway traffic management; according to safety surveillance, providing flight interval management capabilities; and according to the visual enhancement service, supporting the authorization of autonomous flight modes. The main objectives of the descend process phase include: to strengthen air-ground communication and coordination, to increase the efficiency of track-based continuous descent, to reduce the flight interval of the descent trajectory, to support the descending flight interval space management, to provide the visual display enhancement of the descent process, and to support the descent process airspace conflict management. 3.1.2.7 The approach phase During the approach phase, the air traffic controllers, pilots, and airlines collaborate to achieve an approach landing process from the airport final fix point to the end of the airport runway. Air traffic controllers provide ground navigation enhancements, support visual enhancements, support the conversion and authorization modes of the IFRs and VFRs, support flight track and safety isolation environment surveillance, support meteorological crosswind and parallel runways operational mode, provide aircraft wake model, provide final decision and go-around for the approach process. The pilot establishes approach track calculations, sets up enhanced visual situation and guidance, supports low visibility and altitude guidance, supports GBAS, supports visual interval management and authorization, and supports runway obstruction and intrusion detection. The airline records the approach trajectory and time of the approach. The main tasks of the approach process stage include: to enhance the visual enhancement of the flight environment, to establish the descending track and final decision-making capabilities, to establish GBAS guidance capabilities, to establish LPV/APV navigation capabilities, to provide aircraft wake and crosswind calculations, and to support runway intrusion monitoring. The main objectives of the approach process include: to establish high-precision vertical navigation, enhance situational awareness and vision, provide aircraft wake and crosswind calculations, and support real-time open space communications and services. 3.1.2.8 Landing and taxi (arrival) traffic management At the landing and taxi traffic management stage, the air traffic controller monitors the ground traffic situation of the entire airport, provides airport layout plans and traffic conditions, establishes taxi guidance and control, constructs taxi guidance and conflict management, supports collision avoidance and hazard warning, determines the sequencing status of runways, and monitors the conflict and invasion of the taxiing process. The pilot monitors the aircraft taxi guidance, establishes map-based taxi path guidance, supports low-visibility enhanced view, builds airport layoutebased taxiing scenario situation, and supports taxi maneuvers and alerts. The airline receives the final flight report, system operation report, and maintenance guarantee report sent by the aircraft. The main tasks of the landing taxi traffic management stage include: to strengthen the taxi surveillance capability (ADS-B), establish the visual enhancement display, build the airport layout plan and traffic situation, implement taxi guidance and control, and support collision avoidance and hazard warning. The main objectives of landing taxi traffic management

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include: to strengthen autonomous monitoring, enhance map-based guidance, enhance situational awareness and improve taxi efficiency, as well as provide taxiing and scene monitoring and alerting.

3.1.3 The requirements and composition of flight tasks Flight tasks represent the organization and management of flight phase functional processes. The flight task requirements are based on the division of the flight phases, and the objectives and characteristics of each phase, according to the definition and capabilities of the flight process, and in accordance with the environment and requirements of each phase, determine the flight task requirements and composition. Section 3.1.1 describes the flight process development and requirements, which defines the requirements for the flight process mission, flight phase requirements, flight phase scenarios, flight process tasks, flight process functions, and flight process management. Section 3.1.2 describes division of each flight phase, the objectives and results requirements, flight process content, and flight phase. This section will determine the organization and composition of the flight tasks according to the characteristics and environment of the flight phase, in accordance with the flight phase development and requirements, and considering the division and content of the phases. This is shown in Fig. 3.2. 3.1.3.1 Airport scene management The management of airport scenes is oriented toward the management capability of airport taxiing, takeoff phase, landing phase, and approach phase. The main tasks of airport scene management include: (1) Initial airport scene traffic configuration management. The initial airport scene management is a management mode for building airport grounds and airspace. The initial airport scene management task automatically plays the aircraft position. The aircraft sensor/receiver receives the airport environment information and forms the airport scene situation display. The aircraft recognizes and tracks a complete and comprehensive airport scene environment through air navigation service providers (ANSPs), equipment aircraft, and the air traffic control center. Airport scene status information

FIGURE 3.2 The composition of the flight tasks.

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will complement the visual observation of the airport grounds. Decision support system algorithms will use enhanced target data to support aircraft runway intrusion risk identification and alerting. Scene taxi safety situation awareness. Scene taxi safety situation describes all of the aircraft taxiing across the entire airport and safety intervals, that is, to establish the airport taxiing safety situation awareness task, and provide the air traffic controller airport scene management display. If intrusion is monitored in the aircraft taxiing area, alarms are provided to air traffic controllers and pilots. With safety situation awareness of the taxiing ground, taxiing flight positions, headings, and maps can be established to support airport scene monitoring. Through safety situation awareness of the taxi airport runway, a possible collision on the airport runway can be predicted, and the detailed mobility coverage of the airport taxiway and the runway can be provided. The runway safety situation oriented to pilots. The runway safety situation oriented to pilots is to establish the pilot perception capability of the taxiing process. This safety awareness orienting to the pilot requires firstly to establish a mobile airport map, determine the aircraft’s position, establish identification of the other moving and static aircraft and vehicles in the airport scene, establish a runway use environment, provide runway incursion warning functions, display the airport scene and traffic in the cockpit, and establish an airport scene indications and alarms. The runway safety situation oriented to pilots is composed of a cockpit display of traffic information (CDTI), a traffic information service broadcast, an automatic dependent surveillance broadcast (ADS-B), and an enhanced vision system (EVS) for taxiing. Airport scene coordination and permission management. Airport scene coordination and permission management represents the organization and management of aircraft taxi established in accordance with the airport taxiing flow and operating conditions. Airport scene coordination and permission management establishes the airport scene information, provides aircraft takeoff requirements and permits, taxiways and other instructions, provides aircraft departure and takeoff clearance management, builds data communication capabilities, supports departure clearance delivery management, supports weather related coordination or other airspace issues, supports airport scene automation management systems, and supports future air navigation system requirements. Airport scene traffic and queue management. Airport scene traffic and queue management is the takeoff and landing organization management based on the airport runway operation status. Airport scene traffic and queue management considers the permission of flight takeoff, in accordance with the takeoff time of the target aircraft, the takeoff queue and segmentation management is established according to the running status of the runway, and the throughput is improved. The ANSP automatically integrates the airport scene movement and takeoff sequencing operations, to ensure the aircraft meets the time requirements of the departure schedule, and optimizes the dynamic regional physical queue.

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3.1.3.2 Low-visibility operation The low-visibility operation covers the management capabilities of the airport taxi stage, takeoff stage, landing stage, and approach stage. The main tasks for low-visibility operations include: (1) Minimum visual range low-visibility operational configuration. Minimum viewing range low-visibility operating configuration is the basis for establishing minimum safety isolation. Minimum vision range low-visibility operational configuration can enhance an aircraft’s capability to take off at low visibility based on weather information, integrated heads-up display (HUD), enhanced flight vision system (EFVS), synthetic vision system (SVS), and modern cockpit display system. To build a low-altitude view range from 2400 to 1800 feet, provide maximum operational assessment, and support low-visibility operation. (2) Standard procedure for low-visibility and low-altitude approach. The standard procedure for low-visibility and low-altitude approach is to establish a standard procedure for low-visibility approaches. Low-visibility and low-altitude approach standard processes can improve visibility/low cloud approach capability, establish aircraft lowvisibility and low-altitude landing processes, and meet system efficiency and safety requirements, through enhanced GNSS, instrument landing system (ILS) and other navigation equipment, cockpit integration and enhanced display capability (SVS, EVS), as well as airport ground facilities. (3) Requirements based on area regional navigation (RNAV) and required navigation performance (RNP). The requirements based on RNAV and RNP are to establish satellite navigation capabilities and accuracy throughout the flight phase. To establish SID procedures and STAR procedures based on RNAV and RNP, to create EVS and SVS cockpit display capabilities, airport ground facility assistance capabilities, and pilot guidance instructions, so as to improve visibility/low cloud approach. A vertical approach guidance (LPV) process can be established, to support the wide-area augmentation system (WAAS) based on GPS, so as to meet navigation performance and safety requirements in different flight phases. (4) Descent surveillance and safety requirements. Descent surveillance and safety requirements are to enhance the pilot’s visual surveillance capabilities. Descent surveillance and safety requires the integration of HUD, EFVS, SVS, and modern cockpit display system, based on low-visibility analysis, minimum safety isolation, provide safety approach violation warning, to optimize the descent process, enhance the aircraft’s capability of taking off at low visibility, and to support aircraft during the descent phase. (5) Aircraft based augmentation system (ABAS) and GBAS requirements. ABAS and GBAS represent the auxiliary navigation enhancement systems. Aircraft augmentation system and ground-based augmentation system support the precision CAT I and final CAT II/III minimums of flight landing and approach process. ABAS builds airborne RNAV and RNP auxiliary navigation enhancement capabilities, and GBAS supports airport scene motion to support approach minimums without restrictions, and provides potential surface-accurate approaches. ABAS and GBAS support the requirements for

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high-performance dynamic scene management. Supporting CAT I and final CAT II/III approach capabilities improve navigation accuracy and capabilities. (6) Low-visibility and low-altitude landing procedures. Low-visibility and low-altitude landing procedures represent the capability to land in severe weather conditions. Visibility and low-altitude landing procedures can increase visibility/low cloud landing capability through enhanced GNSS, ILS, and other navigational equipment, cockpit support capabilities (SVS, EVS), airport ground facilities, and pilot capabilities. Through the enhanced GNSS or ILS, and the aircraft cabin EFVS, SVS, low-visibility and low-height landing procedures can be achieved. (7) Low-visibility and low-altitude takeoff procedures. Low-visibility and low-altitude takeoff procedures represent the capability to take off in severe weather environment. Through the aircraft cabin EFVS and SVS, low-visibility and low-height takeoff processes can establish advanced cockpit vision capabilities, support the aircraft in the lowest real-world area for low-visibility and low-altitude takeoff. Integrated HUD, EFVS, SVS, and modern cockpit display system can enhance aircraft’s capability to take off at low visibility. 3.1.3.3 Parallel runway operation management Parallel runway operation management represents the operation management task oriented to the parallel runway approach process phase; it is a process of approaching and taking off that is based on the distance between parallel runways (distance between the central line of the runway) and the minimum separation requirements of the aircraft. The main tasks of parallel runway management include: (1) To establish RNAV and RNP track navigation accuracy. The establishment of RNAV and RNP navigation is to ensure the accuracy of the parallel landing and takeoff. This is done by means of establishing the RNAV and RNP navigation modes, to enhance the aircraft track capability, improve the precision of the aircraft approach process, support RNP 0.3 accuracy, support the adjustment and selection of flight process track, support minimum safety interval management, improve airspace management capabilities and multineighborhood parallel runway use efficiency. (2) Aircraft wake mitigation and crosswind wake management. Aircraft wake mitigation and crosswind wake management represent the monitoring of aircraft wakes during high-density airport approach. Through aircraft wake mitigation and crosswind wake management, the model-based visualization and safety analysis of wake measurement can be established, so as to improve safety capabilities. That is, during the peak period of airport operations, wake management is established under downwind conditions, to allow aircraft to take off and maintain airport throughput. Based on the aircraft wake model and measurement and safety analysis, the aircraft minimum safety separation is established; on the basis of the monitoring of the crosswinds of the airport aircraft, it is determined whether the aircraft meets the conditions of the downwind, and the requirements of safe takeoff are supported. (3) Parallel runway independent approach. Parallel runway independent approach capability is to increase the independent operating ability and efficiency of parallel runways. The establishment of independent approach routes enhances the parallel runway

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operating capability, reduces the aircraft separation standards, establishes aircraft and airspace traffic management accountability, increases the operating mode under low visibility, and supports the adjacent parallel runway arrival and departure process. By reducing the flight interval, it enhances the parallel takeoff and landing capabilities, increases the application of independent flight process and nonindependent flight processes, to support the low visibility conditions and changes, and realize the collaborative capability between air traffic controllers and pilots. (4) Environmental monitoring and meteorological crosswind. Environmental monitoring and meteorological crosswinds represent the measures to reduce the side wind impact on parallel runways. Approach levels are enhanced through environmental monitoring and meteorological crosswind treatment. According to the flight landing track, using ground and airborne environmental monitoring, according to the weather conditions and constraints of the airport, based on the aircraft weather radar detection, through the crosswind detection, the safety separation is determined to meet the minimum accuracy method CAT I and final CAT II/III value. GBAS capabilities are established to support CAT I and final CAT II/III approach capabilities, and to improve navigation accuracy and capabilities. 3.1.3.4 Performance-based navigation Performance-based navigation is composed of RNAV and RNP, which is supported by the spaceborne augmentation system (SBAS þ WAAS) airport GBAS. The mission covers the entire flight process. Different phases have different accuracy and performance requirements, which are defined by systemic navigation specifications. The main tasks of performancebased navigation include: (1) The RNAV-based standard instrument departure and standard terminal arrival routes. RNAV-based SIDs and STARs approach can be achieved through the GNSS system built by the National Airspace System (NAS). Through the authorized required navigation performance (RNP AR), the performance-based navigation capability can be constructed, to meet the requirements of airspace users and the efficiency, safety, and access of airports. Based on the capabilities and availability of RNAV, SIDs, and STARs, the satellite-based NAS capability is enhanced to support the aircraft landing approach. (2) RNAV and RNP navigation modes. The RNAV and RNP navigation modes provide satellite navigation capabilities for all phases of flight. The RNAV and RNP navigation modes support aircraft track capability and accuracy, improve aircraft flight track capabilities and flight efficiency. RNAV and RNP effectively support the trajectory-based operation (TBO) management. For different flight phases, combined with airspace changes, the efficiency and capabilities of airspace can be increased through RNAV and RNP accuracy and SABS and GBAS. (3) Auxiliary navigation support capability (SABS, GBAS). Satellite navigation aided enhancement capabilities are provided based on the capabilities of auxiliary navigation support. Targeting the needs of different flight phases, auxiliary navigation support capability sets up relative relationship indicators to guide and help air traffic controllers to achieve terminal area consolidation points and traffic flow management. During

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the flight, auxiliary navigation support capability provides airline operation qualification and performance limit checks to determine the required performance and associated attributes of the airline route. 3.1.3.5 Time-based traffic management Time-based traffic management marks the realization of airspace flight organization and flight process management through the construction of time allocation, time measurement, and time management. Time-based traffic management supports the flight planning and scheduling time planning, supports resource application queue organization, supports flight separation and safety isolation management, supports flight track calculations, as well as the landing time control. Time-based traffic management covers all flight phases. The main tasks of time-based traffic management include: (1) Flow management during flight. Flow management during flight is an important measure to balance flight route traffic. Flow management during flight represents the flight airspace organization management process, which provides air traffic minimum safety separation and flight sequencing management, supports flight airspace flow control and flight maintenance and management model, provides emergency route conflict management, and improves airspace efficiency and capabilities. It establishes the appropriate space and sequencing model for air traffic, to maximize airspace capacity and airport operating efficiency for aircraft arrival and departure. (2) Route allocation and time-based measurement. Route allocation and time-based measurement represent the measures of flight organization and surveillance. Route allocation and time-based measurements (TBMs) establish the TBM mode and set up route allocation and time-based measurements for different airlines through RNAV and RNP. RNAV, RNP and time-based measurements provide airspace flight intervals, establish airspace flow measurements, increase airspace density and capacity, and efficiently employ the high-density airport runway and airspace environments, as well as provide airport runway and improve airspace usage efficiency for high-density airport traffic. (3) Airspace flight track flow organization. Airspace flight track flow organization is a safeguard measure to improve airspace density and safety. Targeting the airspace flight track flow management, the ground-based ANSPs supply the aircraft’s track-based flight process, provide aircraft measurements in the airspace, smooth airspace traffic, and improve airspace usage efficiency. The air navigation service applies the combination of scheduling tools and trajectory operation modes to support the airspace point and interval management, to ensure smooth traffic, and improve the efficiency of airspace usage. (4) Flight interval management. Flight interval management is a management measure to maintain airspace density and safety violations. Flight interval management is a point in space in the airspace management based on time metrics, enabling flight interval monitoring and management and flight isolation monitoring. The air navigation service employs the combination of scheduling tools and trajectory operation methods to establish time-based airspace management between aircraft, to achieve the planning of the flight process, to support decision-making of air ground, to increase airspace flow,

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and to improve airspace utilization efficiency. Time-based air traffic interval and sequencing management covers all phases of the flight and supports flight assessment and decision-making capabilities. (5) Flight time of arrival control. Estimated time of arrival (ETA), required time of arrival (RTA), and controlled time of arrival represent the core elements of flight control management. Flight time of arrival control enhances takeoff, landing, and taxiing traffic management. ETA is the time required to reach each waypoint described in the flight plan. RTA is the next waypoint arrival time requirement for air-ground collaborative decision-making. CTA is the time requirement for flight descent and approach to reach the specified point (location). Through the establishment of the flight arrival time requirement, the coordinated location and time management of the open space is realized, the aircraft inbound and outbound traffic is enhanced, the airport scene movement capability is improved, and the airspace density efficiency is improved. The integration of advanced arrival/takeoff traffic management and advanced airport surface management function can enhance the overall airport capacity and efficiency. 3.1.3.6 Collaborative air traffic management Collaborative air traffic management is to achieve flight process management based on flight requests, targeting flight planning, flight decision-making, and flight authorization, through the collaboration of aircraft (pilots), air traffic control (air traffic controllers), and airlines (operators). The collaborative air traffic management process is aimed at the current scenario, and based on flight requests, interacting collaborative decision-making, and determining task responsibilities. Collaborative air traffic management covers all phases of the flight. The main tasks of collaborative air traffic management include: (1) Flight planning coordinated management. The coordinated management of flight planning is the basis of the flight process organization. Based on airspace traffic guidance services provided by ANSPs, it establishes air-ground flight management decisionmaking capabilities, determines the continuous flight airspace requirements and constraints, and supports airspace route replanning capabilities through airspace congestion prediction analysis. The pilot collaborates with ANSPs to construct the flight heading guidance organization, determine the constraint information of the flight route, provide a complete flight plan constraint assessment, and provide feedback to pilots and air traffic controllers. (2) Oceanic area flight coordination and authorization management. Transoceanic flight coordination and authorization management is coordinated by ANSPs, pilots, and air traffic controllers to plan, organize, and authorize flight management. ANSPs provide the constraints information of the flight route in the ocean area. The pilot provides the flight traffic environment and the meteorological environment in the ocean area. The air traffic controller provides the flight route in the ocean area and safety isolation. Through the flight coordination process, the special flight trajectory traffic management measures can be determined, the designated airspace authorization mode can be decided, the flight process organization and the safety monitoring mode can be constructed, and the pilots are supported to change the flight route according to the authorization mode.

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3. The requirement organization of the avionics system

(3) Approach process monitoring, coordination, and authorization management. Approach process monitoring, coordination, and authorization management represent the establishment of flight management processes in the approach phase. It supports highdensity airports’ complex meteorological conditions. It provides the standard terminal landing approaching process, establishes the enhanced view, maintains flight interval, supports aircraft wake processing capabilities, and supports the authorization mode of the instrument landing transitioning to the visual landing. (4) The specific flight authorization interval. The specific flight authorization interval is based on air traffic control authorization and permission management. The specific flight authorization interval supports the authorization interval capability of interactive flight. It establishes the cockpit traffic information display through ADS-B, TIS provides airport traffic information, and FIS provides flight traffic information and requirements to establish the flight situation display capability, determine the target of the specified aircraft, and establish the minimum safety isolation and monitoring capabilities. (5) Complex flight environment authorization intervals. The complex flight environment authorization interval establishes the complex environmental situation awareness and authorizes to determine the aircraft flight intervals autonomous management mode. Based on the current airspace traffic and meteorological conditions scenes, it builds complex flight scenarios, determines the capability to support flight in complex scenes, sets up the perceived situation of the flight environment, the situation of the flight process, and the organization situation of the tasks, and supports the air-ground decisionmaking. Based on airspace flow information and through ADS-B Out and CDTI, it supports the parallel flight interval capability of aircraft, and the special flight channels as well as traffic management. 3.1.3.7 Flight interval surveillance management Flight interval management is based on the flight characteristics of different flight phases. According to the minimum safety interval requirements, targeting the management requirement of airspace flow, by means of the coordination between air traffic control and aircraft (target aircraft and reference aircraft), it achieves the airspace flight interval maintenance and management of flight interval process. The flight interval management covers the oceanic flight phase, cruising flight phase, and takeoff and landing phases. The main tasks of flight interval management are as follows. (1) Transoceanic climbing and descending safety intervals. Transoceanic climb and descent safety intervals are designed to establish the minimum safety separation capabilities for the climb and descent under complex traffic conditions. Transoceanic climb and descent safety clearances are based on the oceanographic air traffic and meteorological environments constructed by the ANSPs in the marine area. It establishes the current flight status and minimum safety isolation requirements through communication, navigation, and surveillance. Through air-ground coordination, it supports pilots for authorization management, and the pilots can manage the climb and descent process of the aircraft based on the minimum safety separation given by the air traffic control. The

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air traffic control system monitors the climb and descent processes while completing the monitoring and management of other airspace at the same time. (2) Automatic support for the flight interval management. Automatic support for flight interval management is a mode in which the ATC automatically establishes a flight interval. On the basis of the integrated navigation support, according to the aircraft wake management requirements, it provides flight interval management capabilities for ATCs. Through the flight management based on hybrid navigation and aircraft wake environment provided by ANSP, the three-nautical-mile aircraft and aircraft area interval alert is automatically established, the aircraft wake interval indicator is established, the auxiliary flight trajectory monitoring plan is provided, and the nonmonitoring area automatic monitoring is supported. (3) Aircraft wake interval management during takeoff, landing, and approach. Aircraft wake interval management in takeoff, landing, and approach queues is based on the establishment of time-based flight wake that affects takeoff, landing, and approach. For takeoff, landing, and approach process, in accordance with the queue organization, according to the minimum safety isolation, it provides the aircraft type and wake model for ATM. Through wake generation and effect analysis, and according to the current meteorological conditions, ANSP provides the wake effecte based classification and changes of the flight interval, and provides the pilot flight interval requirements through the data link. (4) Flight interval measurement, merging, and interval management. Flight interval measurement, merging, and interval management represent the management of capacity and traffic flow throughout the airspace. By means of the flight interval measurement, the position and speed of the aircraft in the airspace can be established; through merger, the air routes and headings in the airspace can be established and the flight flow organization and management in the airspace are established as well; and the airspace flight safety and capabilities can be established through the separation. For different avionics systems, ADS-B In provides accurate aircraft position and track data. ADS-B In and advanced avionics systems support variations of flight speed and specific flight control intervals. 3.1.3.8 Airborne traffic information system The airborne traffic information system supports information distribution and sharing by collecting airspace and ground, environment and conditions, and flight and management related information, and provides flight process analysis, processing, and decision-making, providing airspace traffic management and supporting maintenance support capabilities. The air traffic information system covers all phases of flight and its main tasks are: (1) Information system for meteorological services. The information system for meteorological services provides meteorological data for flight track calculations, flight safety monitoring, and flight status management. It creates special-purpose airspace management through ANSPs, supports the monitoring and modification of special-purpose airspace status, manages flight track planning, and changes information transmissions through sharing special purpose status via data and voice. ANSP and the air traffic controller are capable of changing the status of the airspace special use status. Status

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3. The requirement organization of the avionics system

changes are transmitted to the cockpit via voice or data communications. Flight trajectory planning is based on real-time dynamic management of airspace usage. (2) Requirements-oriented airspace traffic management information system. The requirements-oriented airspace traffic management information system establishes an information system of the current airspace traffic scenarios. Requirements-based airspace traffic management information systems support the requirements of approved users (pilots, air traffic controllers, and airlines), support NAS and avionics information systems, including location information for a variety of applications and aircrafts, and provide safety protection mechanisms for critical information, support the improvement of the availability of aviation information based on users’ needs and the consistency of information sharing, and guarantee information between approved users and aircraft. That is, unauthorized organizations or individuals cannot use proprietary information and safety-sensitive information. (3) Flight traffic and flight channel information. Flight traffic and flight channel information build flight organization decisions and flight safety management measures. The flight traffic and flight channel information establish airspace traffic situation, identify hazard patterns of flight process, determine flight elements, support aviation safety information analysis and sharing, and support risk identification, comprehensive risk analysis of the entire airspace and system. It also implements emergency risk management when needed. (4) Flight track and status information. Flight track and status information are requirements for flight status and process records. The flight track and status information support the flight track operations of the aircraft, through the 4D flight route established based on the flight plan or during the flight process, i.e., the horizontal and vertical directions, height, and time, forming the waypoint organization. The flight process model is built by managing the collaborative definition and implementation of flight path and aircraft process management based on TBO flight path planning. Finally, it supports flight status and process records.

3.2 The characteristics and composition of systemic functional capability The systemic capacity organization is the model organization of the professional capability of the avionics systems. Targeting the flight application organization, we have defined the systemic application requirements and the application scenarios and determined the application tasks. Through system abstraction, we have established a systematic application perspective, defined the application hierarchy, and clarified application activities. This application task is organized and abstracted to establish an avionics system application architecture, which defines the top-level (application) organization model for the overall architecture of the avionics system. For the avionics system, targeting the task framework of the completed system application, the next step is to determine the corresponding capability (functionality) requirements, establish a systemic capability organizational structure, and support the implementation of the application task. The avionics systemic functional architecture is based on the systemic flight

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127

phase mission scenarios. Based on the current task organizational requirements, and the systemic task capability requirements, it determines the functional capability organization, constructs the systemic functional processing mode, and determines the functional processing input information organization. The systemic functional architecture is based on systemic discipline and capability organization. Based on the systemic functional logic and processing methods, the systemic functional processing procedure and result quality can be determined. Avionics systemic functional organization represents a functional component of the avionics system architecture, which is based on the systemic application task organization. It establishes the systemic functional organization, constructs the systemic functional architecture, supports the systemic application task requirements, and also puts forward requirements for the systemic resources (equipment) organization. The avionics systemic function is oriented to the systemic tasks requirements. According to the task capability, in accordance with the professional classification, targeting the processing mode, and the operating environment, it constitutes the avionics systemic functional organization. On this basis, according to the requirements of the process, the avionics system functions can establish functional goals, construct functional processes, determine the role of the functions, define the functional conditions, implement functional incentives, and form the avionics system capacity organization mode. The avionics systemic functional architecture organization aims at the above-mentioned systemic functional organization mode and systemic capability organization mode, to establish the systematic capability angle of view, and form the organizational mode of the avionics systemic functional architecture. The systemic capability perspective targets the systemic application organization process: services, goals, areas, elements, types, and events. Based on the application implementation requirements, the systemic capabilities for supporting system implementation can be established. Therefore, based on the systemic application requirements, the systemic capacity organization establishes the avionics systemic capability perspective and sets up a systemic capacity organizational structure based on the capability discipline, goals, processes, roles, relationships, and conditions, and forms the target of the systemic capability as well as the resource platform type of and capacity needs. The capacity organization of the system is based on the systemic task capability requirements. According to the systemic functional organization definition, the systemic functional organization architecture can be established. The systemic functional architecture is based on the systemic flight phase mission scenarios. According to the systemic capability requirements and the current task organization requirements, through the functional capabilities organization, the system functional processing mode can be established, and the functional processing input information organization can be determined. The systemic functional architecture is based on the organization of systemic capabilities. Based on the organization and processing of system functions, the capabilities of system functions and the quality of results can be determined. Targeting the capability requirements of the application task architecture, it is to define the functional organization mode, that is, the systemic functional organization profile. Systemic functional organization profile defines the functional components, determines the organizational requirements for the function, and describes the organizational process of the function. For the composition of system functions, the systemic functional organization profile contains the following elements:

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Requirements of capability e Application modes; Composition of capability e Functional types; Organization of capability e Functional process; Area of capability e Functional discipline; Operation of capability e Functional processing; Perception of capability e Functional input. Through system abstraction and mode definition, the functional organization profile F2(x) can be represented as follows: F2 (functional organization profile) ¼ f (application mode, function type, functional process, functional discipline, functional processing, functional input). For functional processes, functional capabilities are based on the logical mode of functional processing, i.e., the functional capability profile. The functional capability profile defines the elements of the functional process, determines the functional requirements, and describes the functional process. For the composition of system functions, the functional capability profile contains the following elements: Requirements of functions e Functional objectives Characteristics of functions e Functional process Effects of functions e Functional roles Environment of functions e Functional relationship Stimulus of functions e Functional conditions Through system abstraction and mode definition, the functional capability profile G2(x) can be represented as follows: G2 (functional capacity profile) ¼ g (task target, task process, task role, task relationship, task condition) The functional architecture is a capability organizational mode oriented to task systems. Considering the definition of system architecture, this chapter employs Zachman’s complex system organization design method, and analyzes the task architecture from six perspectives including the functional requirements (user view), functional organization mode (design view), functional capability mode (architecture view), functional professional mode (planning view), functional elements (implementation view), and the functional input mode (execution view), which correspond to the six roles in the Zachman’s framework (users, designers, owners, business planners, system builders, and operators). It is necessary to further analyze the five focuses of attention from each perspective, i.e., the function objectives (what), the function execution process (how), the function performer (who), the interfunction dependency relationship (why), and the function execution precondition (when). Combining the functional organization profile and the functional capability profile, according to the definition of the Zachman model, the functional organization architecture of the avionics system can be represented as follows: The task organization architecture reflects the task objectives, capabilities, and the characteristics of the activities. Through the definition and analysis of these characteristics, the tasks and systemic functions and resource association relationships can be established so that the

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3.2 The characteristics and composition of systemic functional capability

  Functional F2 architecture

¼

8 > > ! > > > > Applicati > > > > f1 ¼ > > > on mode > > > > > > > 1 0 > > > > Organiza > > > > C B > > C ¼ > f2B > > A @ tional > > > > > > mode > > > > > > > ! > > > Process > > > > ¼ > f3 > > > mode > > > < > > > > > > > > > > > f4 > > > > > > > > > > > > > > > > > > > > f5 > > > > > > > > > > > > > > > > > > > > > > f6 > > > > > > > :

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organization; organization organization; organization; ! Functional Function Function Fuctional Functional B B target discipline al logic management @ constraints processing; configuration; mode; result; 1 0 Functional Functional Functional Functional Functional C B C B application outcome processing input A @ organization; capability; capability; capability capability; 1 0 Functional Functional Functional Functional Functional C B B discipline discipline discipline discipline C A @ area; quality; goal; process; condition 1 0 Elemental Elemental Elemental Elemental Elemental C B B target process quality area conditional C A @ organization; organization; organization; oraganization; organization 1 Sensor Sensor Sensor Sensor Sensor C C input input input A input range; input target; organization; performance; condition organization;

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mapping between the application space and capability space can be achieved. The task organization architecture supports the task creation and task organization process, which can realize the integrated task management ability of the task management organization mode. According to the organizational architecture of system functions, the following systemic functional organization mode can be formed. First, to establish systemic application task requirements, that is, task objectives, processes, capabilities, environments, and events, to build systemic functional objectives and interaction space. Second, to establish a system function organization, that is, to establish functional objectives, functional areas, functional relationships, functional weights, and functional areas, and to build system capabilities and area organizations. Third, to establish a functional process, that is, the service operation process, professional processing procedure, logic processing procedure, behavioral operation and status management process, to build system operation and processing organization. Fourth, to establish a systemic functional professional organization, that is, professional objectives, professional areas, professional area, professional conditions, and professional quality, and to build system discipline and capacity organization. Fifth, to establish a systemic functional operation organization, that is, the operation element composition, element type, element relationship, element condition and interaction space, and to construct systemic functional processing logic organization. Sixth, to establish a system function input organization, that is, input information composition, information quality, information performance,

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3. The requirement organization of the avionics system

numerical range and numerical accuracy, and to establish system function input information organization. The system function organizational architecture is a platform for system capability organization, logic processing, and resulting performance organization. Through functional architecture, it establishes application task-oriented requirements, organizes functional professional capabilities, determines functional processing logic, and establishes functional processing procedure. It also supports systemic functional capabilities, quality, and effective organizational modes, supports system function integration of systemic functional capability integration, activity integration, and information fusion.

3.2.1 The requirements of organization of system functions Requirements of systemic functional organization are based on the flight process requirements of the flight application task organization. According to the flight application task requirements, through the establishment of the avionics systemic functional architecture organization, we decomposite the application task operation process, determine the required capability of the application task, define the content of the application task activity, and form the functional organization architecture of the application task. The avionics systemic functional architecture establishes different processing areas according to flight task capability requirements, clearly identifies the corresponding processing modes, determines the corresponding processing logic, and forms the system-specific professional classification and requirements that meet the application task requirements. Since the modern avionics system involves a wide range of specialized fields, many functional classifications, and process components, this book will focus on the functional organization of four major flight phases including taxiing, takeoff, cruising, and descent (including approaches). The system functional discipline mainly focuses on flight management, navigation and guidance, air-ground communications, safety surveillance, and system display. On the one hand, it introduces the main functional features of avionics systems, and on the other hand it lays the foundation for the integration of avionics system functions. For other functions, such as onboard maintenance system, onboard information system, and inflight entertainment system, etc., are not discussed in this book. According to the above agreement, the avionics system first determines the requirements composition (scenario, target, and event) of the flight tasks according to the organizational architecture of the system task; second, it determines the type, objective, and activity of the tasks according to the area where the task is applied; and third it determines functional discipline, capabilities, performance, and area according to the requirements and conditions of task activities. System application capabilities objectives and requirements construct the task structure organization for the system, according to the task objectives and organizations, and the capabilities of the functional architecture. According to the system process organization and requirements, it builds system capability goals and requirements. This is shown in Fig. 3.3. For the flight process organization, the primary task of the avionics system is to define the requirements for flight applications, determine the division of the flight phase, and establish tasks for each flight phase. Because each flight phase has its own characteristics, different flight environments, flight modes, and flight management modes, the flight task organization

3.2 The characteristics and composition of systemic functional capability

FIGURE 3.3

131

System functional organization oriented to flight tasks.

mainly considers the following aspects: First, flight task defines and establishes the operating environment for each flight phase, and sets up the corresponding flight phases and requirements that meet the flight targetdflying scenario, flight objectives, and flight process. Second, the flight task also determines the mission’s capability, performance, and safety requirements according to the flight scenario, flight objectives, and flight process requirementsdthe area of the task; Finally, the flight task builds awareness, operation, and response environments that support the task implementationdthe task situation, which is target for flight scenarios, flight objectives, flight processes and flight ranges, performance, and safety requirements. Therefore, the task consists of three elements: flight task organizationdflight scenarios, flight objectives, and flight process; flight task capabilitiesdtask area, performance, and safety; and flight task requirementdtask awareness, operations, and responses. The avionics system functional architecture is oriented to the requirements of task operations. According to the areas of the task objectives, depending on the type of flight task capability activity, a professional functional organization that meets the flight task area, performance, and safety requirements is constructed for the flight task process operation mode, to provide task awareness, operational, and response requirements that support flight task implementation. Systemic professional functions are divided into three levels. The first level is the application function, that is, the ability to support application task requirements, establish system professional capabilities, and support application task objectives, capabilities, and performance requirements. The second level is the professional function, that is, the ability to face the characteristics of a common professional, establish system logic capabilities, and support independent professional processing capabilities, performance, and requirements. The third level is the basic function, that is the capability to realize the system-oriented hardware drive and management capabilities, establish the basic general-purpose processing capabilities, such as input/output, input filtering, code conversion, message assembly, and some

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3. The requirement organization of the avionics system

preprocessing functions, etc., to establish an independent professional function processing environment. Take the meteorological radar detection function of the avionics surveillance task as an example. The weather radar application function level includes: target scanning, target detection, target tracking, air-air mode, air-ground mode, etc. The professional functional level includes: information detection, target scanning, target analysis, information communication, scene management, and so on. The basic functional level is: signal processing, FFT, echo processing, clutter processing, time management, and so on. However, the systemic meteorological radar detection task also includes steps such as setting the radar working mode, tracking filtering, and target identification. At the same time, each step involves different data and signal processing components. According to the meteorological radar application function, professional function and basic function processing procedure organization, and the current resource capability configuration, the requirements for resources are handled by functions, and the function organization and execution are properly scheduled, and the function process reuse and resource sharing can be realized to the maximum extent, in order to reduce the demand for specific avionics equipment by organizing system functions, and meanwhile to achieve systemic functional processing quality and realize the task requirements. For example, the flight operations based on accuracy of weather forecasting and weather hazard avoidance trajectory can effectively improve the safety of task execution. The premise is that it can accurately sense weather information and ATM, ground control, flight operations center information, and cockpit display, which is effectively integrated to support pilots in tactical or critical operational decisions. Thus, the system needs to have decision-making support capabilities, weather awareness capabilities, weather forecasting, and processing capabilities. According to the definition of flight task requirements and the organization of system functions, the function of the system is based on the organization of the flight task. Based on the classification of the system application function, system professional function, and system basic function, the function decomposition and definition of the system are determined. In order to effectively understand the refinement and composition of system functions, we have defined the simplified avionics systemic flight phase division and task composition in Section 3.2.1. As shown in Fig. 3.3, it describes how to decompose and determine the logical process of task objectives, capabilities, and activities to form a systemic functional organization.

3.2.2 Organization of surface management function Surface management is a very important part of the flight application tasks, and it is also the bottleneck of flight capability and efficiency in the entire flight phase division. Because airport (including runway) capacity expansion is far behind the growth of airline passengers, airport operation efficiency currently represents an important area of improvement in the flight process. The known main tasks of airport surface management include: basic airport surface management, enhancement of airport surface situation, initial airport surface traffic management, and surface-based traffic management. For the needs of airport operations enhancement, ICAO’s (international civil aviation organization) planned surface management task improvement requirements include: (1) Establishment of ADS-B capabilities to enhance the safety of scene operations. The airport ground surveillance capabilities based on the navigation service provider; enhance the guidance of the airport scene activities, enhance the monitoring and

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alerting of aircraft and vehicle activities at the airport, and improve the safety of the runway/airport. (2) Enhanced vision system to enhance the safety and efficiency of scene operations. Improve cockpit scene traffic information activity maps, establish runway safety alert logic, EVS, enhance situational awareness of cockpit and ground units, improve lowvisibility gliding ability, and improve safety and field activities of runways and taxiways effectiveness. (3) Synthetic vision system and sequencing capabilities to optimize surface paths and safety benefits. Utilize the synthetic vision cockpit virtual display system to provide ground/cockpit monitoring and taxiing interval and environmental information, support the trajectory selection and guidance of gliding routes, improve efficiency and reduce the impact of scene operations on the environment, and establish runway-based resources sorting, optimizing the use of the runway and reducing the taxiing time. According to surface management task requirements and task implementation approaches, the surface management function determines the area of the functional composition according to the classification of the task; constitutes the type of the functional capability according to the task’s objectives; constitutes the processing logic according to the task’s activity; and constitutes the performance of the functional operation according to the processing result of the task. The surface management function organization is shown in Fig. 3.4. According to the organization structure of the surface management function, the corresponding functional organization is determined according to the function professional area, logic ability, processing performance, and area of action. The surface management function architecture is organized as follows. 3.2.2.1 The requirements of surface management operation functions The surface management operation function is mainly for the organization of taxiing process. The surface management operation function establishes a path-based taxiway path (or

Scene management 1. 2. 3. 4. 5.

Initial scene traffic management 1. 2.

Airport configuration management Runway allocation

3. 4. 5.

Queue and dispatch Taxi on the route Take-off management

Field moving map High precision PBN navigation Traffic Situation Monitoring Voice Communication and Data Link Airport Database

Taxi Operation Performance Management

Hazard Control and Management

Operational track organization management

1. Minimum runway occupancy time 2. Potential runway conflict monitoring 3. Support pilot trail selection 4. Taxi communication and

1. Scene instructions and alarms 2. Mobile maps and aircraft locations 3. Taxi enhanced vision 4. Airborne runway intrusion alert 5. Safety Assurance and Hazard Control

1. Ground taxi TBO communications 2. Takeoff and landing performance calculations 3. Runway launch confirmed 4. Runway termination and alarm 5. Airport CDTI, TIS-B and ADS-B

monitoring 5. Communication with ATM

FIGURE 3.4

Organizational architecture of surface management functions.

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3. The requirement organization of the avionics system

trajectory, TBO), establishes surface taxiing traffic management, aircraft and ground monitoring capabilities, enhances aircraft airborne display capability, and enhances aircraft and ATC command and status transmission, as well as data link communication capabilities, so as to implement the real-time collaborative management of airport scene aircraft movement monitoring, licensing, guidance, alerting, and replanning. Its main functions include: (1) Initial airport surface management. It supports initial flight planning, monitors aircraft location at the airport through ADS-B, supports coordinated decision-making (CMD), and achieves airport ground operations and traffic flow management. (2) Establish a standard instrument approach procedure. It establishes SIDs and STARs by establishing standard approach navigation specifications (such as RNAV 1.0 and RNP 0.3) to provide measurement, consolidation, and space operations capabilities. (3) Taxi process selection and coordination. Through the establishment of voice and data link communication, the pilots, flight attendants, and airline track selection cooperative decision (CMD) modes are supported in the airfield taxiing process to support the dynamic change of the taxi path. (4) Reduce lateral path spacing based on required navigation performance. It establishes ABAS In awareness capabilities and related functions, improves RNP functionality and integrity, and reduces cruising and terminal program operations at trajectory intervals. (5) Terminal airspace trajectory selection and coordination. Through voice and data link communications, the air-ground information exchange model is constructed to support airport airspace traffic management and to support pilot route selection and coordination. (6) Two-dimensional high-precision required navigation performance (2D RNP 0.3) capability for airport scenes. It establishes a process based on RNAV and RNP, supports FMS and independent navigation of data links, provides route conflict detection, eliminates aircraft collisions between takeoff and landing aircraft, and optimizes aircraft taxiing process monitoring capabilities. (7) The route permit for the required arrival time. Through voice and data link communications, the airspace information exchange mode is constructed to support the RTA management and to support the departure permit request route authorization. (8) Aircraft horizontal/vertical/time permit.

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Build a flight coordination mode. The aircraft sends a takeoff time request. The air traffic control transmits the latitude, longitude, and altitude lateral track clearances of the aircraft through the data link and the entire taxi path permit. (9) Weather condition monitoring. Build flight environment and weather condition management. Through onboard meteorological observations (infrared cameras) and airport meteorological information, the CMD of pilots and air-traffic glide routes is supported. (10) Low-visibility airport surface management. The establishment of a comprehensive monitoring situation, through the integration of GNSS, CDTI, EFVS, and SVS, improves the airport’s low-visibility and low-altitude inbound and outbound ground taxiing and management capabilities, and then improves safety. 3.2.2.2 The requirements of surface management safety functions The surface management safety function is mainly for airport mobile traffic surveillance and aircraft taxiing alerts. The surface management safety function is to build surveillance and alerts that impact the safety and related hazards by monitoring the scene TBO parameters. ATC gets information from the airport movement and the airport floor plan superimposed situation. The pilots get information through situational awareness from the mobile map of the display system to provide aircraft onboard scene movement warnings, runway availability and distance warnings, airborne runway obstacle warnings, crossing runway indications and alarms, and approach terminal availability alert. Its main functions include: (1) RNAV and RNP high-precision position measurement. It is to establish high-precision navigation capabilities to provide precise locations through RNAV and RNP procedures to reduce track spacing and reduce collisions. (2) Two-dimensional required navigation performance (2D RNP) guidance scenario display management. It is to establish a 2D RNP 0.3 process with high precision, to improve the gliding accuracy, eliminate the gliding process conflict, and optimize the aircraft taxi path process. (3) Meteorological condition monitoring. Meteorological condition monitoring capabilities are established to support taxi collision avoidance and conflict prevention through airborne meteorological (infrared) cameras and airport weather information. (4) Ground collision avoidance. Ground radar monitoring and ADS-B monitoring capabilities are established, and groundbased anticollision monitoring is established to reduce the risk of runway incursions through airport ground maps based on the aircraft itself and also traffic flow information. (5) Airborne collision avoidance.

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Establish enhanced airborne traffic collision avoidance capability (enhanced traffic collision avoidance system, TCAS), improve airborne collision avoidance capability, reduce false alarm rate under complex maneuvering conditions, and reduce aircraft collision risk. (6) Obstacles avoidance. Establish a graphic display of airport resources, update the location of temporary or permanent human-made obstacles in real time, and reduce the occurrence of CDTI (cockpit display of traffic information) accidents. (7) Avoidance and mitigation of ground aircraft wakes. It is to establish monitoring and management of aircraft wakes at airports, through the ground detection and forecasting system, and the uploading of paired flight wake models to enhance the pilot’s minimum isolation monitoring capability. 3.2.2.3 The requirements of surface management situation awareness function Surface management situational awareness features primarily address airport aircraft movement, flight status, runway status, and descent and takeoff sorting functional requirements. Through surface management situational awareness function, it builds surface management situational awareness needs, provides traffic environment awareness, traffic indications and alarms, traffic status monitoring, eliminates potential conflicts, and forms a consistent perception environment for pilot and air traffic controller at the same time. Thus it achieves aircraft takeoff, landing and taxiing information and status (time, target, location, speed, etc.), environment and airport status (density, runway, alignment, status, etc.), supports taxi, takeoff, and landing sequencing management, improves efficiency, predictability, and safety. Its main functions include: (1) Airport surface situation based on RNAV and RNP. It is to establish a high-precision navigation mode and build an airport real-time floor plan and three-dimensional (3D) maps. It supports the taxiing guidance situation of airport airplanes, vehicles, and taxiways. (2) Situation of collaborative scenarios and decision scenarios. It establishes a scenario based on airport operations, establishing a collaborative decisionmaking mode, and establishing an information situation for coordination and decisionmaking of air traffic control, pilots, and airlines. (3) The situation of the sequence organization for runway. It is to determine the mode that supports runway operations, build the runway operation scenarios through flight plan requirements, and establish dynamic taxiing and queuing situation. (4) Meteorological condition monitoring situation. Based on the requirements of operating meteorological conditions, the meteorological situation based on the taxi path can be established through airborne meteorological detection (infrared camera) and airport weather information.

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(5) Environmental monitoring situation. Targeting the airport information, it establishes surface traffic surveillance situation, and monitors taxiway hazard information and warnings according to the AMT permit directive. (6) Taxiing guidance display situation based on 3D maps and low-visibility condition. It is to establish a low-visibility gliding monitoring situation, support low-visibility gliding through onboard meteorological detection (infrared cameras) and 3D maps, and support collision avoidance and collisions. (7) CVS (combined vision system). It establishes the traffic situation based on the EVS and SVS organization to support the monitoring of specific targets and reference targets.

3.2.3 Organization of takeoff and climb functions Takeoffs and climbs are the flight phases that consume the most fuel of all the flight phases. Aircraft fuel consumption is directly related to flight acceleration and rate of climb. The conventional route-based guided flight mode contains many conditions of acceleration changes and high climb rates, and the aircraft must hover waiting for a climb permission command at each flight level. Therefore, the takeoff and climb mode is an important improvement area in the current flight. The main tasks of takeoff and climb are: establishing flight operation mode, supporting traffic synchronization capability and initial flight mode; establishing air traffic situation awareness, providing airborne isolation management, improving airspace capacity and efficiency; establishing multimode integrated navigation situation, comprehensive environmental monitoring situation, and authorized management to improve traffic flow, airspace capacity, and operational efficiency. For aircraft takeoff and climb requirements, ICAO’s planned surface management mission improvement needs include: (1) Establish a TBO-based operating mode to improve takeoff and climb efficiency. Improve the takeoff envelope of continuous climb, establish the acceleration of continuous climb, realize the real-time dynamic management of the flight process, obtain the best benefits, support the continuous cruising mode, and form relevant surface situation management. (2) Establish trajectory-based operation coordination to optimize trajectory calculation and selection. Establish coordinated decision-making through airlines, pilots, and controllers, optimize cruise envelopes, and determine the time required to reach the route, monitor the TBO flight window, and support authorization management. (3) Establish takeoff and climb situation scene to support trajectory surveillance and decision-making. Provide cruising situation for flight management, achieve safety through safety management, and organize situations to form management decisions, environmental monitoring, conflict monitoring, hazard warnings, etc. (4) Establish takeoff and climb safety management to support flight condition safety monitoring. Safely manage the safety of takeoff and climb, and provide guarantees for the

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flight process, such as: continuous cruising process aircraft minimum interval, GNSS integrity. According to the takeoff climb task requirements and implementation approaches, the takeoff climb function is based on the classification of tasks to determine the functional composition of the area; according to the objectives of the task, to constitute the type of functional capabilities; according to the activities of the task, to constitute the processing logic; according to the task processing results, to constitute the performance of the functional operation. The takeoff climb architecture organization is shown in Fig. 3.5. According to the organizational architecture of the takeoff climb function, the corresponding functional organization is determined according to the function specialized field, logic ability, processing performance, and sphere of action. Takeoff climb architecture organization is described below. 3.2.3.1 The requirements of takeoff and climb operation functions The takeoff climb operation function is mainly directed at the process organization of the aircraft flying off the runway and climbing into the en route phase. The takeoff climb operation function establishes flight RNAV by determining the division of effective airspace, and realizes the coordination of waypoint, heading, and time (4DT) of ATC, establishes the TBO and the RTA, determines the waypoint, heading, and 3D coordination of the climb target, and achieves the takeoff climb process according to the permission of the air traffic control. Its main functions are: (1) Integrated approach and departure airspace management. For high-density airspace management airports, airspace density is defined according to air traffic management, and based on airport-assisted navigation capabilities, a regional navigation RNAV program is established to reduce the conflict.

Take-off climb 1. 2. 3. 4. 5. 6.

4DT Aerospace and Window Definitions 1. 2. 3. 4. 5.

Defining 4DT track operation 4DT track coordination TBO operation monitoring TBO airspace management 4DT window management

Time between overhauls (TBO) Estimated time of arrival (ETA) Requested time of arrival (RTA) Precision based navigation (PBN) Traffic Situation Monitoring TBO window

Flight Cooperative Management

Climb Flight Navigation 1. 2.

1.

Flight position calculation

2.

Route estimation

3.

Route Guidance

3.

4.

Onboard RPN integrity

5.

Flight deviation display

4. 5.

FIGURE 3.5

4DT Flight Monitoring Planning TBO window monitoring ETA and RTA Management 4DT window monitoring Flight Management

Flight process management 1. TBO process monitoring 2. Airspace Situation Management 3. Aircraft interval management 4. Flight conflict monitoring 5. Window Situation Management

Organizational architecture of takeoff and climb functions.

3.2 The characteristics and composition of systemic functional capability

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(2) Terminal airspace track selection and coordination. For airport terminal airspace, based on air traffic management, a collaborative decisionmaking mode is established through voice and data link communications to support pilot route selection and coordination. (3) Three-dimensional required navigation performance (3D RNP) approach and departure flight. It is to establish vertical navigation (RNP, VNAV) capability, which is based on required navigation performance, support vertical guidance process, support elimination of vertical conflict between arrival and departure procedures, and optimize aircraft takeoff and climb. (4) Low-visibility and low-altitude takeoff process. It is to establish ground navigation guidance capabilities, build air traffic situation, enhance track guidance and management, and improve conflict detection and avoidance capabilities. (5) Lateral trajectory interval reduction based on RNP. It is to establish ABAS In capabilities, improve RNP functionality and integrity, and reduce track interval and terminal program operations. (6) Trajectory selection and coordination. Through the voice and data link communication links, support the flight path coordination throughout the flight, and support pilot route selection and coordination requests based on current traffic. (7) Route permit for required time of arrival. Through data link communication, it supports arrival route coordination, coordinates RTA, supports ground-based conflict detection for flight path, and supports route clearance for departure request time. (8) Trajectory permission for RTA. Through the data link communication, according to the request of the departure time of the aircraft, the ATM transmits the latitude, longitude, and altitude of the aircraft through the data link, and it coordinates the RTA lateral track permission. 3.2.3.2 The safety function requirements of flight climb The safety function of flight climb is mainly for takeoff and climb of the aircraft. Through flight status and traffic environment monitoring, it supports hazards monitoring, provides flight path monitoring alerts, 3D window monitoring alerts, RTA monitoring alerts, and flight conflict prediction alerts and flight environment monitoring alerts, thus improving the safety of takeoff climb management. On this basis, through the monitoring of the TBO parameters of the scene, the pilots perceive the flight path situation of the display system, and the air traffic controllers establish the monitoring and alerts for influencing, and then

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3. The requirement organization of the avionics system

the safety and related hazards information through the air traffic situation are established. Its main functions include: (1) High-precision position measurement based on RNAV and RNP. It is to create high-precision navigation capabilities through RNAV and desired RNP procedures, and provide precise locations to reduce track spacing and reduce collisions. (2) 3D RNP guidance scenario display management. It is to establish a 3D RNP 1.0-based navigation process, support guided display based on scenarios, eliminate collisions in route processes, and optimize the process of aircraft taxi paths. (3) Meteorological condition monitoring. Meteorological condition monitoring is established to provide weather conditions for takeoff and climbing routes through airborne meteorological sounding and airport meteorological information, and to support anticollision and conflict prevention. (4) Airborne collision avoidance. It is to improve airborne environmental surveillance, enhance airborne collision avoidance system capabilities (enhanced TCAS), reduce false alarm rates under complex maneuvers, and reduce the risk of aircraft collisions. (5) Airspace collision avoidance. It is to establish flight status broadcast communication data capabilities, support airground information exchange, provide pilots with updated information on temporary flight restrictions (TFRs), and improve pilots’ situational awareness. (6) Aircraft wake evasion and mitigation. A ground-based detection and prediction system was established to support the crosslinking and uploading of air-ground information, and a flight-matching wake model was provided to enhance the pilot’s ability to monitor aircraft wake minimum intervals. (7) Flight interval measurement, consolidation, and interval processes. It is to establish ADS-B capabilities to provide aircraft environment status information in the traffic environment, support airborne cockpit traffic information display to provide measurement, consolidation, and separation capabilities, and support aircraft to achieve specific control flight control separation values. (8) Low-visibility and low-altitude takeoff process. Through the establishment of GNSS, CDTI, EFVS, and SVS comprehensive modes and capabilities, it improves low-visibility and low-altitude takeoff climb traffic situational awareness and target monitoring capabilities.

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3.2.3.3 The requirements of takeoff and climb situational awareness functions The takeoff climb situation awareness function is mainly for the situational organization of the aircraft taking off the climbing process and the environment. Through the takeoff climb situation awareness function, the situation of takeoff climb operation scenario, flight route scenario, combined navigation scenario, environmental surveillance scenario, meteorological condition integration, and aircraft capability integration situation are constructed, to provide pilots and air traffic controllers with decision-making capabilities for takeoff climb process. Its main functions are: (1) Navigation and flight guidance situation based on RNAV and RNP. The establishment of high-precision regional navigation (RNAV 3) and required navigation performance (RNP 1) navigation modes, to form a flight route guidance situation based on the traffic environment. (2) Situation for collaborative scenarios and decision scenarios. It is to establish an information organization based on airport scenarios and airspace traffic scenarios, determine the information environment of air-ground decision-making, and establish the information situation of coordination and decision-making for air traffic control, pilots, and airlines. (3) The situation of the sequence organization for takeoff. Based on the flight planning requirements, it is to build a runway status scenario, and establish a dynamic taxiing and queuing situation for the current airport landing and takeoff process. (4) Meteorological condition monitoring situation. It is to set up meteorological monitoring of airports and takeoff routes. Meteorological conditions of taxiing, takeoff, and climbing routes are established using airborne meteorological observations (infrared cameras) and airport weather information. (5) Environmental monitoring situation. According to the airport traffic information, according to the current flight and landing operation situation, according to the air traffic control permit instruction, the taxi path hazard information and warnings are monitored. (6) Flight guidance display situation based on low visibility. For takeoff and climbing routes, based on high-precision navigation, airborne meteorological detection (infrared cameras) is used to establish low-visibility flight guidance, support low-visibility gliding, and support collision avoidance and collision prevention. (7) Combined vision system. For the takeoff and climb route information, a route flight enhancement view (FEVS) airport information synthetic view (SVS) is created to provide a composite display of the flight environment.

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3. The requirement organization of the avionics system

3.2.4 Organization of cruise flight functions Route cruise flight refers to the inland flight phase and the ocean flight phase. Inland cruising flights have the flight guidance and communications provided by the ground stations (including ground radar), and over oceanic regions they navigate and communicate via satellite. Route cruise flight is the longest flight phase in flight. During cruising flight, any advantages or deficiencies in cruising flight can have a significant impact on flight efficiency. Therefore, the route cruise flight phase is also an important area to make improvements in the current flight process. The main tasks of the route flight are: establishing a track-based operation mode to enhance the flight track operation capability; establishing a free-route operation mode to support route replanning and optimization capability in complex traffic environments and adverse meteorological conditions; establishing air traffic situational awareness and providing airborne separation monitoring and flight interval management capabilities, to enhance airspace capacity and efficiency; establishing multimodal integrated navigation situation, integrated environmental monitoring situation, and authorization management, to improve traffic flow, airspace capacity, and operational efficiency. The en route mission requirements and implementation include: (1) Establish a 4DT and TBO-based operation, to improve flight track efficiency. Optimize the cruising flight envelope, reduce the cruise time, improve the accuracy of the RTA, improve the cruising efficiency of the route, and establish a collaborative management model based on the 4DT track. (2) Establish a free route operation mode to support free route flight. Establish an airground track coordination mode, to support in complex traffic conditions and adverse weather conditions, to support free-flight flight, to optimize airspace utilization, determine minimum isolation requirements, and to support flight interval management. (3) Establish a meteorological environment situation, support the collaborative decisionmaking for flight route replanning. Establish meteorological situational awareness of airborne flight path, provide meteorological conditions and hazard detection, support coordination and modification of flight planning, and manage environmental monitoring, conflict monitoring, and hazard warning. (4) Establish coordinated decision-making for complex traffic environment and support authorization management. Establish flight traffic environment awareness, support partial authorization and autonomous flight, support changes in flight altitude, provide minimum isolation monitoring capabilities for air planes, establish preauthorization and postauthorization responsibility definition and collaborative management, and improve airspace capabilities and flight efficiency. According to the requirements of the flight tasks and the route of the tasks’ implementation, the flight function of the route is based on the classification of the tasks and determines the field of function formation; according to the objectives of the task, it constitutes the type of functional capability; according to the activities of the task, it constitutes the logic of processing; according to the results of task processing, it constitutes the performance of the functional operation. The route flight function organization is shown in Fig. 3.6.

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3.2 The characteristics and composition of systemic functional capability Route Flight Cruise 1.

TBO Collaboration

2.

Traffic Situation Awareness

3.

Weather information sharing

4.

Authorized agent license

5.

Collaborative decision

Track operation monitoring

Track Operations Coordination 1. Flight Track Coordination 2. Flight Route Coordination 3. Route weather information sharing 4. Flight safety situation 5. Flight path change

1. 2. 3. 4. 5.

PBN and RNAV navigation ADS-B monitoring Planned track accuracy Run track window Air Traffic Situation

Track management

Track operation safety 1. 2. 3. 4. 5.

Flight interval management Route weather scenarios Track window monitoring Air crash protection Route conflict

1. Flight guidance 2. Track window measurement 3. Flight Route Environmental Monitoring 4. RTA monitoring 5. Flight path conflict management

FIGURE 3.6 Organizational architecture of route flight functions.

According to the route flight function organization architecture, the corresponding functional organization is determined according to the function professional area, logic ability, processing performance, and sphere of action. The route flight function architecture is organized as follows. 3.2.4.1 The requirements of route flight functions The route flight function is mainly for the process organization as an aircraft enters the cruise phase, including inland flight and ocean flight. The route flight function establishes the best cruising speed by establishing en route a flight track envelope to obtain the best benefits. It supports pilots and controllers in collaborative decision-making, optimizes cruise envelopes, determines route arrival times, monitors TBO windows, and supports authorization management. Its main functions are: (1) Transoceanic flight interval control situation. It supports transoceanic flight plane monitoring, supports air-pressure-based altitude measurement, supports navigation capabilities for authorization management, and supports aircraft-to-airspace altitude-changing demand between aircraft to meet required navigation performance (RNP-4) requirements. (2) Transoceanic flight track selection and coordination situation. In the ocean airspace, based on the aircraft’s current airspace environment, voice and data link communication links, it supports the pilots’ selection and coordination requests during flight, enabling authorization management. (3) Flight distance measurement, consolidation, and interval process situation. It provides ADS-B and airborne cockpit traffic information display to provide measurement, consolidation, and interval capabilities, and supports the aircraft to achieve specific flight control interval values.

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(4) Complex flight authorization interval situation. It is to establish situational awareness of complex environments, provide authorization requests and permit management mechanisms, support authorized flight separations, to support aircraft self-interval capabilities, and establish flight capabilities in complex scenarios. (5) Flight traffic channel authorization interval situation. Based on airspace traffic flow information, it supports ADS-B Out to transfer flight status and CDTI to build the traffic situation, enhances availability to support parallel flight capability of aircraft, and supports special flight channel and traffic management. (6) Meteorological condition monitoring situation. Through onboard meteorological detection, comprehensive route traffic information, it is to establish meteorological integrated situation of the route, support for the avoidance of severe weather, collision avoidance in airspace, and control over the interval during transoceanic flights, and flight interval control based on ADS-B nonradar area. 3.2.4.2 The requirements of route flight safety functions The route flight safety function is mainly for process during inland flight and transoceanic flight. It provides flight route monitoring alarms, window monitoring alarms, and RTA monitoring alarms through flight status and traffic environment monitoring. It also provides support for hazard monitoring, provides severe weather avoidance, airspace collision avoidance, cross-ocean flight spacing control, nonradar area flight interval control, and airspace wake evasion and mitigation capabilities. Its main functions are: (1) Severe weather avoidance. By means of text and graphical weather forecast information, severe weather monitoring of flight routes can be established; it is to support the avoidance of severe weather, reduce the impact of severe weather, and reduce the influence of meteorological hazards. (2) Airspace collision avoidance. A broadcast data link can be established to support communication of advisory announcements (RAs) and traffic announcements (TAs). Pilots provide updated information on TFRs in real time to improve pilots’ situational awareness. (3) Transoceanic flight interval control. It is to support transoceanic flight plane monitoring, barometric altitude measurements, navigational capabilities for authorization management, and aircraft-to-airspace altitudechanging aircraft spacing to meet required navigation performance (RNP-4) requirements. (4) ADS-B-based nonradar area flight interval control. According to the ATC authorized defined area, and through ADS-B Out flight status, it is to realize the 5-km distance between the aircraft offshore and other nonradar surveillance areas. (5) Aircraft wake evasion and mitigation in airspace.

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It is to improve the capacity of airborne wake sensors, detection and forecasting capabilities, and wake abatement capabilities under high maneuvering conditions. (6) Specific flight authorization intervals. It is to establish air traffic control authorization and permission management to support the aircraft’s interval ability of mutual flight authorizations and enhance the onboard cockpit traffic information display capabilities through ADS-B. (7) Complex flight authorization intervals. It is to establish complex environment situation awareness, support authorized flight separation to support aircraft self-interval capability, determine authorization responsibility and coordination mode, and support flight capability in complex scenarios. (8) Flight traffic channel authorization interval. Based on airspace traffic information, it provides support for ADS-B Out flight status, CDTI, enhances availability to support aircraft parallel flight self-interval capability, and supports special flight channels and traffic management. 3.2.4.3 The requirements of route flight situational awareness functions The flight route situational awareness function is mainly for the situation organization of inland flight and the ocean flight process and environment. Through the flight route situational awareness function, the route flight operation scenario, flight route scenario, integrated navigation scenario, environmental monitoring scenario, meteorological condition integration, and aircraft capability integration situation are constructed to provide the pilots and air traffic controllers with traffic environment awareness and traffic status monitoring, and reduce the potential for conflict. Its main functions include: (1) Transocean flight interval control situation. It is to support transoceanic flight plane monitoring, barometric altitude measurements, navigational capabilities for authorization management, and aircraft-to-airspace altitudechanging aircraft spacing to meet required navigation performance (RNP-4) requirements. (2) Transoceanic flight track selection and coordination situation. In the ocean airspace, based on the aircraft’s current airspace environment, voice and data link communication links, it supports pilots’ selection and coordination requests during flight, enabling authorization management. (3) Flight interval measurement, consolidation, and separation process situation. It is to establish ADS-B and airborne traffic display, provide measurement, consolidation, and separation capabilities, to support the aircraft to achieve specific flight control interval. (4) Complex flight authorization interval situation. Establish complex environment situation awareness, meet authorized flight intervals to support aircraft self-interval capability, establish authorization responsibility classification and collaborative management, and support flight capabilities in complex scenarios.

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3. The requirement organization of the avionics system

(5) Flight traffic flow channel authorization interval status. Based on airspace traffic flow information, it supports ADS-B Out flight status, provides CDTI displays, and enhances availability to support aircraft parallel flight self-interval capability, supporting special flight channels and traffic management. (6) Meteorological condition monitoring situation. It is to establish airborne meteorological detection capabilities, build meteorological situation of flight routes, monitor meteorological hazards of flight routes, and support decisions for avoiding bad weather and route modification.

3.2.5 Organization of descent and approach functions The descent and approach process is a flight phase in which flight safety accidents occur frequently. At the same time, there is room for improvement to reduce fuel and emissions in the air. How to reduce the circling waiting in the air, reduce the time during waiting for a request for a decline permit command in the hovering of each flight level, establish a “zero” thrust reduction and approach process, and build a visual enhancement system to enhance the visual distance keeping and descent approach represent the focus of flight process improvement. The known main tasks of the descent and approach include: establishing a descending trackebased operation mode (such as continuous descending operation), enhancing the descending operation capability and efficiency; establishing the minimum separation and monitoring capability of the descent process, increasing the descent efficiency, and ensuring the descending safety; establishing aircraft wake monitoring and management during the descent and approach process, supporting dynamic wake configuration and wind impact; establishing visual meteorological conditional flight capability (VMC), and improving low visibility flight safety. Demand for this task and ways to implement them are as follows: (1) Establish an optimized descent operation mode to improve descent efficiency. Optimize descent operating envelopes, use CDO to increase the flexibility and efficiency of descending envelopes, support vertical navigation to increase the flexibility of descent track (CDOs), establish required arrival speeds and arrival times, and support VNAV to improve the flexibility and efficiency of CDOs. (2) Establish isolation management capabilities, improve flight efficiency, and ensure safety. Establish descend route traffic situation awareness, determine minimum isolation, monitor front-end reference aircraft distance, support flight interval management, establish FEVS to enhance visual flight authorization, and improve airspace capacity and descend efficiency. (3) Establish aircraft wake isolation management, reduce flight intervals, and ensure safety. Establish a wake-model database that is based on aircraft types; to support the ATC transfer the aircraft wake model, build aircraft descent-track, aircraft wake, integrated mode of meteorological conditions, optimize wake turbulence isolation, establish time-based minimum flight isolation, and improve airspace capabilities and runway throughput rates.

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(4) Establish the meteorological environmental situation to support the conversion from IMC flight to visual observation (VMC) flight. Establish a descent atmosphere sensing situation, enhance meteorological conditions and hazard detection, provide an EVS, and support the visual flight of instrument flight rules (IFR) based on IMCs to VMCs to satisfy the low-visibility flight requirements during the approach. According to the requirements of the descent tasks and the ways of implementation, the route flight function determines the area of the function according to the classification of the tasks; according to the objectives of the task, it constitutes the type of functional capability; according to the activities of the task, it constitutes the logic of processing; according to the result of task processing, it constitutes the performance of the functional operation. The descent function architecture organization is shown in Fig. 3.7. According to the organizational architecture of the descent approach function, the corresponding functional organization is determined according to the functional discipline field, logic capability, processing performance, and area of action. The descent feature architecture is described below. 3.2.5.1 The requirements of descent approach operation functions The descent approach operation function is mainly aimed at the process organization of aircraft descent and approach process. The descent approach operation function establishes the division of the effective airspace, constructs the flight area navigation (RNAV), establishes the CTA of the descent approach process, establishes the descent trajectory, determines the approaching entry point and the final decision height point, supports instrumentation landing process (IFR) to visualized landing process (VFR), to meet IMC and visual flight weather condition (VMC) requirements, support for EVS, based on air traffic control permit and coordination, to achieve the descent approach. Its main functions include: (1) Integrated approach and departure airspace management.

Descent approach operation 1. Global Satellite Navigation (GNSS) 2. Performance-based navigation (PBN, RNAV, RNP) 3. High-precision guided landing coordination (BARO-VN, LPV, APV, GLS) 4. Integrated Navigation and MMR 5. Vision Enhancement System (EVS)

Descent operation organization

Descent navigation mode

Descent operation monitoring

Descent operation management

1. Requirement of continuous descent TBO 2. Continuous landing configuration 3. Interval configuration 4. LPV/APV direct approach 5. Continuous descending runway configuration

1. RNAVE and RNP navigation 2. Barometric pressure (BAROVNAV) 3. Landing Guidance (IPV/APV, GLS) 4. Satellite based Augmentation System (SBAS) 5. Ground based Augmentation System (GBAS)

1. Aircraft interval monitoring 2. Surrounding environment monitoring 3. Weather conditions monitoring 4. Aircraft wake monitoring 5. Runway scene monitoring

1. Continuous descent collaboration and licensing 2. Descent Queue Management 3. Landing CTA Management 4. Low visibility management 5. Parallel runway management

FIGURE 3.7 The organizational architecture of descent approach functions.

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3. The requirement organization of the avionics system

It is to establish integrated management of high-density airspace airport arrivals and departures, establish airspace density based on air traffic management, and establish RNAV procedures based on airport-assisted navigation capabilities to reduce the conflict of descent approaches. (2) Optimize the descent process. It is to determine the descent mode (such as CDO), provide precise navigation and vertical altitude, provide flight status and speed, support aircraft minimum interval measurement, support information and communication sharing, and establish optimized aircraft descent process. (3) Three-dimensional required navigation performance approach and departure flight. It is to establish a RNP VNAV capability to support the 3D RNP process, eliminate vertical conflicts between the descending process and the arrival and departure process, and optimize the aircraft landing process. (4) Flight distance measurement, consolidation, and separation process. It is to establish ADS-B and airborne traffic displays to provide measurement, consolidation, and separation capabilities to support the aircraft to achieve a specific flight control interval value. (5) Reduce lateral route spacing based on RNP. It is to establish RNP and airborne navigation augmentation (ABAS) capabilities to improve the RNP integrity and reduce cruise interval and terminal procedure operations. (6) Low-altitude flight. It is to establish the capabilities that can enhance terrain approach and warning system (TAWS), enhance terrain database integrity, and provide approach process safety and hazard alerts. (7) Low-visibility and low-altitude approaches. A ground-based enhanced auxiliary navigation aid system (GBAS) can be established and a combination of EFVS and SVS can be established, to improve airport low-visibility and lowaltitude integrated visual abilities. (8) Low-visibility and low-altitude landing procedures. A ground-based enhanced auxiliary navigation aid system (GBAS) can be established. The setup of a combination of an EFVS and an SVS can enhance aircraft low-visibility and lowaltitude airport comprehensive vision and information alerting capabilities. (9) Specific flight authorization intervals. It is to establish air traffic control authorization and permission management, support the aircraft’s ability of mutual flight authorization intervals, and provide ADS-B airborne traffic display to enhance specific flight capabilities and efficiencies.

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(10) Adjacent runway parallel approach. It is to establish ADS-B transmission flight status, build CDTI to display environmental traffic information, establish high-precision navigation to support airport parallel adjacent runways and aircraft parallel approaches in pairs to improve airport descend and approach ability and efficiency. 3.2.5.2 The requirements of descent and approach safety functions The descent and approach safety function is mainly aimed at the descending and approaching flight process. It provides descend track monitoring, CTA monitoring, flight interval warning, and flight wake alert through the descend flight status and traffic environment. Through the approach process monitoring, airport runway traffic monitoring, aircraft onboard scene movement alerts, runway availability and distance warnings, airborne runway obstacle alerts are provided. Its main functions include: (1) Evasion and mitigation of wakes on ground planes. Through the detection and forecasting system of the ground air traffic, it provides crosslinking of air traffic control and aircraft information and wake model uploading to enhance the situational awareness of pilots and to support the management of wake avoidance and mitigation of airborne aircraft. (2) Route permission based on the arrival time of ground detection. Through air-ground data link communications, air traffic control and aircraft support deescalation routes are supported, ground-based collision detection of aircraft flight paths is supported, and route drop permission is established. (3) Ground collision avoidance. Airport scene radar detection capability can be established to support the communication of air-ground data links, and reduce the risk of runway incursions through ground maps based on the aircraft itself and traffic flow information, to support ground collision avoidance. (4) Airborne collision avoidance. It is to establish the airborne anticollision capability, through the enhanced TCAS, and reduce the false alarm rate under complex maneuvering conditions, thereby reducing the risk of aircraft collisions. (5) Obstacles avoidance. It is to establish the airborne EVS and the airport facility database, to reduce the occurrence of CFIT accidents by real-time updates of the location of temporary or permanent man-made obstacles. (6) Low-altitude flight. It is to establish the TAWS capability, enhance the integrity of the terrain database, and enhance the safety of the approach, to meet low-altitude flight requirements.

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(7) Meteorological condition monitoring. It is to establish airport meteorological monitoring, establish weather sensors (infrared cameras) and airport meteorological information, support open space communications, and reduce taxi collisions and conflicts. (8) Enhanced visual approach. It is to establish CDTI, build EVS and SVS synthesis (CAVS), support visual interval monitoring and measurement, and support the ability of the aircraft to establish and maintain space separation from the aircraft in front. 3.2.5.3 Descent and approach situation awareness function requirements The descent and approach situation awareness function is primarily oriented to the situation organization of the descend process and the approach process and the environment. Through the descent process situational awareness function, the descend operation scenario, the integrated navigation scenario, the environment monitoring scenario, the meteorological condition synthesis, and the aircraft capability, a comprehensive situation can be constructed, providing pilots and air traffic controllers with a sense of descend traffic environment and monitoring of the flight process status, to reduce potential conflict capabilities. Approaching situation awareness function, construction of the situation of approaching operation scenarios, runway navigation scenarios, airport monitoring scenarios, and meteorological conditions provide pilots and air traffic controllers with the ability to perceive the approach traffic environment, monitor navigation status, and monitor airport environment. Its main functions are: (1) Environmental surveillance situation. Establish a high-precision navigational guidance for airport aircrafts, vehicles, and taxiways; establish real-time airport plans and three-dimensional maps; and establish a surveillance environment for descend and approaching environments. (2) Meteorological condition monitoring situation. Airport meteorological monitoring can be established, airborne meteorological detection (infrared camera) and airport meteorological information can be established, and a descent approach environment based on meteorological conditions can be formed. (3) The situation of sequence organization for the runway. It creates a runway scenario and establishes an airport operation scenario. Targeting the flight plan, the dynamic taxiing and queuing situation can be established, and the organization of the descending approach queue based on the runway can also be established. (4) Airport scene situation based on RNAV and RNP. It is to establish airport operation information, establish air-ground coordination and permit management, supporting surveillance of taxiway hazard information and warnings. And it is to establish airport scenes based on track-guided descent approaches. (5) Taxi guidance display situation based on 3D maps and low visibility.

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Establishment of onboard meteorological detection (infrared camera) capabilities, visual enhancement systems (EVS), cockpit 3D scene-moving maps can support low-visibility gliding, collision avoidance, and conflict prevention. (6) Flight interval measurement, consolidation, and separation process. It is to establish ADS-B to transmit flight status and establish airborne traffic display to provide measurement, consolidation, and separation capabilities to support minimum interval measurement, monitoring, and management of aircraft descent approaches.

3.3 The characteristics and composition of systemic resources capability The system resource organization is a physical capability mode organization of the avionics system architecture. In Section 3.1, through the flight application organization, the system application requirements have been defined, application scenarios identified, application tasks identified, and the avionics system task framework has been formed. In Section 3.2, through the organization of system functions, we have defined the system capability requirements, defined the functional classification, determined the functional composition, and formed the functional composition of the avionics system. This section is based on the organizational requirements of flight applications: avionics system task organization architecture, for the organization mode of flight capabilities; avionics system functional organizational structure, to discuss the flight task and functional operating platform; and avionics system physical organization architecture. For avionics systems, the known system applications are based on the task organization architecture, the system capabilities are based on the functional organization architecture, and the system equipment is based on the physical (resource) organizational architecture. Therefore, the avionics systemic physical organization architecture determines the target and areas of the resource operating environment and results according to the current task organizational needs, and determines the resource operation ability and performance goals and areas to operate based on the systemic functional processing mode. The systemic physical architecture is organized based on system resource types and how the system operates, which determines system resource organization and operational utilization, effectiveness, and efficacy of results. The avionics system resource organization is an important part of the avionics system architecture. On the basis of system application task organization and system function organization, what kind of system physical architecture can be established to support systemic application tasks and system function processing requirements represents the goal of system resource (equipment) organization. The avionics system resource is oriented to requirements of the system tasks and functions. According to the mode of task application, the ability and type of the resource are determined according to the classification of the functional discipline; for the task operation mode, the performance and operation of the resource is determined according to the functional professional processing mode and operation; targeting the result of the task application and according to the logical results of the functional discipline, the

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3. The requirement organization of the avionics system

resource result and validity are determined; finally, the avionics system resource organization mode and the system physical architecture are formed. Therefore, for the avionics system physical architecture organization, targeting the abovementioned system resource capacity organization mode, system resource operation mode, and system resource operation results, a system resource perspective can be established to form an avionics system resource architecture organization mode. It is known that through the system abstraction, the system application perspective and the system capabilities perspective are established. Finally, the perspective of the system resources can also be established. The system resources perspective is for the system application organization process, including service, objectives, areas, elements, types, and events. It is also for the corresponding system capacity organization process, including disciplines, goals, processes, roles, relationships, conditions, and support based on the ability to operate and establish resource organization to support system capacity. Therefore, system resource organization is based on system capability requirements in order to establish the avionics system resource perspective. According to resource types, objectives, methods, factors, operations, and status, the system resource operation organization architecture is established to form the tasks and functional organization of the systemic complex application environment resource requirements. These requirements determine the types of resources, resource capabilities, resource performance, and resource operation modes to form the performance objectives of resource operations and the performance requirements of resource capabilities. The systemic resource organization addresses the systemic functional logic requirements and establishes a systemic physical architecture organization based on system resource organization definitions. Based on the systemic flight phase task scenarios, the systemic physical architecture aims at the system capability requirements and builds specialized physical resourceetype organizations to meet the functional processing modes and requirements, forms physical resource processing capabilities, and determines physical resource operation modes. That is, according to the systemic flight phase task scenario, and the system capability requirements, an organization type of specialized physical resource is constructed, to form the physical resource processing capability, the physical resource operation mode can be determined, and the system resource is determined according to the system resource type and operation mode, and the operational capabilities and effectiveness can be determined. Targeting the capability requirements of the application task architecture and system functions, the equipment resource organization mode can be defined, that is, the system resource composition profile. The system resource organization profile defines the functional components, determines the organizational requirements for the resources, and describes the organizational process of the resources. For the composition of system equipment resources, the system resource organization profile contains the following elements: The The The The The The

requirements of equipment e Task capabilities; results of equipment e Functional capabilities; composition of equipment e Resource capabilities; range of equipment e Resources organization; capability of equipment e Operation organization; efficacy of equipment e Management organization.

3.3 The characteristics and composition of systemic resources capability

153

Through system abstraction and mode definition, the resource organization profile F3(x) can be represented as follows: F3 (resource organization profile) ¼ f (task capability, functional capability, resource capability, resource organization, operation organization, management organization) For resource processing, resource capabilities are based on resource operating modes and performance, that is, the resource capability profile. The resource capability profile defines the elements of resource processing, determines the role requirements of the resource, and describes the operation process of the resource. For the composition of system resources, the resource capability profile contains the following elements: The The The The The

requirement of resources e Objectives of resources; characteristics of resources e Process of resources; effect of resources e Roles of resources; coordination of resources e Relationship of resources; stimulus of resources e Condition of resources.

Through system abstraction and mode definition, the resource capability profile G3(x) can be represented as follows: G3 (resource capacity profile) ¼ g (resource objective, resource process, resource role, resource relationship, resource condition) The physical architecture is a resource organization mode that is oriented to the task system. For the definition of the physical architecture, the Zachman complex system organization design method is adopted, whose six perspectives including task capability requirements (user view), resource capability mode (architecture view), function capability (execution view), resource organization (planning view), resource operation organization (implementation view), and resource management (management views) are used to analyze the physical architecture. These six views correspond to the six roles in the Zachman framework (users, designers, owners, business planners, system builders, and operators). It is necessary to further analyze the five focuses of attention from each perspective, namely, the resource organization objectives (what), resource operation procedure (how), resource operation result (why), and resource operation mode (when), among them: Combining the resource organization profile and the resource capability profile, according to the definition of the Zachman model, the physical organization architecture of the avionics system can be represented as follows: The physical organization architecture reflects the characteristics of physical resource capabilities, operations, and results. Through the definition and analysis of these characteristics, the tasks and functions relationship between physical resources and their hosted application is established, thereby realizing the mapping between application space and capability space as well as resource space. The physical organization architecture supports the resource generation and resource organization process, and it can realize the integration capability of system-hosted application tasks and functional operation processes as well as resource capabilities and effectiveness.

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3. The requirement organization of the avionics system

  Physical F3 architecture 8 > > > ! > > > > Mission > > > f1 ¼ g1 > > > > ability > > > > > > > > > > > > > > > > > f2 ðfunctionÞ ¼ g2 > > > > > > > > > > > > > > > > > > > > > f3 ðresourceÞ ¼ g3 > > > > > >
Resource > Resource Resource Resource ! > > > Resource Resource > C > > > relationship operation performance C f4 ¼ g4 capacity > A > > > organization type target; > > > configuration; process; result model; > > > > > > System Resource Functional > ! > > > Failure mode Task type > > > > status mode professional ðoperationÞ f5 ¼ g5 > > > processing processing; > > > > processing; processing; processing; > > > > > > Functional Resource ! > > > System status Fault status Task status > > > > status status f6 ðmanagementÞ ¼g6 > > > > management; management management; > > > > management; management; :

According to the system physical organization architecture, the following system physical resource organization mode is formed. First, establish the capability to support system-hosted application tasksdthat is, the task target ability, task type, task relationship, task performance, and task interfacedand build the comprehensive ability and role space based on the system-hosted task. Second, establish capabilities support for system-hosted functionalitydthat is, establish functional results, functional major, functional relationships, functional logic and functional interfaces, and build system-hosted comprehensive capabilities and role areas. Third, establish system resource capabilities and performancedthat is, resource types, resource capabilities, resource operations, resource performance, and resource conditionsdfor the ability to build the configuration of system resources and hosted applications. Fourth, establish a system resource capacity organizationdthat is, resource type, operation mode, role space, result performance, operation status, system resource capability, and operation organization. Fifth, establish a systemic operation organizationdthat is, the operation process, operation interface, area of operation, operation performance, and result form, and the construction of system physical resource operation organization. Sixth, establish a management organization for physical resourcesdthat is, hosted task operation failures, hosted functional processing errors, physical resource manipulation defects, system operation capability reconstruction, system operation failure reports, and system resource operation management organization.

3.3 The characteristics and composition of systemic resources capability

155

The above-mentioned factor information reflects the external features of the physical architecture organization. Through the definition and analysis of these external features, based on the natural relationship between these elements defined in the Zachman framework, this enables the establishment of a relationship between tasks, functions, and resources, and the ability to realize the mapping between application space to capacity space and physical space. Further integrating the process of resource generation and organization, it is possible to realize the integration of physical resource organizations based on the requirements of tasks and functional capabilities.

3.3.1 Organization of resource capability and resource type Physical resource organization is the platform for the running, processing, and operating avionics systems. The avionics system resource capabilities and resource type requirements are for various system task applications and types, and determine the type and support capabilities of the resource configuration based on the areas and logic handled by the various system functions. Therefore, the avionics system resource capacity organization requirements include: host tasks, host functions, resource capabilities, resource organization, operation organization, and management organization. In addition, the effectiveness of avionics system resource capabilities and resource types is aimed at a variety of system task objectives and results. Based on the quality and performance of various system function processing, resource performance requirements and operating modes are determined. Therefore, the avionics system resource performance organization requirements include: resource capacity objectives, resource operation processes, resource processing roles, resource cross-linking relationships, and resource operating conditions. The avionic systemic resource capabilities and resource types are based on the systemic task and function requirements for resource capabilities and performance. Based on the decomposition of capabilities and performance, a resource organizationdavionics system physical architecturedis established for system applications and functional requirements. The avionics system physical resource composition is a collection of various independent resource capabilities and types of organization. The system resource capabilities and types are based on the flight task processing requirements, and are based on system resource configuration capabilities and characteristics for system function organization and operation capabilities, to achieve distributed processing, management, and control of different tasks, different functions, different organizations, and different management. From the perspective of system resource organization and management, the avionics system resource organization is a system resource organization architecture that consists of task configuration, function configuration, and resource configuration for the avionics system task processing requirements, which are shown in Fig. 3.8. The main features of the avionics system resource organization are: according to the system application management and organizational requirements, determine the system task organization and processing domains; according to the assignment and organization of tasks, determine the organization and composition of task-based processing functions; according to the distribution and organization of functions, determine resource processing capabilities and types; according to the distribution and organization of the environment, determine the system resource organization and configuration. That is, the avionics system physical architecture is based on task requirements, functional organization, and resource status to form

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3. The requirement organization of the avionics system

Task area

Task area Functional discipline

Functional discipline

Functional discipline

Functional discipline

Resource organization

Resource organization

Resource organization

Resource organization

Processor

Processor

Processor

Processor

Input / Output

Input / Output

Storage

Processor

Input / Output

Storage

Processor

Input / Output

Storage

Resource organization

Storage

Resource organization

Functional discipline

Functional discipline

Task area

Input / Output

Input / Output

Storage

Processor

Input / Output

Storage

Processor

Input / Output

Storage

Resource organization

Storage

Resource organization

Functional discipline

Functional discipline

Task area

FIGURE 3.8 Systemic resource organization architecture.

different levels, different requirements, different configurations, and different types of processing resource types, capabilities, performance, and management organizations. The main characteristics of the avionics systemic physical architecture organization are: according to the systemic task architecture, functional organization, and environmental capabilities, the resource organization and operational logic of different resource capability organizations are formed. Its main objective is to focus on task organization and function distribution, establish system hardware resources and software resources that are compatible with its processing requirements, and provide corresponding hardware operations and software processing capabilities. The physical architecture of the avionics system is usually categorized by applying task characteristics, determining the organization according to the task objectives, configuring the resources for the functions composition, and forming an independent processor, memory, and IO resource organization under the distributed architecture. Its main features are as follows: 3.3.1.1 Organization of the processor resource The processor resource organization is the core resource organization of the avionics systemic physical architecture. System capabilities and processing methods are based on the organization and configuration of processor resources. For the modern avionics systems, the system processing and operating modes are based on a procedural organization. The basic core of this procedural organization is a high-performance digital processor. According to the avionics system task architecture and functional architecture, the configuration of the processor resource capabilities is based on the requirements of the task application. Based on the functional processing logic, the processor capabilities and processing performance requirements are determined based on the task operational characteristics and functional processing quality. Usually, different running tasks and related processing functions have different

3.3 The characteristics and composition of systemic resources capability

157

processor configurations, different processing characteristics, different processing methods, different functional logics according to task requirements, different processing capabilities, and different processing characteristics, thereby forming a main processor, The systemic physical architecture, consisting of processors and dedicated processors, deals with resource organization and has outstanding resource platform characteristics. 3.3.1.2 Organization of collaborative processing Collaborative processing organizations are organizations that synergize different resource capabilities, operations, and performance. Known system application tasks have multiple activities and multiple forms. System function processing has multiple logics and multiple methods. Therefore, the systemic physical resources must adopt multiple types, multiple capabilities, multiple processes, multiple performances, and multiple results, so as to meet the needs of a variety of system host tasks and functions. Since the system host application tasks and the host functions are all continuously and cooperatively working, the various required physical resources of the system must establish a cooperative working mechanism of capability, performance, range, and precision. The avionics system co-processing organization refers to the resource capacity and operation integration organization based on the physical architecture. The main feature of the avionics system is the establishment of a functionbased organization management based on the application of task operations. Its system capabilities are built on the basis of the respective task requirements and functional organization. Through the related resource operation organization and collaboration, system-oriented application tasks are realized. This kind of resource processing coordination of tasks and functions must rely on the collaborative operation mode between equipment or subsystems, that is, through the collaborative organization between resources, to achieve the systemic different functional processing requirements. Because the avionics processor organization has outstanding platform processing characteristics, its system resources platform determines the corresponding method and cross-linking according to its own dedicated communication data and type. Therefore, the communication architecture between subsystems generally adopts a dedicated bus that is independently configured, such as RS422, RS429, etc., which has the characteristics of low communication efficiency and loose cross-linking of the system. 3.3.1.3 Organization of communication capability The communication capability organization is an information transmission and data exchange organization between the resource operations of the avionics system physical architecture. The characteristics of complex systems are composed of multiapplications, multisystems, multiprocesses, and multiple resources. However, the capabilities and effectiveness of complex systems are based on the effective communication and cross-linking of information and data. The information processing capabilities of modern avionics systems are getting stronger and stronger. The organization of system functions is getting bigger and bigger. The comprehensive organization of the system is becoming wider and wider. The information and data involved are growing geometrically, placing strong requirements on system communication capabilities. Modular high-speed network switches are based on the modular avionics system components. They are modular avionics systems information communication and data nerve centers, and are the guarantee for the entire system organization, control, and management. It is known that avionics hardware consists of multiple

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3. The requirement organization of the avionics system

resource modules. Therefore, according to the system architecture, the capabilities of the system resource module are based on application operations, system management, process coordination, and resource organization requirements to build system organization, collaboration, and management capabilities. Modular high-speed network switches have become the core capabilities of advanced avionics systems. For the avionics systemic multiapplication, multisystem, multiprocess, and multiresource features, system information and data communication and transmission capabilities determine system capabilities and performance, i.e., the systemic different communication capabilities and levels determine the current capabilities and levels of the system. 3.3.1.4 Input/output management The important feature of a complex system is a large amount of information and data. Both system processing accuracy and system organization capabilities are directly related to the collection of environmental information and the organizational capabilities of historical data. The rapid development of big data technology is based on the influence of big data organization and processing. Modern avionics systems also place strong requirements on information and data. For example, calculations of flight route decisions, flight track, and flight safety surveillance are expected to include complex meteorological data. Another example is the approach process that hopes to include meteorological data and airport traffic data. Input/ output management is the organization of system processing area definition and task processing of avionics systems. The main feature of the avionics system is to establish a system resource architecture based on task applications and functional organization, forming different system resources with different input/output organizations. Different system resources have different input/output requirements. Therefore, the input/output management of avionics systems is often characterized by different IO resource configurations and different IO management modes depending on the different tasks of the system and the different functional processing, and has the characteristics of its own independent resource organization.

3.3.2 Organization of resource operation and resource process The avionics system physical architecture is the resource operation capability, role space, and support status organization and management process for system tasks and functions. It maps resource physical space, system status space, and resource capability space to the process of requirements (target) space. The resource capacity organization is to improve resource efficiency through appropriate allocation of resources. Different avionic system resource requirements have different resource configurations. Different resource configurations contain different resource capabilities, and resource capabilities are reflected in changes to the system status. The resource management mode is the resource configuration management based on resource requirements. Through the organization and deployment of resource capabilities, time-based resource operations are implemented. This causes status associations in the status space and affects system safety. This is represented in Fig. 3.9. The physical architecture is the basis and platform of the system resource operation organization, that is to say, through the physical architecture, it supports resource capabilities, types, and result operations, processing, and management modes, and supports resource operation process, performance, and effectiveness organizational models, and supports functional capability organizations, sharing, and comprehensive mode. The system resource

3.3 The characteristics and composition of systemic resources capability

159

FIGURE 3.9 Systemic resource operation and performance organization.

generation process is organized for the system function architecture and forms the system physical organization structure through the following resource capabilities: 3.3.2.1 Organization of systemic resource type The system resourceetype organization determines the resource type, form, result, and resource capability support. System resource type is the system resource capability and resource capability composition form. It is the ability to support system application tasks and host functions. The system resource type describes the compliance of the equipment resource capabilities and performance with the logical processing of the system application task processing and system host functions. The system resourceetype organization establishes related resource operation processes according to different application tasks and different processing logics according to the resource own capabilities and operation processes, and supports the corresponding task and function processing and operation according to different host functions and different processing logics. The type of system resources is mainly based on the process requirements of the system equipment host application and the functional logic processing organization process, establishing the system resource capability process, operation process, and performance guarantee, and forming the system resourceetype organization mode. First of all, the system resource types are mainly organized according to the equipment host task target classification, aiming at the task target space, determining the resource operation mode, establishing the resource result space, and satisfying the resource processing mode and the conformity of the result with the demand. At the same time, the system resource type is also based on the equipment hosted function logic, for the hosted function professional processing requirements determine the resource processing mode, establish a resource processing capacity space, and meet the resource processing results and hosted function processing logic compliance. Finally,

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3. The requirement organization of the avionics system

the system resource type also determines the resource type capability performance and operation performance according to the system task processing performance and the hosted function processing quality, and satisfies the task processing result performance requirement and the function processing logic performance requirement. 3.3.2.2 Organization of systemic resource operation The system resource operation organization determines resource modes, operations, processes, and resource operation support. The resource operation is based on the resource-type processing method, and it is the resource operation host application and function operation process. System resource operation describes the compliance of equipment resource operation process and operational performance as well as system application task operation and system hosted function process. The system resource operation organization conducts performance requirements for different application tasks according to the resource type and operation process, and according to the processing quality of different host functions, establishes relevant resource operation performance and satisfies the corresponding task and function processing and operation performance requirements. First, the system resource operation is mainly based on the target operating environment of the equipment-host task, determines the resource operating environment for the task target performance requirement, specifies the resource result performance, and satisfies the consistency of the resource operating process with the application task and the host function performance. At the same time, the system resource operation process is also based on the operating environment of the equipment resources, for the professional processing quality of the host function, determining the corresponding processing performance of the resource, establishing the time requirement of the resource processing capability, and satisfying the conformity of the resource processing time and the host function processing time. Finally, the system resource process also determines the efficiency of the resource operation process according to the system task processing efficiency and the host function processing efficiency, and satisfies the task processing result and the functional processing logic efficiency requirement. 3.3.2.3 Organization of systemic resource capability The system resource capacity organization determines resource capabilities, conditions, performance, and resource performance guarantees. System resource capabilities are based on resource processing capabilities, conditions, and performance, organized and supported processes, i.e., the capabilities that support system application and host functionality. The system resource capabilities describe the conformity of the characteristics, conditions, capabilities, and performance of the equipment resources with the characteristics, conditions, capabilities, and performance of the host applications and host functions. The system resource capacity organization organizes related operations based on different resource capabilities, supports different environmental operating requirements, adapts to different processing requirements, and satisfies the corresponding task environment and operational capabilities and host functional environment and process requirements. Firstly, the system resource capability is mainly based on the target operating environment of the equipment host task, determining the resource supporting capability for the task target and the functional logic capability requirement, clarifying the resource result field, and satisfying the conformity of the resource capability with the application task and the host function capability. At the

3.3 The characteristics and composition of systemic resources capability

161

same time, the system resource capability organization also applies the host function specialized processing space according to the support space of the equipment resources, determines the resource capability result space, establishes the time area requirements of the resource processing capability, and satisfies the host function processing space and time area compliance. Finally, the system resource capability also determines the effectiveness of the resource operation process according to the effectiveness of the system task processing and the effectiveness of the hosted function processing, and satisfies the task processing result and the functional processing logic effectiveness requirements.

3.3.3 Organization of resource effectiveness and resource management Resource effectiveness and resource management are the basis for the operational capabilities and safeguards of avionics systems. For any multifunction and multiprogram operation system, different functions and programs have their own capability requirements and processing methods, especially for applications system sharing resources. Take the IMA platform as an example; how to provide resources sharing while satisfying different resource capabilities organization and management and ensure the effectiveness of resources is an important aspect of integrated system resource management. For integrated avionics systems, due to resource sharing and process reuse, parallel application operation and concurrent function processing impose a strong requirement for effective resource allocation. It is an important technology for integrated system resource management to address current multihosted application operation and multifunction processing requirements, provide effective resource capabilities, reduce and eliminate conflicts and correlations, and ensure resource application efficiency and effectiveness. Resource effectiveness and management is a multitask, multifunctional resource sharing system for integrated avionics systems. It eliminates the use of shared resources and enhances resource sharing capabilities through time partitioning, elimination of time-sharing spatial partitioning, and task distribution techniques. Resource application efficiency meets system resource effectiveness requirements. 3.3.3.1 Organization of time partitioning resource operation Time partitioning is one of the concepts and main contents of an integrated systemic operating system, such as the ARINC653 real-time operating system standard. Time partitioning is based on the resource host application operational requirements, the application of realtime cycle requirements, and task levels and priorities. Based on resource capabilities and scale, resource operation process and operating frequency constraints, time partition scheduling management based on timing, time isolation, and time-driven factor can be established. Through time-zone partition scheduling management, the conflict of shared resources of different applications is eliminated, the interference of different application operations is reduced, real-time processing requirements of different applications are guaranteed, and the interactive coordination capabilities of different applications are supported. Time partitioning is a unit of scheduling, resource allocation, and isolation in ARINC653. All system resources occupied by a partition are shared by all processes within it, but isolation between partitions is completely implemented. Through partitioning, the avionics application system is divided into functions, and each application is isolated from space and time,

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3. The requirement organization of the avionics system

thus achieving a high degree of fault tolerance of the system and enhancing the robustness of the system. Time partitioning guarantees that the partition schedules are strictly deterministic in time. That is, each partition does not always occupy the CPU, but in a main time frame, at least one time, the window is allocated for each partition, only at each time window, the corresponding partition will be scheduled, as shown in Fig. 3.10. The partition uses the resources allocated to it in the corresponding time window. Even if an error occurs inside a partition, the system will continue to execute other partitions according to the main time frame. In the software initialization phase, the time window and partition scheduling order allocated by the partition should have already been determined, and there is no priority between the partitions. Their operation is based on the scheduled configuration cycle. 3.3.3.2 Organization of spatial partitioning resource operation Spatial partitioning is one of the concepts and main contents of the operating system of the integrated system. The spatial partition establishes spatial partition scheduling management based on spatial separation, spatial isolation, and spatial organization according to resource running requirements of host applications, application operation modes, and task processing logic, based on resource types and capabilities, resource operation processes, and operation space. Through space-based partition scheduling, management meets the needs of different applications sharing resources, establishes different application operating space isolation, eliminating the conflict of different applications sharing resources to ensure real-time processing requirements of different applications, and supports different applications for interactive collaboration capabilities. Each partition in the space has an independent address space, and there is no overlap between the partitions. The space partitioning mechanism is mainly used for data protection between different tasks to avoid illegal access from other tasks. Its implementation technology mainly depends on the memory protection isolation technology provided by the operating system, which is implemented by a memory management unit. Through storage management technology, each partition is allocated a physical space of a specified size, and through the storage manager, each partition’s virtual address space is mapped to a different physical address space, as shown in Fig. 3.11. The actual physical storage space

FIGURE 3.10

Time partitioning structure.

3.3 The characteristics and composition of systemic resources capability

FIGURE 3.11

163

Spatial partitioned structure.

corresponding to each partition is physically isolated and is exclusively occupied by the partition, which prevents illegal access from other partitions. At the same time, when errors or failures occur within a partition, such errors or failures do not spread to other partitions, thereby enhancing the fault tolerance and stability of the entire system. 3.3.3.3 Organization of functional distribution resource operation The functional distribution resource operation organization divides avionics system tasks into safety critical, survival critical, and task critical types based on task importance levels, and establishes a processing, organization, and scheduling model based on task-oriented features, task requirements, and task importance. Tasks of different types, applications, and mission-critical tasks cannot interfere with each other. In particular, tasks with high safety levels cannot be interrupted by tasks with low safety levels. When sharing resources, in order to ensure that tasks at different key levels do not interfere with each other, first, a distributed processing architecture oriented to application functions is established to provide different scheduling and processing modes for different applications, and to satisfy the independent function processing procedure. The requirement eliminates different processing logic associations. Second, is to establish a space-based partitioning model based on functional distribution of mission-critical tasks, provide distributed function-independent operational space, meet the independent operational requirements of different key tasks, and eliminate the correlation of different key tasks. Third, is to establish a time partitioning mode based on the functional distribution to implement the processing cycle, provide time windows and frequencies of different distribution functions, meet the frequency requirements of different tasks, and eliminate time conflicts based on resource sharing. Functional distribution resource operating system can share computing resources, power supplies, communication resources, and I/O interfaces. Since integrated avionics allows multiple critical-level applications to share computing resources, it is important to implement time and space partitioning to protect each application from potential interference. This partitioning method not only suppresses task failures in the partition but also facilitates the upgrade and integration of more functions without the need to reconfigure the entire system. Each subsystem can receive messages from controllers, sensors, and actuators. Typical subsystem models include task generation modules, result collection modules, global schedulers, local schedulers, partition task queues, message subscribers, and publishers, as shown in Fig. 3.12. The task generation module is responsible for simulating the generation

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3. The requirement organization of the avionics system

FIGURE 3.12

Processor model.

of a series of task queues in the subsystem; the result collection module is responsible for recording the information for completing the tasks; the core of the subsystem model is the global scheduler, which is responsible for scheduling multiple partitions under the premise of time and space partitioning. In each partition, there is a local scheduler responsible for scheduling its internal concurrent tasks. The global scheduler uses time-based scheduling cycles, while the local scheduler uses fixed-priority scheduling. The message publisher is responsible for transmitting the message to the end system, and the message subscriber is responsible for receiving information from the end system and activating the corresponding task.

3.4 Summary System requirements are the basis of system organization. The requirements for avionics consist of system task requirements, system function requirements, and system equipment requirements. That is, the avionics system requirements are oriented toward the application task organization, establish the application objectives achieved by the system, and build the application requirements of the system; through the system function organization, the systemic function processing procedure is established to build the systemic capability requirements; the system equipment resource organization is established, and the system is established, and systemic hosted applications and functions as well as operational capacity requirements for system processing can be built. Based on the concept of avionics application, function, and resource organization requirements, this chapter describes the characteristics and content composition of system

3.4 Summary

165

application tasks for flying organizations, introduces system-oriented function processing and capability composition for application organizations, and describes equipment resource type and organization oriented to applications and functions. The main focuses include the following aspects:

3.4.1 Introduction of flight application task requirement organization System application requirements are the basis for the task organization and operating model of the system being built. This chapter describes the requirements and applications of system. It describes the organization and requirements of flight applications, including flight mission objectives, flight phase composition, flight scene organization, flight application tasks, flight process functions, and flight organization management; it illustrates the division and content of flight phases, including flight planning stage, takeoff taxi stage, takeoff climb stage, inland flight stage, ocean stage flight stage, descent process stage, approach process stage, and landing taxi stage; and, it discusses mission requirements and composition, including airport surface management, low-visibility operations, parallel runway management, performance-based navigation, time-based traffic management, collaborative air traffic management, flight interval monitoring management, and air traffic information systems.

3.4.2 Establishment of system functional processing requirement organization System functional requirements are the basis for the functional organization and processing capabilities of the system being built. This chapter addresses the needs of system function organization and describes the system application function organization, including surface management functions, takeoff and climbing functions, cruising flight functions, and descent and approach functions; it discusses system function professional organizations, including automatic dependent surveillance-broadcasting (ADS-B), enhanced vision system (EVS), synthetic vision system (SVS), regional navigation (RNAV), required navigation performance (RNP), traffic collision avoidance system (TCAS), and meteorological environment monitoring; and it discusses system functional capacity organization, including standard instrumentation takeoff procedures (SIDs), standard terminal arrival programs (STARs), track-based (TBO) operation, performance-based navigation (PBN), required arrival time (RTA), flight distance measurement and control, collaborative decision-making capability, and low-visibility airport taxiing management.

3.4.3 Establishment of equipment resource capability requirement organization System equipment requirements are the foundation for the resource organization and operation of the system being built. This chapter describes the organizational requirements for system equipment, describes the equipment resource capabilities and resource type organization, including processor resource organization, collaborative processing organization, communication capability organization, and input/output management; it describes equipment resource operation and resource process organization, including equipment resource type capability, equipment resource operating mode, equipment resource operating status,

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3. The requirement organization of the avionics system

and equipment resource operating process; and it discusses the equipment resource effectiveness and resource management organization, including time-partitioned resource operation, space-partitioned resource operation, function distribution resource operation, and resource defects and reliability.

3.4.4 Establishment of an abstract organization model for system tasks, functions, and resources System tasks, functions, and resource organization models are the guarantees for system goals, capabilities, and operations. For application task organization requirements, a system application task organization model is established, namely application business, goals, fields, elements, types, and events, to build a system application capability organization: application requirements/mission, application characteristics/task types, the role of the application/task capabilities, application conditions/task response, application activities/task organization and application implementation/task management; set up system application running organization: task requirements/task goals; task characteristics/task process, the importance of the task/the role of the task, the environment of the task/task relationship and the task activity/the task conditions; form a system task organization model. For system function organization requirements, establish a system function organization model, namely: system discipline, goals, processes, roles, relationships, and conditions, and build system function capability organization: capability needs/application mode, capability composition/function type, capability organizations/functional processes, areas of competence/functional specialization, ability to operate/functional processes and perceptions of capabilities/functional inputs; organizing system functions to deal with organizations: functional requirements/functional goals, functional features/functional processes, the role of functions/functional roles, functional environments/functional relationships and functional incentives/functional conditions; form a system function organization model. For equipment resource organization requirements, establish an equipment resource organization model, namely: equipment type, target, method, factor, operation, status, and build equipment resource capability organization: equipment requirements/task capabilities, equipment results/function capabilities, equipment constituents/resource capabilities, equipment area/resource organization, equipment capabilities/operational organization and equipment effectiveness/management organization, equipment resource management operations organization: resource requirements/resource objectives, resource characteristics/ resource processes, the importance of resources/the role of resources, the coordination of resources/resource relations and resource incentives/resource conditions; forms the system equipment resource organization model.

References [1] G. Wang, Integration technology for avionics system[C], in: Digital avionics systems conference. IEEE, 2012, pp. 7C6-1e7C6-9. [2] N. Badache, K. Jaffres-Runser, J.L. Scharbarg, et al., End-to-end delay analysis in an integrated modular avionics architecture[C], in: Emerging technologies & factory automation. IEEE, 2013, pp. 1e4.

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[3] T. Stone, R. Alena, J. Baldwin, et al., A viable COTS based wireless architecture for spacecraft avionics[C], in: Aerospace conference. IEEE, 2012, pp. 1e11. [4] J. Rufino, J. Craveiro, P. Verissimo, Building a time- and space-partitioned architecture for the next generation of space vehicle avionics[M], in: Software technologies for embedded and ubiquitous systems, Springer Berlin Heidelberg, 2010, pp. 179e190. [5] Z. Li, Q. Li, H. Xiong, Avionics clouds: a generic scheme for future avionics systems[C], in: Digital avionics systems conference. IEEE, 2012, pp. 6E4-1e6E4-10. [6] M.A. Nchez-Puebla, J. Carretero, A new approach for distributed computing in avionics systems[C], in: International symposium on information and communication technologies. Trinity college Dublin, 2003, pp. 579e584. [7] V.V. Balashov, V.A. Kostenko, R.L. Smeliansky, A tool system for automatic scheduling of data exchange in realtime distributed avionics systems[C], in: Proc. Of the 2nd EUCASS european conference for aerospace sciences, Brussels, Belgium, 2007, pp. 343e348. [8] K. Balasubramanian, A.S. Krishna, E. Turkay, et al., Applying model-driven development to distributed realtime and embedded avionics systems[J], International Journal of Embedded Systems 2 (3e4) (2006) 142e155. [9] J. Xu, F. Li, L. Xu, Distributed fusion parameters extraction for integrated system health management to space avionics[J], Journal of Aerospace Information Systems (2013), pp. 430e443. [10] R. Bartholomew, Evaluating a networked virtual environment for globally distributed avionics software development[C], in: Global software engineering, 2008. ICGSE 2008. IEEE international conference on. IEEE, 2008, pp. 227e231. [11] C.C. Insaurralde, M.A. Seminario, J.F. Jimenez, et al., IEC 61499 model for avionics distributed fuel systems with networked embedded holonic controllers[C], in: Emerging technologies and factory automation, 2006. ETFA’06. IEEE conference on. IEEE, 2006, pp. 388e396. [12] C.C. Insaurralde, M.A. Seminario, J.F. Jimenez, et al., Model-driven system development for distributed fuel management in avionics[J], Journal of Aerospace Information Systems 10 (2) (2013) 71e86. [13] B. Annighöfer, F. Thielecke, Multi-objective mapping optimization for distributed integrated modular avionics [C], in: Digital avionics systems conference (DASC), 2012 IEEE/AIAA 31st. IEEE, 2012, pp. 6B2-1e6B2-13. [14] B. Annighöfer, F. Thielecke, Supporting the design of distributed integrated modular avionics systems with binary programming[M], Deutsche Gesellschaft für Luft-und Raumfahrt-Lilienthal-Oberth eV, 2013.

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Integrated technology for the application tasks of the avionics system O U T L I N E 4.1 Organization and architecture of flight task 4.1.1 Requirements of flight plan 4.1.2 Organization of flight process 4.1.3 Management of flight operation 4.2 Identification and organization of flight scenario 4.2.1 Flight environment 4.2.1.1 Determining the flight plan 4.2.1.2 Determining the flight environment 4.2.1.3 Constructing the flight tasks 4.2.1.4 Providing flight services 4.2.2 Flight situation 4.2.2.1 Constructing the flight plan situation 4.2.2.2 Constructing the flight environment situation

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4.2.2.3 Constructing the flight task situation 186 4.2.2.4 Providing flight situation services 186

4.2.3 Flight scenarios 4.2.3.1 Constructing the flight scenario situation 4.2.3.2 Building flight scenario ability 4.2.3.3 Defining flight scenario conditions 4.2.3.4 Determining flight scenario results 4.2.3.5 Providing flight scenario services 4.3 Flight task identification and organization Establish current flight status Flight process trend Establish follow-up target-driven task

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© 2020 Shanghai Jiao Tong University Press. Published by Elsevier Inc. All rights reserved.

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Establish flight scenario integration 4.3.1 Task awareness 4.3.1.1 Task awareness based on flight plan status 4.3.1.2 Task awareness based on flight environment conditions 4.3.1.3 Task awareness based on flight situation trends 4.3.1.4 Task awareness based on task context 4.3.2 Task identification 4.3.2.1 Task objectives and result requirements identification 4.3.2.2 Task content and processing mode identification 4.3.2.3 Task activity and act area identification 4.3.2.4 Task quality and operational performance identification 4.3.3 Task organization 4.3.3.1 Task objective organization 4.3.3.2 Task capability organization 4.3.3.3 Task environmental organization 4.3.3.4 Task management organization 4.4 Flight task operation and management 4.4.1 Current flight plan operation management 4.4.1.1 Requirement guidance mode based on current flight plan

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4.4.1.2 Situational guidance mode based on current flight plan 211 4.4.1.3 Operation status guidance mode based on the current flight plan 212

4.4.2 Current flight environment operation management 4.4.2.1 Constraints condition mode based on current flight phase 4.4.2.2 Collaborative mode based on current flight traffic scenarios 4.4.2.3 Conditions driven mode based on current flight environment 4.4.3 Current flight task operation management 4.4.3.1 Status management mode based on the current flight task 4.4.3.2 Situation organization mode based on the current flight task 4.4.3.3 Condition organization mode based on the current flight task 4.4.3.4 Process organization mode based on the current flight task

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4.5 System application task integration 220 4.5.1 Flight scenario organization integration 220 4.5.1.1 Build flight scenario action scope based on the flight environment 221 4.5.1.2 Determine the development trend of

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flight scenarios based on flight situation 222 4.5.1.3 Establish scenario integration field based on the situational action area 222 4.5.1.4 Determine the form of the scenario result based on the application requirements 223

4.5.2 Flight task organization and integration 4.5.2.1 Establish task organization requirements based on application scenarios 4.5.2.2 Determine the task operation objective based on the operating environment 4.5.2.3 Build task organization integration domain based on task capability 4.5.2.4 Establish integrated task result form based on the application target 4.5.3 Flight task operation management and integration

4.5.3.1 Build flight task organization requirement based on flight plan 4.5.3.2 Build flight task integrated area based on the flight environment 4.5.3.3 Build flight task operation integration based on flight status 4.5.3.4 Provide task operation results and status based on flight management integration

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4.6 Summary 231 4.6.1 Establish flight application task organization 231 4.6.2 Establish flight situation organization and identification 231 4.6.3 Establish task awareness and identification 231 4.6.4 Establish task operation and management 232 4.6.5 Discuss system application task integration 232

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The integration of system applications is the integration of system application tasks, and represents the top integrated form of avionics system. The integration of system application tasks is oriented to integrate organization, operation, and management of flight process applications, and is to organize and integrate the activities and capabilities of avionics system application services. The integration of avionics system application tasks reflects the capability, efficiency, and effectiveness of the integrated activity of aircraft flight process awareness, organization, integration, and operation. Flight results, efficiency, and effectiveness have always been the ultimate objectives of aircraft design and consideration. Because the flight process of aircraft has different flight plans and tasks, different flight routes and traffic conditions, different flight environments and constraints, and different system configurations and capacity organization, it will inevitably produce different flight processes and flight results. The main task of the avionics system, that is, the integration of avionics system applications, is about how to establish unified flight requirements and planning, unified flight environment and requirements, unified flight organization and management, and unified flight capabilities and functions for these different flight plans and tasks, different

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flight routes and traffic conditions, different flight environment and constraints, and different flight system composition and capability organization, to achieve optimized flight objectives and tasks, optimized flight environment and conditions, optimized flight processes organization and management, and optimized flight systems and functions. The flight application process is the identification, organization, and management of the flight process. Identification of flight process is the awareness, identification, and determination of the flight environment based on flight requirements; the organization of flight process is the determination, organization, and decision of flight tasks based on flight requirements and environment; the management of flight process is the implementation of flight requirements update, flight environment adjustment, and flight system management based on flight requirements, environment, and task operations. The avionics system effectively completes the task organization and management of the flight process through flight planning requirements and organization, flight environment awareness and recognition, task organization and decision, and flight process monitoring and management. Because different flight plans have different flight requirements, different flight environments have different flight conditions, different flight tasks have different flight activities, and different flight processes have different flight modes, these factors result in discrete, incomplete, deviating, and conflicting phenomena in the task organization of avionics system. Therefore, the main goal of avionics system application integration is about how to realize organic organization of flight plans, environment, tasks, and management; an organic combination of flight objectives, status, activities, processes, and conditions; organic control of flight capability, quality, performance, efficiency, and effectiveness; organic management of flight parameters, scope, space, time, and effect domain; and to establish an integrated organization and management of the flight process through organizational modes of avionics system application. The application integration of avionics system, that is, the integration of system application tasks, is oriented to the integration of flight tasks. The integration process of system application tasks optimizes the system requirements and scope requirements based on the flight requirements; optimizes the system tasks and capability organization based on the flight environment; and optimizes the system functions and process management based on the flight process. The avionics system establishes the service, field, environment, events, and activities of the system application; constructs the goals, capabilities, relationships, roles, and conditions of the system tasks; and realizes the integration of system requirements, tasks, and operations through building the task architecture of system application. The avionics system integrates task objectives, processing methods, and organizational modes to improve planning capabilities, organizational capabilities, and effectiveness capabilities of system tasks based on the requirements of flight applications; it also integrates situational awareness, recognition, and inference to assess task capabilities based on integrated flight task plan. As well, it integrates system task organization, safety alerting, task status displays to enhance the task execution capabilities, monitoring capabilities, and management capabilities based on the requirements of flight process. It realizes task tree decision based on the target efficiency through planning or optimization rules of task organization based on the requirements of flight efficiency. Therefore, the integrated environment of flight is constructed by environmental conditions, environmental capabilities, and effectiveness. The integrated flight guidance of flight is constructed by situational awareness, situation recognition, and situational guidance; the integrated management of flight is constructed by flight plans, task organization, and task decision and organization; and optimization of flight process is realized during the organization and integration process of the entire task.

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4.1 Organization and architecture of flight task The application integration of avionics system completes the integration of flight tasks for the flight plan, based on the aircraft environment and the system capabilities. The goal is to achieve maximum planning goals, optimum adaptation to environmental conditions, and maximum use of system capabilities through the integration of flight application tasks. The main tasks of task integration are (1) to integrate objectives of the task, that is, to construct the goal realization of task integration based on the activities and space of task for the flight plan guide according to the interaction space and activity mode of the task; (2) to integrate capabilities of the task, that is, to construct the operational capabilities of task integration based on conditions and process of task for the flight environment conditions according to the requirements and processing capabilities of the task; and (3) to integrate quality of the task, that is, to construct the performance organization of task integration based on operation and performance for the flight operational requirements according to operational process and processing capabilities of the task. Flight tasks are based on flight applications. The requirements of flight applications should be considered firstly for organization and requirements of flight task, to determine the objectives of the flight application, define the process of the flight application, establish the management of flight operation, and meet the requirements of flight planning, organization, and management. All flight tasks are planned in advance. The flight tasks are based on flight plan, which constructs the entire requirements and organization of flight application through the organized flight path of flight plan. Therefore, the flight application is based on the flight plan, which constructs a flight scenario that meets requirements of the flight plan according to the current flight environment. On this basis, based on the requirements of the flight airline defined by the flight plan, the flight application constructs a flight scenario to meet flight tasks and supports organization and decision of flight tasks for different flight phases, according to the current airspace traffic information and the organization of the flight route, for the meteorological conditions of current flight route. In addition, all flight applications are organized and implemented through the flight process. Flight applications consist of determined flight processes and to achieve the goals of flight task through the organization of flight process. Therefore, the flight process, based on the construction and organization of the flight tasks, constructs the organization of flight task to meet the objectives and requirements of flight scenario for the flight scenario constructed by the current flight awareness. On this basis, the organization of flight tasks, based on the organization of flight scenario, constructs flight tasks and the organization of the flight tasks, establishes objectives and processes of flight tasks, provides decisions for pilots, and ultimately forms composition and organization mode of flight tasks to support the operation and management of flight tasks, according to the task capability of the aircraft systems for the requirements of the flight plan. All flight processes are completed through flight operation management. The flight process consists of different flight conditions. And the flight tasks are completed and the requirements of flight application are fulfilled through the management of the flight process. Therefore, the flight operation management, based on the current operation mode of flight

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tasks and the requirements of task operation, constructs the organization of flight tasks that meets the objectives and requirements of flight scenario according to the flight scenario constructed by the current flight awareness for the operational status of flight tasks. On this basis, the flight operation management, based on the operational requirements of the flight objectives and the current flight environment, establishes the organization management of the flight awareness, constructs operational management of flight tasks, implements the management of system status and function, and ultimately forms operation and management modes of flight tasks to support the display and management of flight task operations according to management of system status for requirements of flight task status. Finally, all tasks, flight activities, flight processes, and flight management are interrelated, and none of these capabilities are completed independently, which requires flight application organization and integration. Flight application integration is constructed according to the above flight scenarios, complying with the requirements of flight task organization and operation management; targeting the flight plan and the management phase, based on the flight environment; and constructing the task objectives, status, activities, processes, conditions, integrated capabilities, quality, performance, efficiency, effectiveness, integrated parameters, scope, space, time, and effect domain, so as to achieve flight application process integration.

4.1.1 Requirements of flight plan All flights are scheduled and all flights require a flight plan that has been established beforehand. The flight plan is the first task of the flight organization. It is established by a flight management system before flight, and is the basis of the organization, guidance, and management of the flight process. Before flight, the flight plan defines the flight environment, determines the flight requirements, and guides the flight organization through establishing the objectives of flight. During the flight process, the flight plan is the basis of flight task organization, flight process monitoring, and flight status management. Pilots, air traffic controllers, and airlines monitor, adjust, and manage flight plans in real time according to current flight status, flight phases, flight environment, and operational tasks. The flight plan is the foundation and basis of flight application organization and management. There are generally two modes for the establishment of a flight plan: (1) according to the flight rules and requirements, organize the standard approach and departure procedures for the route and the airport, build a flight database, and determine the organizational requirements for the planning and operation of the flight process; (2) pilots construct the organization planning of flight process and establish requirements of the operation procedure of flight process in accordance with the actual environment and conditions, and the standard flight specifications and requirements, through the coordination of the airspace management system and the airline. The flight plan is the flight organization requirements determined by the coordination of airlines and pilots. The flight plan is finally formed through collaboration in which the airline makes flight requests according to the flight plan and flight airline, the pilot proposes flight routes according to the flight airline and aircraft preparation status, and the air control system determines the flight requirements according to the airspace conditions and the airport environment. The flight plan is divided into the current flight plan and the backup flight plan.

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Airline-specific flight plans, navigation stations, flight airline, waypoints and standard departure and arrival procedures, approach and missed approach procedures, and other information can be obtained from the database. Flight plan data can be input by the pilot or loaded via the data link. The flight plan determines the mode of flight process organization. The flight plan mainly includes waypoints, routes, flight altitudes, takeoff procedures, and arrival procedure sequences from the start point to the end point and/or the backup end point. The flight plan can also be input by the pilot from the cockpit of the aircraft or automatically generated by the airline via data link. The main contents of the flight plan include route and flight envelope from the departure airport to the target airport, configuration and modification of the route based on the flight plan and start-up operation organization and capability, the level flight plan determines the flight direction between the individual waypoints, and the vertical flight plan determines the speed, altitude, and time constraints associated with establishing all waypoints. The flight plan determines the requirements of the flight task organization. The flight plan addresses the flight route requirements from the departure airport to the target airport, determines air routes and flight envelopes, determines flight navigation capabilities and navigation databases, establishes horizontal flight guidance modes, and determines verticality, which forms the task organization and management of the flight process based on flight database analysis through airspace and weather conditions.

4.1.2 Organization of flight process All flight tasks are implemented relying on the capabilities, status, organization, and management of the flight process on the basis of flight plan. Any task is oriented to specific events and activities. All flight tasks are determined based on the objectives and requirements of the individual events. The objectives and requirements of these events do not need to be realized through corresponding process and operation. This is the flight process we define here. Since flight applications consist of flight tasks, and flight tasks are implemented by flight processes, an important part of the task organization is about how to establish flight process, complete the processing of flight tasks, support the management of flight processes, achieve the objectives of flight plan, and meet the requirements of flight applications. The flight process is oriented to flight awareness for flight tasks based on flight plan and is a process of systemically organized and effective implemented flight operation and practice. First of all, the flight process organization is established on the basis of the flight plan, and establishes the regional and resource organization, the requirements of the route and track, flight standards and procedures, capabilities and operational performance of the flight process, meeting the operational organization requirements of the flight process according to the requirements of the resource planning organization, the operational requirements, and performance requirements of the flight plan. Meantime, the flight process organization is built on the basis of flight situation awareness, identification and management, perception and identification of planning information according to the flight situation; perception and identification of environmental information; perception and identification of flight status information; and performance awareness of flight situation, identification, and establishment of

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target organization, management mode, capability range, route and track processing, and flight performance assurance capabilities for the flight process. In addition, the flight process organization is based on the requirements, organization, and management of the task, according to the defined flight routes, airspace, route and flight altitude, waypoints, flight locations, flight speed, and required arrival time requirements, as well as the current flight deviations, to establish task objectives and process capability organizations. The primary task of the flight process organization is the implementation and operation management of flight plans based on flight applications. The flight process firstly establishes the regional and resource requirements of the flight process according to the requirements of the resource planning organization, such as the departure airport, target airport, flight airline, and flight airspace; as well, the flight process establishes the route and track requirements of the flight process based on the flight organization requirements of the flight plan, such as flight altitude, waypoint, flight position, flight speed, and required arrival time; in addition, the flight process establishes flight standards and procedural requirements of the flight process based on operational requirements of the flight plan, such as flight phases, takeoffs, arrivals, climbs, and cruise procedures; additionally, the flight process establishes capability organization mode of the flight process based on the capability requirements of flight plan, such as navigation mode, communication links, situational organization, interactive coordination, assisted enhancement capabilities, etc.; finally, the flight process establishes operational performance requirements of the flight process based on the performance requirements of the flight plan, such as safety, integrity, availability, real-time performance, and effectiveness. The second task of the flight process organization is based on flight situational awareness, identification, and management of flight applications. For flight situational awareness, the flight process identifies target organizational requirements of flight process, such as flight goals, tasks, and flight capabilities, establishes the target organization and management mode of the flight process based on planning information that senses the flight situation, including flight planning, flight airspace, and flight routes. For the identification of flight situation, the flight process recognizes the hazards of the flight constraints, such as flight conflicts, meteorological hazards, flight constraints, etc., based on the perception of flight situation environmental information, such as traffic environment, weather data, and route conditions, to establish the capability and scope management mode of the flight process. For flight situation management, the flight process recognizes flight process deviations such as flight position offsets, time offsets, and heading offsets based on flight status information, such as flight position, speed, altitude, and required arrival time, to establish route and track processing requirements for the flight process. Finally, according to the information organization and performance status of the flight situation, the flight process recognizes the performance requirements of the flight process, such as navigation accuracy, communication performance, and enhancement capabilities, based on the performance awareness of the flight situation, such as traffic information, navigation information, communication information, and system information, to establish the ability and effectiveness of safety, the guiding ability of the flight process, the ability to cooperate, and the ability to monitor, and safety capabilities. The third task of the flight process organization is based on the flight tasks requirements, organization, and management of flight applications. For flight task requirements, the flight process establishes type and the interaction objective requirements of flight task according to the requirements of flight airline, flight airspace, flight route defined by flight plan, and flight

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altitude, waypoint, flight position, flight speed, and required arrival time proposed by the flight plan. For flight task organizations, the flight process is based on the flight phases, takeoffs, arrivals, climbs, and cruise procedures determined during the flight process, and the safety requirements for the flight process are based on the navigation modes, communication links, interaction coordination, and flight management provided by the flight process, targeting the performance requirements such as integrity, availability, and effectiveness, to establish the flight task capabilities and task performance requirements. Flight task management is based on the flight environment determined weather conditions, weather data, route conditions, airspace capacity, etc., based on flight restricting flight conflicts, meteorological conditions, hazards, etc., considering flight planning, flight objectives, and airspace management, process organization needs, to establish task conditions and operating range. Finally, according to the status of the tasks, the flight process is based on the flight position, speed, altitude, required arrival time requirements, and deviations of the flight status. According to the flight traffic, navigation, communications, and flight transport, navigation, communication, and system situational awareness, targeting the safety, guidance, calculation, communication, and monitoring performance requirements of the flight target, the task operational and control performance requirements are established.

4.1.3 Management of flight operation The flight environment and flight process is very complicated. There are hardly any known or determined flight environments and flight processes. The flight plan cannot determine the flight task of flight process; it only can provide the flight requirements, such as the takeoff airport to the target airport, the flight envelope, the route configuration, the flight direction, and the speed, altitude, and time constraints related to the waypoint. The specific flight task and flight process organization must rely on the pilots and air traffic controllers to decide, organize, and manage the next task based on current flight environment conditions, current flight phase characteristics, flight plan requirements, and current task operational status. This is called the flight operation management. The primary task of flight management is oriented to organize and manage the flight plan. The flight task organization is oriented to the requirements of the flight plan. However, since the flight plan only determines some basic information about the flight process, such as flight airline, starting and destination airports, flight sectors, flight waypoints, and flight path requirements, it also needs to calculate and inference some information based on the flight environment during the flight process, such as the current meteorological environment, flight routes, flight track, and flight safety intervals, to establish flight task organization. This is the organization and management of the flight plan. There are two modes of work for the organization and management of flight plan. One is the organizational guidance mode based on the flight plan, and the other is the situational guidance mode based on the current flight plan. The organizational guidance model based on the flight plan is to establish the requirement guidance pattern of the current flight plan through the flight tasks and route requirements defined by the flight plan. That is, according to the current flight plan execution status to support the initial flight plan target, the dynamic flight plan organization guided by the initial flight plan goal is established to guide the follow-up flight operation management. For example, during the process of the airport surface taxiing, the flight management system determines the taxi path task, taxi guidance task, taxi

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surveillance task for the current taxi environment, and visibility (RVR) according to the takeoff taxiing requirements (SIDs) defined in the flight plan and the permission for takeoff taxiing. The situational guidance mode, based on the current flight plan, is for the execution status of the flight plan, establishes the dynamic flight plan organization driven by flight plan situation, and supports the dynamic flight operation management of plan operational status according to the objectives, capabilities, and conditions of the flight development trend established by the current flight plan execution status. For example, during the process of airport surface taxiing, flight management system establishes the surface traffic situation based on planning according to the flight plan organization, and the route planning, runway planning, landing planning, and takeoff planning determines the objectives, capabilities, and conditions requirements of the taxi task and forms taxi task and process organization according to calculation and inference of surface traffic situation. The second task of flight management is the flight operation management mode based on the flight plan execution status. We know that the task organization is changing during the flight. For example, the flight task must monitor, coordinate, and manage the current flight status, through the air ground coordination, to coordinate, maintain, or adjust the current flight plan. This is the organizational management based on the execution status of the flight plan according to flight airspace traffic conditions, flight route congestion, flight runway intrusion, etc. There are two modes of organization management based on flight plan execution status. One is flight operation management mode based on flight plan execution status guidance, and the other is flight operation management mode based on current flight plan requirements guidance. The flight operation management mode, based on flight plan execution status guidance, is to establish flight plan development guidance mode for the flight plan target requirements by analyzing the current flight plan operation status and execution status. The flight plan guidance model consists of requirement guidance mode based on the current flight plan and situation guidance mode based on the current flight plan. Consider the surface-taxiing process again as an example to make it easy to distinguish the difference of organization management oriented to flight plan described above. For example, during the taxiing of the airport surface, the flight management system taxi clearance for ATC (aircraft traffic control) response is based on the current airport surface and traffic conditions in the airspace of the airport, including the aircraft current landing permission and landing planes, airport taxi route allocation and occupancy time, the sorting of runway takeoff and landing, etc., considering the current execution status of this flight plan, to establish the next taxiing task organization. The flight operation management mode guided by current flight plan requirements determines capability of the initial flight plan objectives supported by the current status, establishes dynamic flight plan organization guided by the initial flight plan objectives, and guides the follow-up flight operations management based on the target requirements of the flight plan and the current flight plan execution status. Still using surface taxiing as an example, in the process of surface taxiing, through the flight plan organization, according to the flight scenarios, runway scenarios, landing conditions, and takeoff situations, to establish traffic situation for the current scene, including takeoff taxi situation organization, to analyze the current status and flight plan, the relationship between goals, through calculations and guidance, to establish the capabilities and conditions for achieving the goals of the flight plan based on the current status, and to determine the taxiing tasks and process organization. The third task of flight management is the flight operation management mode based on the status of the flight environment. Although the task organization is oriented to the

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requirements of the flight plan, it is more important to meet the requirements of the flight environment, including the flight airspace traffic environment, the flight route meteorological environment, and the flight safety environment. Due to changes in the flight environment, such as flight path meteorological conditions, flight airspace traffic environment, flight safety intervals and isolation, etc., the current task needs to be coordinated, maintained, or adjusted according to the flight plan, and the current flight environment conditions and operational constraints must be analyzed, to establish a flight environment adaption management mode for the flight operating environment and conditions. This is the flight operation management mode based on the status of the flight environment. This mode consists of two working modes. One is guidance mode based on the current development trend of the flight environment, and the other is cooperative mode based on the current flight traffic situation. The guidance mode based on the current development trend of the flight environment establishes development trend organization in the current flight environment on the basis of the current operational status of the flight plan based on the current flight environment conditions. Through the derivation of the trends, goals, capabilities, and conditions of the environmental situation, it establishes flight organization and management that meets the flight plan situation and supports environmental constraints, and meets the driving mode and target requirements of the development and operation of the flight plan. For example, in the approach process, organization for arrival monitoring, safety isolation, flight separation, and responsibility allocation tasks are established based on airport airspace and runway conditions, and according to the visibility of the airport according to the flight landing permit and required time of arrival (RTA) requirements. The cooperative mode based on the current flight traffic scenario is for the execution status of the flight plan and the current flight airspace traffic situation status. Based on the current air traffic situation and its own flight status, a flight management mode based on the current flight traffic environment conditions is established to satisfy the current flight traffic and environmentallyconstrained flight management requirements. Still taking the approach process as an example, which is based on the landing permit and RTA requirements, the landing order determined for the air traffic control is used to establish landing and approach process organization, and calculate landing and approach trajectories, to build task organization with minimum safety intervals for maintaining and managing front-end aircraft. The last task of flight management is the flight operation management mode based on the flight task status. The flight task organization is oriented to task operation status organization, relating to changes in the flight environment or task operations, the current task operating status or the deviation from the relative plan requirements, or the current flight environment conditions. These deviations and difference statuses of the current operation tasks need to be adjusted for the current operation task, and flight operation management mode based on the status of the task is established. Flight operation management establishes the flight task organization and operation management mode for tasks and conditions of flight operations, and meets the flight plan and flight environment requirements by analyzing the types, goals, capabilities, and outcome status of the current flight task operation. This is the flight operation management mode based on the flight task status. The flight operation management mode based on the status of the flight task has two modes of operation, one is based on the organization mode of the current flight task situation, and the other is based on the organization mode of current flight task environment. The organization mode of the current flight task situation establishes flight

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task organization guided by task direction based on the trend of flight task development situation, satisfies and ensures the current task organization and management requirements of current flight plan operation, based on the current flight plan execution status and is driven by the task, according to the requirements of the task capability organization of the different flight phases. Take the approach process as an example. The approach process task organization is based on the approach process task operation status, such as the accuracy of the current approach navigation task, the current maintenance status of the front-end flight interval, and the current runway traffic situation display to determine the follow-up task organizations, such as go-around tasks; The current task-based environmental organization mode is based on the requirements of the current flight task execution status and flight process environment characteristics. Based on the current different flight process environmental characteristics and performance requirements and environment-oriented flight processes, the current process environment constraints are established. The process performance management mode satisfies the task organization and management based on the current task status environment. For example, in the approach process, the instrument landing process changes to the visual landing process, the approach process management determines the environmental requirements of the instrument landing process, establishes the visual landing process constraints, transfers responsibility and management, and sets up approach landing process according to the current different flight process and environmental constraints.

4.2 Identification and organization of flight scenario Flight scenarios describe the current flight conditions. This includes the current flight plan execution status, current flight environment change status, and current flight task execution status. The perception, recognition, and confirmation of the flight environment are based on the recognition and organization of the flight scenarios, that is, the flight scenario information relationship is established, and the development trend of the flight scenario is finally identified through perceiving the flight scenario information. The identification of flight scenarios is based on the composition of flight scenarios, and provides the basis for the identification of flight scenarios through the organization of flight environments, tasks, and conditions. The flight scenario is to establish flight environment scenario, flight task scenario, and flight condition scenario, to form the flight environment, capabilities, and conditions of the current flight scenario through organizing and refining the current flight scenario. The flight scenario identification is on the basis of the determination of the flight scenario, and provides environment for flight scenario identification through task operation, organization, and results. The composition of the flight scenario is to establish the task objectives, environment, areas, capabilities, and hazard components and to form the current flight situation scope, information composition of flight situation, and flight trend guidance through the operation task situation management, task relationship situation identification, and task outcome status estimation. The identification of flight scenarios is on the basis of the role of determining the flight scenario, and provides the ability to identify the flight scenarios through the composition of the capabilities and functions of the environmental situation. The role of the flight scenario establishes the

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4.2 Identification and organization of flight scenario

integration of the current environmental situation goals, environment, areas, capabilities and hazards, forms the application requirements, application capabilities, and application constraints of the current flight scenario through identification and confirmation of the environment. Organization and requirements of flight application are shown in Fig. 4.1.

4.2.1 Flight environment The flight environment is the requirements and environment for the current flight, which is the general term for describing the current flight status during the flight of the aircraft. The main task of the flight environment is to reflect the current status and status of the flight, that is, the status of the current flight completion plan, the current flight environment status, and the current flight task operation status. The flight environment is a reflection of the objective status of the current flight status, which is also the basis for the organization, analysis, and decision of the next flight task. The flight environment includes flight requirements, flight organization, flight process, and flight conditions. It reflects the current aircraft flight plan execution status through the flight requirements; reflects the current aircraft flight task and target status through the flight task; reflects the flight process organization and operation status through the flight organization; and reflects the flight environmental conditions and constraints through the flight conditions. The flight environment organization is shown in Fig. 4.2.

Flight environment

Flight situtation

1. Flight requirements based on application goals 2. Application-based flight plan 3. Application-based task 4. Flight condition based on applied constraints

Flying environment

Flight scene

1. Tragets, scenarios and rules based on flight plans 2. Traffic, routes and condition based on the flight environment 3. Traffic, processes, and results based on flight secenarios 4. Based on flight organization status, constraints and management

Flight situation demand

1. Flight scene situation based on application goals 2. Flight plan capability based on application plan 3. Flight scenario results based on application tasks 4. Flight scenario conditions based on the application environment

Flight scene organization

Flight application organization and demand Flight demand space

Application requirements 1. Application target demand 2. Application environment organization 3. Application space composition 4. Application capability organization 5. Application condition

FIGURE 4.1

Flight capability space

Application ability 1. Information environment 2. Field of action 3. Range of action 4. Numerical accuracy 5. Time of action

Flight environment space

Application constraint 1. Flight route requirements 2. Flight safety environment 3. Flight conflict ennvironment 4. Flight hazard 5. Request arrival time

Flight application organization and requirements.

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Flight environment organization

Flight Plan 1. Flight path planning 2. Flight route planning 3. Flight task planning 4. Flight constraint planning

Target demand 1. Flight route organization 2. Flight navigation mode 3. Flight airspace management 4. Flight safety

Organization needs 1. Flight route mode 2. Flight guidance mode 3. Flight monitoring mode 4. Flight coordination requirement

Flight environment

Flight task

1. Air traffic situation 2. Environmental condition 3. Flight process situation 4. Task operation situation

1. Flight target organization 2. Flight scene organization 3. Flight capability organization 4. Flight process organization

Flight environment situation

Flight process situation

1. Flight traffic situation

1. Flight status report

2. Meteorological condition

2. Flight monitoring situation 3. Flight guidance situation 4. Task running status

3. Flight route situation 4. Flight safety situation

FIGURE 4.2 Flight environment organization.

Flight task 1. Task goal composition 2. Task ability organization 3. Task operating condition 4. Task result form

Task capability 1. Information environment 2. Task area 3. Task area 4. Task numerical accuracy

4. Integrated technology for the application tasks of the avionics system

1. Flight demand 2. Flight organization 3. Flight process 4. Flight conditions

4.2 Identification and organization of flight scenario

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4.2.1.1 Determining the flight plan The first task of the flight environment organization is to build the flight plan based on flight requirements. The flight environment describes the current flight status and compliance status through the flight plan. The flight environment establishes the flight target organization requirements through determining flight planning organization contents, including the flight planning organization, flight route planning, flight task planning, and flight constraint planning according to the flight planning requirements of the flight plan; the flight organization and target requirements are determined by the flight route: flight route organization, flight navigation mode, flight airspace management, flight safety monitoring, to establish flight process organization requirements; to establish flight task organization requirements by determining the flight status performed by the flight plan: flight route, flight guidance, flight monitoring, and flight coordination. The flight plan builds the flight environment plan execution status and supports the next flight task planning. 4.2.1.2 Determining the flight environment The second task of the flight environment organization is to determine the flight environment situation based on the flight plan. The flight environment describes the current situation organization of the flight process and environmental situation through the flight situation. The flight environment establishes the situational composition of the flight organization through determining the formation and content of the flight organization situation: air traffic situation, environmental condition situation, flight process situation, task operation situation according to the requirements of flight situation classification and application composition; and determining the current flight environment through flight situations and scenes: flight traffic situation, meteorological conditions, flight route situation, flight safety situation, establishing the situational composition of flight environment; determining the current flight process and task operation status: flight status report, flight monitoring situation, flight guidance situation, the task operation situation, establishing the task composition. The flight situation determines the flight process and status organization, and supports the decision and operation of the next flight task. 4.2.1.3 Constructing the flight tasks The third task of the flight environment organization is to build flight tasks based on flight plans and the flight environment. The flight environment describes the current flight status and flight operation status through the flight task. The flight environment establishes the current flight task requirement mode through determining the current flight organization and target requirements, including flight target organization, flight scenario organization, flight capability organization, and flight process organization according to the action classification requirements of the flight task type; identifying the current task organization and activity requirements: composition of flight tasks, task organization, operational conditions, constructing the current operational task modes; and identifying the current task capability and operational requirements: information environment composition, task area, task scope, task operations accuracy, establishing the current task capability and range. The flight environment supports flight environment organization and management, and supports the next flight task activities and performance requirements.

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4.2.1.4 Providing flight services Finally, the flight environment organization provides relevant flight services according to the flight task. The flight environment determines the current flight status and compliance status, establishes the flight target organization requirements, the flight process organization requirements, and the flight task organization requirements according to the flight plan operation status. The flight environment provides flight process environmental capability services and lays the foundation for supporting the next flight task planning. The flight environment determines the current situation organization of the flight process and the environment, establishes the situational composition of the flight organization, the situational composition of the flight environment, and the situational composition of the flight task according to the status of the flight environment. To support the decision and operation of the next flight task, the flight environment also determines the current flight status and flight operation status, establishes the current flight task requirement mode, operating modes, and task capabilities and scopes, and meets the next flight task activity capabilities and performance requirements according to the task status. The flight environment lays the foundation for the follow-up flight situation organization.

4.2.2 Flight situation The flight situation is based on the flight status composition of the flight requirements and the flight environment. It describes the flight organization, flight environment, and flight task status organization, identification and requirements of the flight process of the aircraft. The main task of the flight situation is to determine flight awareness, flight correlation, and flight constraints to establish the trend, status, and capabilities of the flight process, and to support flight guidance, task organization, and flight management based on the current flight plan, flight environment, and flight task. The flight situation is based on the flight environment. It constructs the situation of the flight plan, reflects the composition and requirements of the current flight requirements, forms the goals and composition of the flight process, and supports the organization of the flight objectives, scenarios, and rules of the flight process through the construction of the environment; the flight situation reflects the current composition and conditions of the flight environment, forms the constraints and requirements of the flight process, supports the flight environment traffic, route, and forecasting organization of the flight process, through constructing flight environment situation; through constructing the task status, to reflect the composition and status of the current task, the flight process activities and results requirements are formed to support the types, capabilities, and performance of tasks in the flight process. This is shown in Fig. 4.3. 4.2.2.1 Constructing the flight plan situation The flight situation needs to establish the flight requirements awareness that is flight plan situation, composed of the flight plan requirements and operating conditions. The flight plan situation describes the flight plan organization, the current flight plan execution status, and the next flight plan requirements. The objective situation of the flight plan is to establish flight objectives, areas, and scopes, to build an objective requirement situation of the flight plan, and to form development trend and ability to support the current flight objectives through the flight plan requirements of the flight environment, such as route planning, task planning

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4.2 Identification and organization of flight scenario

Flight Plan 1. Flight path planning 2. Flight route planning 3. Flight task planning 4. Flight constraint planning

Flight environment

Flight task

1. Air traffic situation 2. Environmental condition 3. Flight process situation 4. Task operation situation

1. Flight target organization 2. Flight scene organization 3. Flight capability organization 4. Flight process organization

Flight environment situation

Flight Plan situation

Flight target Flight scene organization organization

Flight rule organization

Air traffic environment

Route Flight condition conflict environment environment

Flight task situation

Task objectives and types

Task conditions and area

Task results and performance

Flight situation 1. Flight planning and target definition 2. Flight environment and condition definition 3. Flight scene and task definition 4. Flight process and result definition

FIGURE 4.3 Flight situation organization.

and flight task planning; the organization situation of the flight plan is to establish the flight plan organizational situation, to form the trends and capabilities to support the current flight organization through the flight planning scenes of the flight environment, such as flight airspace, flight route, and flight guidance; the management situation of the flight plan is to establish the flight plan management situation, to form a status trend and ability to support the current flight management through the flight plan rules of the flight environment, such as flight trajectory, safety monitoring, and flight coordination. The current flight plan target development trends and capabilities, current flight plan organization trends and capabilities, and current flight plan management status trends and capabilities constitute the current flight plan situation, support the reorganization and management of flight plan, and provide flight objectives and requirements for flight scenarios. 4.2.2.2 Constructing the flight environment situation The flight situation needs to establish the flight environment awareness that is the flight environment situation, composed of the flight environment and flight operation conditions. The flight environment situation describes the flight environment requirements, the current flight conditions and environmental conditions, and the next flight environment conditions and constraints. Flight airspace traffic environment situation is to establish the flight airspace traffic scenarios situation, and to form the development trends and capabilities of the current flight traffic environment through the flight process environment requirements established by the flight environment organization, such as the division of flight phases, airspace traffic scenarios, and airspace meteorological conditions. The traffic environment situation of the flight route is based on the flight path environment requirements established by the flight environment organization, such as

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the definition of the route (point), the RTA, and the constraints of the route conditions, to establish the flight path traffic situation, and form the current flight route environmental changes, trends, and capabilities. The conflict of flight environment is the flight route forecasting requirements established by the flight environment organization, such as the guidance of the flight position, the development trend of the air traffic, the definition of the flight route, establishing the situation of the flight route conflict, and forming the current route flight guidance conflicts ability. This current development trend and capability of the flight traffic environment, the current trends and capabilities of the flight path environment, and the current flight path conflict guidance status trends and capabilities constitute the current flight environment situation, support the reorganization and management of the task, and provide the task organization and requirements for the flight scenario. 4.2.2.3 Constructing the flight task situation The flight situation needs to establish the flight task requirements, that is, the flight task situation, composed of flight task status and flight process requirements of flight task situation that describes the flight plan task requirements, current flight status, and task operations, and next flight task objectives and conditions. Flight task objectives and task situation are to establish task objectives situation of the flight process organization, and to form the development trends and capabilities of current flight task operation through flight process task objective requirements established by the flight environment organization, such as flight scenario organization, flight target definition, and flight capability requirements. Flight task conditions and scope conditions are flight task capability requirements established by the flight environment organization, such as flight task capabilities, flight task conditions, and flight scenario tasks, to establish flight process organization task capabilities and form changes to the current task organization. The flight task results and performance status are flight task requirements established by the flight environment organization, such as the composition of task activities, the area of task information, the accuracy of task parameters. It establishes task result performance status of the flight process organization, and also forms the development trend and capabilities of current flight task organization. The current trends and capabilities of the task organization and task operation constitute the current task status, support task operations and management, and provide results and requirements of task operation for flight scenarios. 4.2.2.4 Providing flight situation services Flight situation is constructed to provide flight decision services. Based on the requirements and operating conditions of the flight plan, the flight situation constructs flight requirement awareness, environment awareness, and task awareness; establishes flight plan situation, flight environment situation, and flight task situation; and provides the ability to make decisions for the next flight task organization. The flight plan situation establishes the flight plan requirements, constructs the flight plan target requirements, and builds the flight plan scenario of the flight environment; determines the flight plan rules of the flight environment, and supports the next flight task objectives, scenarios, and rules organization decisions; the flight environment situation establishes the situation of flight airspace traffic, determines the environmental requirements of the flight process, constructs the flight route environment organization, and establishes the flight route forecasting requirements, and

4.2 Identification and organization of flight scenario

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supports the next flight environmental conditions and constraints of organizational decisions. The flight task situation establishes requirements for the flight process, constructs the task capability organization of the flight process, builds the results requirements for the flight process, determines the task organization model, and supports the organization, decisionmaking of capabilities, roles, and scope of the next task. The establishment of the flight situation lays the foundation for the design and task organization of subsequent flight scenarios.

4.2.3 Flight scenarios The flight scenario is flight situation organization based on the flight environment and flight situation. Flight scenarios describe the entire process of aircraft flight requirements, flight conditions, flight tasks, and flight management. The flight process is composed of multiple flight scenarios. The main task of the flight scenario is to determine the organization requirements of the flight plan according to the current environment, including flight plans, flight environments, and flight tasks; and to determine the flight task organization requirements according to the current flight situation, including the situation of the flight requirement plan, the organizational situation of the flight environment, and the flight task operation situation. On this basis, the flight scenarios are to determine flight airspace, routes, and positions; to define the flight environment, constraints, and conditions; to establish flight capabilities, ranges, and results; and to support flight task organization, decisions, and schedules, to meet requirements of flight operations organization through defining flight requirements, plans, and tasks. This is shown in Fig. 4.4.

Flight situation 1. Flight planning and target definition 2. Flight environment and condition definition 3. Flight scene and task definition 4. Flight process and result definition

Flight scene situation organization 1. Flight route traffic situation 2. Flight route constraint 3. Flight track monitoring situation 4. Flight safety alert situation

Flight scene capability organization 1. Flight scenario flight plan management 2. Flight scene flight guidance mode 3. Flight scene flight track organization 4. Flight scene flight status management

Flight scene condition organization 1. Flight air traffic management conditions 2. Flight route meteorological constraints 3. Flight environment support capability conditions 4. Flight process capability

Flight scene organization 1. Flight plan requirements 2. Traffic environment situation 3. Flight task situation 4. Flight capacity requirement

FIGURE 4.4 Flight scenario organization.

Flight scene result organization 1. Status of affairs and route planning 2. Next waypoint and required arrival time 3. Flight track calculation and flight guidance 4. Flight environment monitoring and flight safety management

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4.2.3.1 Constructing the flight scenario situation The primary task of the flight scenario is to organize the situational organization of the flight. The flight situation organization establishes the situation of flight task objectives and requirements for the flight scenario, and provides the goal-driven organization of the next task. For flight task objectives and requirements, firstly, the situational organization of the flight establishes route traffic situation. The flight traffic situation provides air traffic conditions of the route, determines the flight trajectories of other aircraft in the route airspace environment, supports analysis of route conflicts, and provides collision avoidance alarms for the next flight task organization. Secondly, on the basis of the traffic situation of the route, the situation of the flight organization establishes the route restriction situation. The route constraint situation provides track calculation conditions based on the current flight environment, supports the establishment of flight guidance instructions based on the route environment conditions, and provides flight process organization and management for flight task. Thirdly, on the basis of the route situation and route constraints situation, the situation of the flight organization establishes route surveillance situation, supports flight environment traffic surveillance, route traffic surveillance.and flight threat surveillance, and supports route hazard monitoring capabilities. Fourthly, based on the above situation organization, the flight situation organization establishes flight safety warning situation, supports the minimum safety isolation monitoring alarm during the flight process and provides collision warning, route conflict warning, and flight hazard warning capabilities. 4.2.3.2 Building flight scenario ability The second task of the flight scenario is to build flight scenario capability organization. The flight situation capabilities organization is to build the ability and type of flight tasks, to provide the ability to organize the next task for flight scenarios. For flight task capabilities and types, firstly, the flight scenario capability organization builds the current flight scenario flight plan organization based on the established flight route traffic situation, provides task requirements for the next task organization, and determines the organization and order of tasks, clarifies the status and cross-linking of tasks, and provides flight task planning and scheduling modes. Secondly, on the basis of flight task planning and scheduling support, the flight scenario capability organization will build flight a navigation model, establish regional navigation (RNAV) and required navigation performance (RNP) capabilities during the flight phase, support VOR/DME-assisted navigation, and provide navigation enhancement services. Thirdly, based on the task planning and navigation organization, the flight scenario capability organization establishes flight status management model; constructs the current flight status identification, such as the current position, direction, altitude, speed, and climb rate; and supports the collaborative calculation of flight paths, provides deviation and flight vector processing. Fourthly, on the basis of task planning, navigation organization, and flight status management, the flight scenario capability organization establishes flight guidance capabilities, builds current flight level and vertical guidance modes, supports safe isolation and monitoring of flight routes, and provides instructional guidance, area guidance, and graphic guidance mode.

4.2 Identification and organization of flight scenario

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4.2.3.3 Defining flight scenario conditions The third task of the flight scenario is to determine the flight scenario conditional organization. The flight scenario conditional organization constructs the flight environment and provides the conditions for the next task organization for the flight scenarios. For the flight task environment and conditions, first, the flight scenario conditional organization constructs air route airspace traffic management conditions of the current flight scenario according to the established route traffic situation, provides the environment organization requirements for the next flight task organization, and determines the current flight status, such as position, heading, altitude, speed, etc., and establishes flight process instructions and condition requirements. Second, on the basis of the air traffic management conditions of the current flight scenario, the flight scenario conditions shall be used to construct the weather meteorological constraints, establish the route flight and guidance modes during the flight phase, determine the meteorological conditions and constraints of the route, and provide route calculation service based on the meteorological conditions. Third, on the basis of the current flight situation airspace traffic management conditions and route meteorological constraints, the flight scenario conditions are organized to establish the flight environment supporting conditions, construct flight path calculations and analysis, support the route modification coordination ability, provide flight parameter modification modes, etc. Fourth, on the basis of the above flight scenario conditions, the flight scenario conditions organization establishes the flight process organizational conditions, to meet the flight airspace traffic management conditions, the weather meteorological constraints and the flight environment support capability requirements, and to construct the flight process organization and requirements, to build a foundation for the next flight scenario. 4.2.3.4 Determining flight scenario results The fourth task of the flight scenario is to determine the organization of the flight scenario results. The flight scenario results organization constructs the organization, monitoring, and management of the flight results for the flight scenarios and provides the next task process management. For the organization, monitoring, and management of flight processes, first, the flight scenario results organization builds on the established flight plan and builds next flight requirements, such as position, heading, altitude, and speed, for the current flight status, and establishes flight process management requirements. Second, on the basis of current flight management requirements, the flight scenario results are organized to establish flight requirements and results requirements, such as the following waypoints, required arrival times; establish flight phase route flight monitoring modes; determine route conditions and constraints; and provide flight management service. Third, on the basis of current flight management requirements and flight process management, the results of the flight scenarios are used to organize the calculation of the flight path, establish the route organization, determine the current flight status, and provide the flight guidance mode. Fourth, on the basis of the results of the flight scenarios mentioned above, the results of the flight scenarios are organized to establish flight process monitoring, establish flight safety isolation organizations, support the maintenance and management of traffic environment targets, provide flight process environment and hazard warnings, meet safety and efficiency requirements, and lay the foundation for the organization of the next flight task.

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4.2.3.5 Providing flight scenario services The flight scenario builds the flight task capabilities and types based on the determined flight scenarios according to the situation of flight task objectives and requirements. Based on the defined flight environment and conditions organization, it organizes, monitors, and manages the flight results, and builds a support task organization. The main contents of the flight scenario are: flight situation capability organization, flight environment constraint organization, flight task status organization, flight process condition organization, and support for the next phase task organization, operation management, and system integration.

4.3 Flight task identification and organization Flight task identification and organization constructs the requirements and composition for flight task based on the context and results of flight scenario identification and organization. The flight scenario identification and organization establishes the current flight environment, and builds the flight situation based on the flight environment. On this basis, the flight scenarios were constructed, and the flight scenarios were organized and integrated, and finally the flight requirements based on the current flight scenarios were formed. The flight task identification and organization is to target the flight scenarios, to build the formed flight environment, flight situation, and an established flight scenario, and the determined flight scenario goal, field, capability, and performance flight requirements. Flight requirements and task organization are shown in Fig. 4.5.

Establish current flight status The flight task identification and organization establishes the current flight mode and status according to the flight environment. The flight task identification and organization builds flight activity and organizational requirements based on the current plan status, environmental status, and task status, forms flight task awareness, and determines what kind of flight task requirements can meet the next flight scenario requirements for the flight scenario for the status of the current flight completion plan, the currently facing flight environment status, and the current flight task operation status.

Flight process trend Flight task identification and organization establishes awareness, relevance, and constraint flight process trends based on flight situation. The flight task identification and organization considers the current flight objectives, scenarios and rules, according to the flight environment traffic, route and forecast organization, and the type and capability and performance organization of flight task; builds flight activities and organizational capabilities based on the current scenarios environment and task; and forms the identification of flight tasks to determine what kind of flight task capabilities can meet next flight scenario capability requirements of the flight scenario.

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4.3 Flight task identification and organization

Task identification

Task organization

1. Task type identification based on application target 2. Task activity recognition based on application capability 3. Application-based task area recognition 4. Task result recognition based on task conditions

1. Task plan based on target requirements 2. Task relationship based on activity coordination 3. Task-based task conditions 4. Task range based on operational procedures

Task awarness 1. Situation-based task target perception 2. Environment-based task capability awareness 3. Scene-based task space 4. Status-based task condition awareness

Task objectives and content

Task area and ability

Task activities and results

Flight requirement and tasks Space of action

Form of action

Flight situation

Flight environment 1. Flight requirements based on application goals 2. Application-based flight plan 3. Application-based task 4. Flight conditions based on applied constraints

Ability

1. Targets, scenarios and rules based on flight plans 2. Traffic, routers and conditions based on the flight environment 3. Tasks, processes, and results based on flight scenarios 4. Based on flight organization status, constraints and management

Flight scene 1. Flight scene situation based on application goals 2. Flight plan capability based on application plan 3. Flight scenario results based on application tasks 4. Flight scenario conditions based on the application environment

FIGURE 4.5 Flight requirements and task organization.

Establish follow-up target-driven task In addition, flight task identification and organization are based on the flight scenario to establish the goals and requirements situation of the flight scenarios flight task objectives and the target-driven task of subsequent task organization. The flight task identification and organization establishes the requirements for the flight task based on the current route traffic, route constraints, route monitoring and safety warnings for the current route traffic situation, route constraint situation, route monitoring situation and current flight safety warning situation, and forms the flight task organization to determine what kind of task organization can meet the next flight task requirements for the flight scenario.

Establish flight scenario integration That is, The task identification and organization integrates the current flight plan operating state, environmental scope and task situation, and builds a synthesis based on the current flight scenario, flight process and task requirements, and forms the integration of organization. It is an integration of flight objectives, environmental factors and mission activities, flight objectives, environmental requirements and task capabilities. Therefore, it is determined what kind of task organization synthesis can meet the next flight scenario target requirements of the flight scenario.

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4.3.1 Task awareness Task awareness is to build current flight task requirements. The task awareness is to build corresponding follow-up task requirements according to the current flight scenario. Task awareness is mainly achieved through four approaches. The first one is the current flight plan execution situation, which builds follow-up flight scenario based on the flight plan target traction, and determines the task requirements for achieving the flight plan objective according to the target requirements of the flight plan. The second one is the support situation of the current flight environment, i.e., based on the composition and conditions of the flight environment, considering the changes and limitations of the current flight environment, to build the follow-up flight scenario based on the flight environment, to determine the task requirements that meet the constraints of the flight environment. The third is the situation of the current flight situation, that is, for the content and organization of the situation, according to the convergence and trend of the current situation, the followup flight scenario based on situation-based development is constructed, to determine the task requirements for the development of the flight situation. The fourth is the status of the current flight task execution status, that is, for the task activities and areas, according to the current flight task execution status, build a subsequent flight scenario based on the task environment, and then determine the task requirements that meet the task context. The task awareness is shown in Fig. 4.6. 4.3.1.1 Task awareness based on flight plan status The main idea of task awareness based on flight plan status is: based on the current flight plan execution status and the current flight status and flight environment awareness, through the air-ground coordination, to establish the requirement of change and adjustment or modification of the flight plan guided by the original flight plan, build the requirements based on

FIGURE 4.6 Flight task awareness architecture.

4.3 Flight task identification and organization

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the current environment and capabilities to the greatest extent possible or close to the original flight plan. Its main contents are: Firstly, sorting out the original flight plan content, such as planned flight airline, routes (waypoints), and the required time, to form the follow-up flight plan organization and revision goals; Secondly, clarifying the current flight plan execution status, such as the current flight plan execution status, subsequent routes (waypoints), current position, heading, speed, offset, and forward route meteorological conditions to form the basis for maintaining or modifying the follow-up flight plan; Thirdly, determining the requirements for subsequent flight plans, such as flight airspace, flight phases, flight paths, routes (waypoints), and environmental conditions, to form the requirements of follow-up flight plans; Fourthly, through air-ground coordination, such as coordination with air traffic controllers, determining route, track, altitude, required arrival time, flight maneuvering, etc., through coordination with airlines, determining flight airlines, expected arrival times, flight surveillance parameters, etc., to form follow-up flight plan allowance;Fifthly, determining the requirements of the flight task, such as the flight environment, flight objectives, flight conditions, and the flight process to form the requirements of related follow-up tasks. 4.3.1.2 Task awareness based on flight environment conditions The main idea of task awareness based on flight environment conditions is: based on the current flight environment conditions, and the current flight status and execution plan, and through air-ground coordination, to establish the requirements of reorganization and maintenance of the flight process on the basis of the current flight environment, and to construct minimum flight process adjustments and changes under the current environment and constraints. Its main contents are: Firstly, based on the requirements of the flight environment divided into flight phases, such as surface taxiing scenario environment, takeoff and climbing scenario environment, radar surveillance airspace scenario environment, nonradar surveillance airspace scenario environment, airport approach scenario environment, etc., and the functional requirements of the different flights phases, such as navigation, communication, display, database, etc., forming the environmental adaptability requirements for the subsequent flight phases; Secondly, based on the flight environment requirements of the airspace traffic conditions, such as the current flight airline conditions, route planning conditions, and flight traffic advisory (TA), resolution advisory (RA), airport airspace or runway flow, and traffic condition alarms, such as flight path conflict, flight interval alert, flight collision threat, proximity terrain collision alarm, etc., forming follow-up flight airspace traffic environment; Thirdly, based on the flight environment requirements of the constraints of weather conditions, such as the current flight route weather forecast, route airborne meteorological detection, flight ocean area meteorological warning, takeoff and landing airport meteorological grades, and flight requirements under meteorological conditions, such as low-visibility takeoff and taxiing, instrument flight meteorological conditions, visual flight meteorological conditions, etc., forming the requirements for adaptability of meteorological constrained environments for follow-up flight; Fourthly, based on flight management environmental condition requirements, such as current flight airline conditions, flight route plan conditions, flight TA, RA, airport airspace or runway flow, and traffic condition warnings such as flight path conflict, flight interval warning, flight collision threat, proximity terrain collision warning,

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etc., forming follow-up flight airspace traffic requirements for environmental adaptability; Fifthly, based on specific airport environmental requirements, such as landing and approach route guidance, navigation enhancement capabilities, airport runway occupancy, takeoff queuing organization, and minimum front-end aircraft interval warnings, runway occupancy or intrusion alert, proximity terrain collision alarms, final decision alarms, etc., forming the requirements of tasks of follow-up airport environment adaptability. 4.3.1.3 Task awareness based on flight situation trends The main idea of task awareness based on the trend of flight situation is: based on the current flight scenario development capability, environment, and trend-flight situation, and the current flight mode, status and conditions, through the air-ground coordination, to establish the flight process maintenance centering on the current flight situation trend, to build the flight process organization and movement based on the current conditions. Its main contents are: Firstly, based on the flight plan target requirements, such as flight airline, route (waypoint), flight trajectory, expected arrival time, and required arrival time, etc., for the current flight plan execution status, such as flight phase, waypoints, current position, current speed, current flight procedure, etc., to form the situation development target requirements for the subsequent flight phase; Secondly, based on the flight capability requirements of the flight environment conditions, such as the current flight phase conditions, flight airspace weather conditions, flight airspace traffic conditions, the safety requirements of the flight environment, for flight environment restrictions and constraints, such as flight path conflict, traffic situation consultation, minimum safety isolation, flight interval maintenance, air collision threat, etc., forming situational environmental restraint requirement in the subsequent flight phase; Thirdly, based on flight procedure requirements of flight task status, such as current flight management organization, flight guidance mode, flight communications coordination, flight safety monitoring, etc., for flight task type and capabilities, such as flight performance calculation, flight position offset, flight navigation accuracy, flight safety level, etc. forming the requirements of the situational task mode for subsequent flight phases; Fourthly, based on the flight safety requirements of flight operations condition, such as the current flight navigation mode errors, route deviations, monitoring system failures, environmental condition limitations, etc., for flight task type and capabilities, such as effectiveness of flight management, integrity of navigation systems, availability of surveillance systems, reliability of alerting systems, etc., forming situational safety model for follow-up flight phases. Fifthly, based on capabilities and trends integrated requirements of flight situation, i.e., targeting the flight plan-based requirements of the flight situation target, the flight situation capability requirements established based on the flight environment, the flight situation program requirements established based on the flight task status, the flight situation safety requirements established based on the flight safety mode, form flight-based follow-up flights, through airspace cooperation and decision-making, to meet the need for situational tasks. 4.3.1.4 Task awareness based on task context Task awareness based on the task context is actually on the basis of the current task execution status, environment, and goals, and based on existing gaps, problems, and offsets, to establish the strongest support for current task capabilities, minimizes changes in goals and environments, and the highest processing and process efficiency for the subsequent

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task awareness requirements. The main idea is: based on the current task operation, field, and status that is flight task environment, and the current flight plan requirements, environment, and conditions, through the air-ground coordination, to establish the maintenance or reorganization requirements of the task with the current flight task operating status as the core, to build flight process organization and changes based on the context of the current task. Its main contents are: Firstly, the task requirements based on the context of the task content, such as the current flight management task to build its content-related flight plans, flight guidance, flight path calculations, flight guidance, etc., and then construct on-board content based on its flight navigation content including inertial navigation, barometric altitude calculation, RNAV, and RNP, etc., which are related to each other, and then to form task context dependent follow-on task requirements. Secondly, task requirements based on the task context, for example, current flight management tasks, construct the flight phases related to their environment, flight routes, route weather, and air space coordination; and then building track calculations, navigation calculations, performance techniques, safety isolation, etc., according to their flight phases, through the related layers of the environment, requires the formation of relevant follow-on task requirements based on the context of the task environment. Thirdly, task requirements based on the logical context, such as current flight surveillance tasks, build flight-phase monitoring, flight conflict monitoring, flight isolation monitoring, and flight intervals related to their environment monitor. According to the task organizational logic, TA, decision-making (RA), conflict prediction, conflict resolution, air collision avoidance, etc., are constructed, and related logical tasks based on task logic contexts are formed. Fourthly, based on the task requirements of the flight task quality context, such as the current navigation task, build navigation accuracy, route weather, and air space coordination related to its quality; and then build navigation error, accuracy of navigation database, and navigation integrity according to its flight phase, to assist navigation accuracy, etc., to form related task requirements based on task performance context. Fifthly, task requirements based on task context, such as current flight information management tasks, to establish flight conditions related to their environment information, flight surveillance information, navigation guidance information, flight management information, etc.; and finally, build flight task decisions, air traffic alerts, flight threat alerts, task management, etc. based on the results of their flight information management tasks, and the task result context is related to the subsequent flight task requirements.

4.3.2 Task identification Task identification is to establish task configuration of system capabilities based on task awareness. That is to say, task identification is based on the task requirements of the flight application, and for the functional composition and capability platform of the flight system, to construct system function capability that is adapted to the requirements of its application task. Task identification is mainly realized through four ways: The first is to establish task objectives and results requirements identification for the current task situation awareness. That is to identify objectives and types, capabilities and conditions, space and domains, and relationships and organizations of task, and to meet the task objectives and results requirements of task situation awareness according to established task planning, situation,

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environment, and context relationships. The second is the establishment of task content and processing pattern recognition for current task organization needs. That is, according to the task identification to establish the system functional capabilities and types of organization, identify the types and processing capabilities of the system functional organization, the scope of activities and the role of space, discipline mode, and processing logic and the role of capabilities and collaborative processing, to meet the needs of the task-aware model requirements and system functional target requirements. The third is the establishment of task activities and role areas for the identification of current task capabilities and requirements. That is, according to task identification, the established system function goals and logical organization identify the logical role space and domain of system function organization, logical scope and environment, logic operation modes and conditions, logical cross-linking interfaces and status, and satisfy the task-awareness mode requirements and systemic functional logic organizational requirements. The fourth is to establish the task quality and operational performance identification for the current task processing environment and result requirements. That is, the logical organization and operation structure of system functions established according to task identification, identification of system function organization target fields, capability type and result space performance, system function capability limitations, environmental constraints and process condition performance, system function specialized fields, function quality and logic processing performance, system function types, capability differences, and activity-independent performance meet the task-aware model requirements and system functional quality and operational performance requirements. The task identification organization structure is shown in Fig. 4.7. 4.3.2.1 Task objectives and result requirements identification Task identification is the identification of establishing task objectives and requirements. The identification of task objectives is to identify objectives and types, capabilities and conditions, space and domains, and relationships and organizations of task and to construct task objectives and result requirements that are adapted to the task awareness mode through the composition analysis of the system function according to established task plans, situations, environments, and context relationships. The main contents are: The first is to identify the objectives and types of tasks required by the system. Identification of these requirements is to construct goal guidance through task awareness plan, to build functional requirements based on task objectives, and to form functional organization that supports the requirements of each task objective through objective composition of system functions. For example, the navigation task target requirements (accuracy and integrity) of the approach process form the navigation task target requirements established by task awareness through the organization of the system GPS function, airborne inertial navigation function, airport navigation enhancement function, and airborne navigation integrity alerting function. Second, is to identify the capabilities and conditions of the tasks required by the system. Recognizing this requirement is through task-aware situation and environment guidance, and based on the capabilities and conditions of system functions, form a functional capability and conditional organization that meets the task objectives and requirements. For example, the requirements for low-visibility monitoring tasks in the approach process require the capability of the approach process monitoring capability and conditions to be met through the ADS-B transmitted aircraft position functional conditions, minimum flight interval conditions, and enhanced visual performance conditions. Third, is to

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Task identification 1. Identify task types and capabilities for planning needs 2. Identify task-oriented activities and processes that are oriented toward environmental constraints 3. Identify task-oriented areas and areas 4. Identify task-oriented quality and performance for operational processes

Task goals and result requirement identification 1. Task requirement and type identification based on task awareness plan 2. Task capability and condition identification based on task-aware situation 3. Task space and area recognition based on task-aware environment 4. Task-aware context task relationship and organization recognition

Task content and processing pattern recognition 1. Task capability type and process identification based on task target Guidance 2. Task activity area and role space recognition based on task environment conditions 3. Task function discipline and processing logic recognition based on task situation trend 4. Task capability and collaborative processing identification based on task cross-linking relationship

FIGURE 4.7

Task activity and role area identification 1. Task role and area identification of task objectives and capability operations 2. Area and limited space recognition in the field of task and behavioral activities 3. Processing space and operating precision recognition of task function and discipline organization logic 4. Task context subtask cross-linking activity space and collaborative result space recognition

Task quality and operational performance identification 1. Task-oriented target area, capability type, and result space performance requirement identification 2. Task-oriented target capability qualification, environment constraints, and process condition performance requirement identification 3. Task-oriented discipline area, functional quality and logical processing performance requirement identification 4. Performance requirement identification for task type, capability difference, and activity independence

Flight task identification organization.

identify the task space and areas for the tasks required by the system. The identification of this requirement is guided by task-aware situation and action, and based on the discipline features and areas of function of the system function, the functional processing area and result space organization satisfying the task goals and requirements are formed, such as air-ground flight coordination decision task requirements, flight status (position, speed, required arrival time), flight surveillance (flight conflict, traffic environment, flight threat), flight quality (accuracy, performance, effectiveness), etc., to form flight management process areas and space requirements. Fourth, is to identify the relationship and organization of tasks required by the system. Identifying this requirement is guided by task-aware task context organization, and based on the discipline features and functional areas of system functions, a functional coordination organization that meets the task objectives and requirements is formed. These include, for example, the airport taxiing task requirements, through the taxi path, runway and surface conditions, taxi organizations heading, position and speed, taxiing process guidance, display and conflict, taxi conditions permit, weather, warnings, etc., that form the surface taxi process task relationships and organizational needs. 4.3.2.2 Task content and processing mode identification The task content and processing mode is the core content of the task organization, and it is also the guarantee for achieving the task objectives and requirements. The task content and processing mode identification is based on task awareness of the established task requirements, capabilities, conditions, and organizational requirements. It is based on task identification to establish the system functional capabilities and type organization. Through the analysis of the system’s own discipline functions and processing processes, the system functions are identifieddthe organizational capability types and processes, scope of activities and role of space, discipline mode and processing logic, as well as the ability to act and collaborative processing, to construct the requirements of task-aware model requirements and system functional goals. The main contents are: The first is to

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identify the types of capabilities and processes oriented to the organization of the system functional objectives. The identification of this requirement is to construct system processing functions and process composition and to support system function objective organization requirements for identification of system task objectives and results requirements, and system function capabilities and functional areas according to the factors and conditions established by the task awareness situation organization. For example, GPS, airborne inertia, and VOE/DME, which are composed of the situation of flight navigation tasks, and combined navigation mode determined by system navigation function, construct the system navigation function and navigation process integration. Second, is to identify the areas of action and scope of processing that address the systemic functional capabilities and processes. The identification of this requirement is based on the system function target and result requirement identification and system processing functions. Based on the system function discipline features and functional capability types, it constitutes the system processing function functional areas and processing scopes, and supports the determination of system performance processing areas and scope. For example, system GPS processing function, airborne inertial processing function, and VOE/DME processing function, establish various functional areas and processing scopes and establish system navigation task organization target field and scope requirements. Third, is to identify discipline modes and processing logic that face system functional areas. The identification of this requirement is based on the system function target identification and system function processing field, constructing the discipline processing requirements and logical organization mode of system function content, and supporting the determination of system function discipline processing logic and algorithm. For example, navigation system GPS function, airborne inertial navigation processing function, and VOE/DME processing function processing elements, conditions, and modes, establish the logical organization and processing algorithm of each function and build system navigation task organization processing content and logical organization requirements. Fourth, is to identify the functional capabilities and collaborative processing modes of system-oriented functions. The identification of this requirement is based on the functional goals of the system and the processing logic of the system functions, the capability division of work processing and target coordination organization modes for the system function processing process, and the support of system function discipline capabilities and collaborative processing capabilities. For example, navigation system GNSS function independent processing (RNAV and RNP) and navigation enhancement systems (SABS and GBAS) assisted support processing are used to form a system of unified navigation system goals and capabilities. 4.3.2.3 Task activity and act area identification Task activity and act area are the effective space for the task process and an effective area for achieving the task objectives and requirements. Task activity and act area identification is to identify capability type and process, activity scope and act area, discipline mode and processing logical, act capability and coordination processing of system function organization, and is to construct the requirements that are adapted to task awareness mode and system function objective through the analysis of the system function discipline areas and activity space according to task awareness of established task requirements, capabilities, conditions, and organizational requirements and task identification of the established system functional capability and type organization. Its main contents are: the first is to identify capability type and process oriented to system function objective organization. The identification of this

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requirement is to construct the system function logic processing domain and process act area, and to determine the system function processing domain space and processing scope for the logical capabilities of the system functions and the processing organization mode according to the system function objective requirements and function processing content. For example, the accuracy range, error range, and integrity range of GPS function logic, the accuracy and error and real-time field and scope of airborne inertial navigation function logic, and the accuracy, error, and availability field and scope of system navigation enhancement system functions composed of flight navigation tasks, build system navigation function accuracy, error, and effectiveness. Second, is to identify the limited scope and environmental conditions of the system-oriented operation process. The identification of this requirement is based on the logical processing composition of the system functional system processing functions, the establishment of the functional processing process effective scope and conditions, and the determination of the limited scope and the limited environment of the support function processing process for the system function logic processing organization and operation mode. For example, accuracy, error, and integrity guarantee conditions of GPS function logic composed of flight navigation tasks, accuracy of airborne inertial navigation function logic, error and real-time guarantee conditions; and system navigation enhancement system function accuracy, error, and availability guarantee conditions are constructed to fit the requirements of system navigation function accuracy, error, and effectiveness limits. Third, is to identify system-oriented functional processing quality and operational efficiency. The identification of this requirement is based on the system function logic processing organization and operation mode, and for the system function processing algorithm factors and operating process conditions requirements, to establish a functional processing effective mode and functional operation effective process to support the determination of function processing quality and operating efficiency. For example, the GPS function accuracy and error RNP conditions formed by flight navigation tasks, airborne inertial navigation function accuracy and error continuous navigation time compensation, and system navigation augmentation (GBAS) integrated navigation capabilities, etc., build a system navigation function processing, to optimize the accuracy and error quality and efficiency. Fourth, is to identify system-oriented functional collaborative processing combined space and combined performance range. The identification of this requirement is based on the independent processing and operation modes of the systemic function processing functions, and establishes functional independent processing space and operating performance range for the system various functional discipline features and processing areas, as well as support for the determination of functional co-processing quality and operational efficiency. For example, the accuracy and error of the independent processing of the GPS function formed by the flight navigation task, the accuracy of the independent processing environment of the inertial navigation function of the airborne system, and the precision and error of the independent processing of the system navigation augmentation (GBAS) function, etc., are used to construct the combined effect of the system navigation function processing spatial and combined performance space. 4.3.2.4 Task quality and operational performance identification The task quality and operational performance are the effectiveness capability of the task process, and also the effectiveness guarantees of the task objectives requirements. Task quality and operational performance identification is based on the requirements perceived by task

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awareness, the functional capabilities, the processing environment and the result objectives. It is also based on the logical organization and operation of the system functions established by the task identification. It is the ability to identify certain attributes of the system's functional organization by analyzing the logical quality and operational performance of the system's own functions. It builds the requirements for adapting the task-aware mode requirements and system functional quality and operational performance. The identified properties include target area, capability type and result space performance, system functional capability limitations, environmental constraints and process condition performance, system function expertise, functional quality and logical processing performance, system function types, capability differences, and activity independent performance. Its main contents are: the first is to identify the requirements oriented to task function target areas, capability types, and result space performance. The identification of this requirement is to establish the performance requirements of processing and results based on the task and objective and to support the determination of function processing quality and result performance for the system function discipline area, capability, and result space according to the system task objective requirements, function types, and processing logic. For example, the flight conflict monitoring and minimum isolation distance processing functions of the flight monitoring task establish the result form that is flight conflict warning and air collision avoidance alarm, etc., to construct the system monitoring function processing mode and the result performance requirements. Second, is to identify task-oriented target functional capability limitations, environmental constraints, and process condition performance requirements. The identification of this requirement is based on the system task target space and functional discipline scope, and based on the system function input, processing, and the results of the environment and conditions, establish task-based functional processing capabilities, environmental constraints and process conditions performance requirements, support function processing capabilities, and determination of environmental and process performance conditions. For example, flight conflict monitoring and minimum isolation distance processing functions for flight surveillance tasks, establish air traffic monitoring environment, flight conflict monitoring conditions, minimum flight isolation monitoring distance, etc., to build system monitoring function capabilities, environmental and process performance requirements. Third, is to identify functional, discipline, quality, and logical processing performance requirements that address the task landscape. The identification of this requirement is based on the system task target space and function processing content. It deals with system function processing variables, processing logic, and processing algorithms. It establishes functional domain, function quality, and logic processing performance requirements based on the task target, and supports the function processing type and organization and logical determination. For example, the flight interval management function of flight surveillance tasks establish air-traffic target aircraft position and trajectory monitoring, flight conflict monitoring and prediction, flight threats and collision avoidance alarms, etc., to build system monitoring capabilities, discipline capabilities, and quality and performance requirements. Fourth, is to identify the functional, discipline, and independent performance requirements for a task-oriented environment. The identification of this requirement is based on the system task space and functional discipline composition. Based on the functional areas of the system, conditions, and logic capabilities, it establishes functional independent targets, organizational and operational capabilities and performance based on task requirements, and supports independent operation, processing,

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and results. For example, the flight interval management function of flight surveillance tasks, the establishment of ADS-B air traffic aircraft condition monitoring functions, front-end aircraft interval monitoring and maintenance functions, and anticollision threat maneuvering capabilities, etc., are used to build performance requirements for system monitoring functions independent capabilities, operations, and results.

4.3.3 Task organization The task organization is based on objective requirements of task awareness, and the capability requirements of task identification to establish the current operation task organization for the current operating status of the system. That is to say, the task goal is to build task organization that is suitable for the application task requirements and system capabilities for the operational requirements of the flight application according to the task situation of the flight and the functional organization of the system. The task organization is mainly achieved through four ways: The first is the objective organization of task. That is to establish flight application task target architecture, and to organize the task status, capability, performance, and performance architecture based on flight plan task guidance, flight situation organization, flight environment constraints, and flight result requirements, to meet application requirements established by task awareness and task objective organization of task capacity requirements established by task identification. The second method is the capability organization of the task. That is the flight application task operation capability organization to establish application, organization, processing, execution capability architecture based on the application mode, the flight task processing event, the logical organization of the flight function, the operation of the flight process based on the requirements of the flight plan, and to meet the flight situation organization established by the task awareness. Task capability organization of task content organization is established by task identification. The third way is the environmental organization of the task. That is, the flight application task operating environment guarantees and constrains the organization, and establishes a domain, status, environment, and conditional organization system based on the plan target and result demand environment, task status and organization relationship, function discipline and logic processing, process procedure and operation mode, to meet the flight requirements of situation organization and task content organization task operating environment and conditional organization. Fourth, is task management organization. That is, the task composition, operation, and management modes of flight applications establish application-oriented task-oriented demand management models, taskoriented capability-based functional management models, task-oriented environmentmonitoring process management models, and task-oriented results-effective performance management models, and task management organization that satisfies the task content processing. The task organization architecture is shown in Fig. 4.8. 4.3.3.1 Task objective organization The task objective organization establishes task objective architecture flight applications and supports the operation and management of subsequent flight tasks. The task objective organization is to organize objective status, capabilities, performance, and performance architecture based on flight plan task guidance, flight situation organization, flight environment

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4. Integrated technology for the application tasks of the avionics system Task organization 1. 2. 3. 4.

The target organization that runs the task 1. Task status goal based on flight plan guidance 2. Task capability goal based on flight situation organization

3. Task effectiveness target based on flight environment constraints

4. Task performance goals based on flight outcome

Task target organization for application requirements Task-oriented organization Task-oriented environment organization for functional processing Task-oriented organization for operational status

Ability organization to run tasks

Environmental organization running tasks

1. Application capabilities for planning target needs

1. Result performance demand environment based

2. Organizational capabilities for task event processing

on planned goals

2. Organizational relationship demand environment based on task situation

3. Logic capabilities for functional areas of

3. Functional processing logic based on functional

expertise

4. Operational capability for process-oriented mode

expertise

4. Process mode based demand mode environment

benefits

Management organization running the task 1. Application management model for task target requirements

2. Functional management model for task-oriented organizations

3. Process management mode for task environment monitoring

4. Performance management model for task result validity

FIGURE 4.8

Task organization structure.

constraints, and flight result requirements, as well as to construct application requirement established by task awareness and task objective organization of task capability requirement established by task identification for analysis of flight application, according to task plan, situation, environment, and context relationships established by task awareness and task requirements, content, domains, and performance established by task identification. The composition of task objective organization is: First, is task status goals based on flight plan guidance that establish the expected objective of the current flight task for the current flight phase according to the flight task defined by the flight plan, and form the flight plan traction task objective through guidance and adjustment based on the flight plan according to the current flight environment. For example, during the approach and landing process, the flight management system builds the flight approach route based on the target airport and runway determined by the flight plan, determines the approach track calculation, and constructs the approach landing process goals and requirements for the airport environmental weather conditions and navigation modes. Second, based on the task status, the flight-based situation organization is a flight situation organization formed according to the current flight perception, that is, establishing the current target of flight task application according to the current flight application situation; determining the current task support target based on the flight capability situation; and at the same time, according to the flight constraints situation, determining the current flight task conditional limit target and forming a situation-driven task objective. For example, during the approach and landing process, the flight management system builds approach routes based on the airspace and runway scenarios of the airport and the traffic environment, and determines approach monitoring and warnings based on the meteorological conditions; then constructs approaches for airport takeoffs and landings; and forms approach landing process goals and requirements. Third, are the task effectiveness goals based on flight environment constraints. The flight environment constraint is a flight environment organization formed for the current flight perception, that is, according to the current flight phase, space traffic conditions, route meteorological conditions, flight management environment, establishing task requirements for the current flight environmentand determining flight task constraints based on the flight environment restrictions. The goal is to establish targets based on the environmental constraints and performance of the current

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task, and on the basis of constraints of the flight, form task objectives that are suitable for the flight environment. For example, in the approach landing process, the flight management system establishes the flight landing route and the request for the approach process according to the flight landing and approach phase requirements; the landing and approach process capability is determined according to the airport airspace and the runway traffic scenario; according to the airport and the runway meteorological conditions, flight landing and approach monitoring mode are constructed; and then the approach landing process goals and requirements are formed. Fourth, are task performance goals based on flight outcome requirements. The so-called flight-result demand is based on the application requirements of the flight task results formed by the current flight task identification. According to the current flight phase, flight environment, flight process, and flight management, the task result requirements of the current flight application are established, and the performance based on the flight application results is determined to be supported. Next, is the application and organization of follow-up tasks; the formation and management of follow-up tasks is based on the status of the current task. For example, in the approach landing process, the flight management system establishes the navigation mode of the landing and approach process according to the flight landing and approach phase requirements; calculates the flight status from the navigation task, calculates the landing and approach process route; and starts runway queuing tasks for landing and approaching processes; ultimately, the goal and requirements of the approach landing process are formed. 4.3.3.2 Task capability organization The task capability organization establishes operational capability organization of flight application tasks and supports the operation and guarantee of subsequent flight tasks. The task capability organization is to organize application modes, flight event, flight function logic, and flight process operation based on flight planning requirements. It is according to task plan, events, functions, and process organization established by task awareness, and task content, domain, environment, and conditions established by task identification. Thus it constructs a task capability organization that satisfies the task situation organization established by task awareness and the task content organization established by task identification. The composition of task capability organization is: First, is the application capabilities that are oriented to the plan objective requirement, that is, to build expected application capability of the current flight task for flight task content defined by flight plan according to task requirement of current flight phase; and to form environmental management capability of flight application for environmental awareness and processing requirement according to the current flight environment. For example, for the airport surface taxiing task, the flight management system constructs the taxi request and start task, and establishes the taxi airport surface map guidance capability, taxiing position reporting capability, and taxi path monitoring capability according to the takeoff requirement and the runway determined by the flight plan; meanwhile, it establishes taxi visual enhancement monitoring capabilities and builds airport surface taxiing process capacity organization and requirements for the low visibility environment. Second, is the organizational capabilities of task-oriented event processing. The so-called flight task is the flight event processing method. That is, according to the current flight phase and flight status, the flight event faced by the current flight process is determined, the environmental conditions of the flight event are established, and the flight event processing method is determined to

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form a processing capability covering all flight events. For example, during the cruising process, the flight management system establishes the minimum flight interval based on the distance command from the ground air traffic control according to the front-end target aircraft status provided by the traffic information system, and maintains the minimum flight interval to maintain the flight at intervals. Third, is the logical capabilities for functional discipline areas. The so-called functional special field competence is the system function operation field and discipline processing ability in the flight process. That is, according to the task of the current flight process, the functional composition of the current task is determined; by determining each functional logic operation field, the functional operating field combination of the task covers the space of the task; the functional logic processing capability is clearly defined, and the functional result of the task is spatially combined in the flight task results form requirements. For example, based on the flight path of the track, the flight management task establishes the flight status and action space according to the system navigation function, monitors the flight status and parameter accuracy space according to the system ADS-B monitoring broadcast function, and establishes the traffic status and target track space according to the system CDTI display function. Flight based on flight paths covers the task space and result form requirements by combining the operational areas of all the constituent functions and the resulting space. Fourth, is the operational capability of the process-oriented processing model. The so-called process operation capability is the operational process of the system function logic in the flight process, and it is the independent processing operation process of the link system function processing and the system operation platform, such as information processing process, format conversion process, performance calculation process, input/output process, etc. and through the determination of each process standard, to build the process space and capabilities of all functional areas covering the system to support the realization of functional logic organization. For example, in the display function of the traffic management process traffic situation, the navigation displays guidance function, the flight isolation monitoring display function, etc., establish the target track calculation process, ADS-B flight status report broadcast transmission process, airspace data chain interactive message transmission processes, as well as information display and response organization processes, covering system functional process organization and capability requirements. 4.3.3.3 Task environmental organization The task environmental organization establishes flight application task operating environment assurance and constraint organization and supports the flight task operating environment conditions and constraint-limited management. The task environmental organization is to organize the field, status, environment, and conditional organization architecture based on the plan objectives and results requirement environment, task situation and organizational relations, functional discipline and logical processing, and process procedures and operation mode, and to establish task operating environment and conditional organization that meet the flight situation organization and the task content organization for the operational requirements of current flight task according to task situation established by task awareness, and task capabilities established by task identification. The composition of task environmental organization is: First is results performance requirements environment based on the planned goals, that is to establish result requirements adapted to environmental conditions based on plan objectives; and to establish result formalism requirements of flight task for flight

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task content defined by flight plan according to expected result requirements of flight task; and to establish result performance requirements of flight task for environmental awareness and processing scope according to the current flight environment. For example, the flight management system determines flight navigation modes and provides navigation parameters according to the definition and division of the flight phases. At the same time, it determines the parameters performance and integrity requirements of the navigation according to the current flight environment and conditions, and realizes the integrated navigation guidance function of parameter weights with different environmental conditions. Second, based on the task situation, the organizational relationship sets environment requirements. The so-called performance-based environment of the task situation organization is based on the task situation, for the elemental composition, determines the cross-linked relationship, and establishes the organizational requirements for adaptation. That is, according to the content of the task situation, the flight application ability, application constraints, and application conditions are established according to the relationship between the task elements. At the same time, according to the current flight environment, the situational weight and weight relationship organization is determined according to the environment perception and processing limitation, and the task status driving ability is formed. For example, the flight interval management task defines the monitoring requirements according to the flight phase, determines the flight traffic environment monitoring task status, the monitoring requirements for the target aircraft in the traffic environment, and the target aircraft flight trajectory according to the flight environment conditions and the current flight monitoring instructions, to achieve the ability to maintain a designated front-end aircraft flight interval. The third part of the organization is based on functional discipline logic to deal with the demand environment. The so-called functional environment-based logic processing requirement is based on the functional composition of the task. For the functional processing environment, the task environment requirements based on functional organization are established. That is, according to the functional organization content of the task, and the logic processing conditions of each function, the function logic capability, processing constraints, and operating conditions are established. At the same time, according to the current flight environment, the task function processing logic and domain organization are determined for the functional domain and scope limitation, to form the task function processing environment and constraints. For example, in the approach process, according to the requirements of the navigation function, the guidance parameters of the approach process are displayed. At the same time, based on the infrared visibility surface display, the guidance weights of the function parameters are determined based on the infrared visibility surface conditions, and the functional environment conditions are formed. Fourth, based on the process program operating mode requirements environment, the so-called process model-based operating mode requirement environment is set up on the basis of the functional composition of the task, and for the process organization of functional processing, establishes the environmental requirements based on process organization and operation. That is, according to the process organization content of the flight function, and the conditions of each process operation mode, the process capability, operating conditions, and operational constraints are established. At the same time, according to the current flight environment, the function processing logic and the process

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operation organization are determined for process operation and scope limitation, forming the functional requirements of the process environment and constraints. For example, the navigation function requires that the airborne area navigation capability (RNAV) and the RNP capabilities are determined according to the current flight phase; and the navigation guidance mode based on the current process organization environment is established for the current flight environment and the assisted navigation enhancement mode. 4.3.3.4 Task management organization The task management organization establishes the flight application task composition, operation and management modes, and supports the operation management of flight task objectives, capabilities, conditions, and performance. The task management organization is to organize application management mode oriented to task objective requirement, function management mode oriented to task capability organization, process management mode oriented to task environment monitoring, performance management mode oriented to task result effectiveness and to build task management organization that meets flight task scenario and task content processing for the current flight task composition according to task scenarios established by task awareness and task contents established by task identification. The composition of task management organization is: First, is application management mode that is oriented to task objective requirement, that is, to establish flight operation status and realize flight application management for the current flight environment based on the flight task capability, and to establish the processing and management requirements of flight task events for flight task content according to the composition of flight task events. At the same time, the task application mode and management requirements for the conditions of the task events activity according to the current flight environment are formed. For example, the flight surveillance system determines the flight traffic environment surveillance mode for flight task content according to the flight phase and traffic environment; determines the constraints of the flight conflict event for the flight route surveillance function; surveils the flight threat event, determines the collision threat warning, and realizes application conflict prediction and collision avoidance alarm management modes of surveillance task objective requirements for the minimum flight interval requirement. Second is the functional management model of task-oriented capacity organization. The so-called task-oriented ability is based on the composition of the planned task, and for the functional organization of the task, establishing a system function operation mode to achieve the function running status and management. That is, according to the function organization mode of the task, according to the logical organization of each function, the function processing mode and status are established; at the same time, based on the current flight environment, a task-based capability management model is formed according to the task activity conditions. For example, the airport surface taxi task management, according to the function of the airport surface map guidance, for the taxi position monitoring ADS-B function operation, establishes the taxi guidance function of the airport map area movement display based on the aircraft position, forms the display, monitoring, map database association, and management mode. Third is the process management mode for task environment monitoring. The so-called taskoriented environment monitoring is based on the task operating conditions, the functional organization of the task, established system function processing conditions and environmental monitoring, to achieve task management. That is, according to the function organization

4.4 Flight task operation and management

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mode of the task, according to the logic condition of each function, the function processing mode requirements are established. At the same time, according to the current flight environment, the functional management mode based on the task environment is formed for the functional processing conditions. For example, airport surface taxiing task management, according to the objectives of takeoff management tasks, and the taxi route guidance function, establishes a taxi visual enhancement display capability for airport environmental weather conditions, establishes plane slip point report transmission management, and guides aircraft and takeoff sorting. Fourth, a performance management model addresses the effectiveness of task results. The so-called task-oriented result effectiveness management is based on the application performance requirements of the planned tasks, and for the functional processing performance conditions, a system function processing performance requirement is established, performance monitoring of the performance processing results is achieved, and the application quality requirements of the task are met. That is, according to the flight task application mode, the functional processing performance requirements are determined according to the function processing logic of the task event; and according to the current flight environment, the environmental management mode that satisfies the functional processing effectiveness is determined for the functional processing conditions. For example, when there is airport low visibility at takeoff, according to airport environmental weather conditions, the airport runway sorting management and the runway initial point arrival time requirements establish visual augmentation glide route guidance performance and support runway initial point report transmission to establish aircraft departure management.

4.4 Flight task operation and management Flight task management is the management of the flight application organization and operation status. Flight operation management consists of flight plan operation management mode, flight operation environment management, and flight operation task management mode. The flight plan operation management mode is flight operation guidance management mode oriented to the requirements of the plan. The flight operation management establishes the flight plan development guidance mode oriented to the target requirements of the flight plan through analyzing the current flight plan operation status and execution status. The flight plan guidance mode consists of requirement guidance mode based on current flight plan, operation situation guidance mode based on current flight plan, and operation status guidance mode based on current flight plan. The requirement guidance mode based on current flight plan establishes dynamic flight plan organization of the initial flight plan objective guidance, guides the follow-up flight operation management for the target requirements oriented to the flight plan according to the ability of the current flight plan execution status to support the initial flight plan target. Operation situation guidance mode based on current flight plan establishes the dynamic flight plan organization guided by the flight plan situation, and the capacity needs and task organization guided by situation supports dynamic flight task capability operation management for capability mode of the flight plan according to the goals, capabilities, and conditions of the flight development trend established by the current flight plan capability organization; operation status guidance mode based on current flight plan establishes the dynamic flight task related organization guided by the flight plan

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4. Integrated technology for the application tasks of the avionics system

status and supports the dynamic flight task operation management based on the plan operation status for the execution status of the flight plan, according to the flight task, process, and status associated with the execution status of the current flight plan. Flight operation environment management is operation flight task guidance management mode that is oriented to environmental constraints. Flight operation management establishes flight environment adaptation management model oriented to flight operation environment and conditions through analyzing current flight environment conditions and operational constraints. The flight environment adaptation management mode consists of constraint condition mode based on current flight phase, scenario coordination mode based on current flight traffic, and condition driven mode based on current flight environment. The constraint condition mode based on current flight phase establishes development trend organization based on the current flight environment and supports flight organization and management in compliance with the flight plan situation and that meets environmental constraints for the status and environmental conditions of the flight operation phase, according to the flight plan operation development driven model and target requirements. Scenario coordination mode based on current flight traffic establishes flight management mode based on the current flight traffic environment conditions and meets the flight management requirements of current flight traffic environment constraints for the flight plan execution status and the current flight airspace traffic situation status, according to the current airspace traffic scenario and flight status. Condition driven mode based on current flight environment is based on the flight environment conditions, the events based on the environmental conditions are clearly defined, the flight environment constraints and event processing requirements are determined, and the flight events that meet the requirements of the corresponding tasks based on the current flight environment are established to support meeting the environmental constraints for task organization and management. Flight task status management is flight operation guidance management mode that is oriented to task operation status. The flight operation management establishes the flight task organization and operation management mode oriented to flight tasks and conditions through analyzing the type, target, capability, and result status of the current flight task operation. The flight task organization and operation management mode consists of situation organization mode based on the current flight task, condition organization mode based on the current flight task, and process organization mode based on the current flight task; and situation organization mode based on the current flight task establishes the flight task organization based on the development situation trend guidance of the flight task and meets and ensures the current flight task operation organization and management requirements for the implementation status of the current flight plan driven by the objective development of the flight plan tasks, according to the task capability organization requirements of different flight phases. Situation organization mode is based on the current flight task, according to the current flight task execution status environment feature requirements, and based on the current different flight environment characteristics and performance requirements and the environment-oriented flight process, the current environment condition constraint and process performance management mode are established to satisfy the requirements. Task organization and management are based on current task status conditions. Based on the current task organization mode for the current flight task organization of the flight process requirements, according to the current different flight process characteristics task discipline process capability, it

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4.4 Flight task operation and management

establishes the task process performance and quality requirements. It also supports the conditions of current task operation and conditions of the process capability and performance, to ensure that process organization and management based on current task status conditions are met. Task operation and flight management are shown in Fig. 4.9.

4.4.1 Current flight plan operation management Flight applications are based on the organization of the flight plan. All flight applications are planned in advance. However, due to the complexity of the flight process, the planning of prior flight applications must be adjusted or changed for the current flight environment constraints. This is the current flight plan operation management. Therefore, for flight operation management, the first consideration is the management based on flight plan execution. The execution management based on the current flight plan is flight operation plan management mode. The flight plan operation management is mainly based on the current flight plan operation, support and execution status, establishes flight objectives, environment, and process organization for the organization of the flight plan: the adjustment of the current flight conditions; the determination of the flight requirements, through the analysis and prediction of the flight path; and the organization and assessment of the route environment. The operation management based on the flight plan is composed of requirement guidance mode based on the current flight plan and situation guidance mode based on the current flight plan. This

Current flight plan operation management 1. Run demand guidance mode based on current flight plan 2. Operational guidance mode based on current flight plan 3. Run status boot mode based on current flight paln

Current flight environment operation management 1. Driving mode based on current flight environment situation 2. Collaborative mode based on current flight traffic situtation 3. Based on current flight hazard emergency treatment mode

Current task managemnet 1. Organizational model based on current flight situation 2. Organizational model based on current task environmental 3. Reconstructing organizational patterns based on current tasks

Flight environment drive management

Flight plan drive management

Flight task drive management

Task operation and flight management

Task space

Task ability

Task form

Task awareness

Task identification

Task organization

1. Situtation-based task target perception 2. Environment-based task capability awareness 3. Scene-based task space 4. Status-based task condition awareness

1. Task type identification based on application target 2. Task activity recognition based on application capability 3. Application-based task area recognition 4.Task result recognition based on task conditions

1. Task plan based on target requirements 2. Task relationship based on activity coordination 3. Task-based task conditions 4.Task range based on operational procedures

FIGURE 4.9

Task operation and flight management.

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4. Integrated technology for the application tasks of the avionics system

guidance mode of flight plan is to establish comprehensive, real-time, and dynamic flight plan organization and management from the different perspectives, different sides, and different priorities, through cooperation of pilots with air traffic controllers and airlines. The organization composition of the flight plan is shown in Fig. 4.10. Current flight plan management is the primary task of flight management. During the flight, we first consider the current flight plan execution status and hope to maintain, extend, or minimize the flight plan as far as possible under the current environment, and build follow-up flight task. This is the connotation and thinking of the current flight plan management. According to this connotation and logic, the current flight plan management is mainly composed of operation requirement guidance mode based on the current flight plan, situation guidance mode based on the current flight plan, and operation status guidance model based on the current plan. The operation requirement guidance mode based on the current flight plan is based on implementation of the current flight plan and meets the follow-up task organization of the current flight plan requirements as much as possible through analyzing next-step development trend based on the current flight plan operation situation. The situation guidance mode based on the current flight plan is based on the trend of various demand organizations in the current flight plan, and it will guide the next-step development trend based on the current flight plan operation situation and guide the follow-up task organization that conforms to the development trend of the flight plan as much as possible. The operation status guidance model based on the current plan is on the basis of the current status of the flight plan execution, by analyzing the current status of the flight plan based on the status of execution of the next step, to guide as much as possible to support the current status of the flight plan mode and smooth over the follow-up tasks organization.

Current flight plan operation management 1. Building a demand-guided model based on the current flight paln for the current flight plan operation process 2. Building a situational guidance model based on current flight plans for current flight plan support capabilities 3. Deviate the guidance mode based on the current flight plan for the current flight plan operating status

Run demand guidance mode based on current flight plan 1. Determine the follow-up task target requirements for the current flight plan completion results 2. Determine the follow-on task capability requirements for the current flight plan completion format 3. Determine the follow-up task requirements for the current flight plan completion status 4. Determine the performace requirements of subsequent tasks for the current flight plan completion conditions

Run status lead mode based on current flight plan

Operational guidance mode based on current flight plan 1. Target the development trend of the current flight plan situation and determine the target requirements for subsequent tasks. 2. Identify the capabilities of subsequent tasks for the organization of the current flight plan situation. 3. Determine the operational space for subsequent tasks in response to the field of action of the current flight plan situation.

1. Determine the subsequent flight status maintenance task requirements for the current flight plan compliance status 2. Determine the requirements of subsequent flight adjustment task for the current flight plan operating offset status 3. Determine the requirements for subsequent flight reorganization task for the conflict status of the current flight plan operation

4. Determine the performance of the subsequent tasks on the qualifications of the current flight plan situation.

4. Determine the requirements for subsequent flight emergency tasks for the threat status of the current flight plan operation

FIGURE 4.10

Flight plan operation and management.

4.4 Flight task operation and management

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4.4.1.1 Requirement guidance mode based on current flight plan The requirement guidance mode based on the current flight plan is the target demand oriented to the flight plan and the flight guidance mode for the current flight plan operation status. The core of guidance mode based on the current flight plan is to focus on the support relationship between the current flight plan execution status and the initial flight plan target requirements. That is, the current flight plan guidance status is based on the current flight plan execution status, analyzes the gap between the current flight plan execution status and the original flight plan, defines the target requirements of the initial flight plan, analyzes the current flight status support capability, and analyzes the current flight environment constraint condition, and through the coordination of pilots with air traffic controllers and airlines, forms dynamic flight plan organization guided by the goals of the initial flight plan to meet the initial flight plan requirements as far as possible. The main task of the requirement guidance mode based on the current flight plan is to determine the target requirements of the subsequent flight task for the current flight plan completion results; determine the subsequent flight task capability requirements for the current flight plan completion form; determine the follow-up flight task act requirements for the current flight plan completion status; and determine the performance requirements of subsequent flight tasks for the current flight plan completion conditions. For example, during the airspace flight process, the flight management system (FMS) mainly aims at the organization and execution status of the flight plan, determines the goals and requirements of the navigation during the flight process, and determines the current flight position, altitude, speed, and heading based on the current navigation mode and accuracy. According to the current flight status, the calculation and analysis of the flight trajectory are carried out; finally, the flight management and guidance are completed according to the above completion results. 4.4.1.2 Situational guidance mode based on current flight plan The core of the situation guidance mode based on the current flight plan is to focus on the objectives, capabilities, and conditions of flight guidance mode of the flight development trend established by the current flight plan execution status. That is, the current flight plan situation guidance mode is based on the current flight plan execution status, and analyzes the relationship between the current flight plan execution status and the original flight plan goals, identifies the current flight target requirement and development requirements, and establishes targets and capabilities based on the current development trend and environmental organizations, anticipates the result status of the current development situation, analyzes the requirements and benefits of the expected results, and through pilots coordinates with the air traffic controllers and airlines to form dynamic flight plan organization guided by the situation of the flight plan and to support the dynamics flight operation management based on the status of flight plan execution. The main task of the situation guidance mode based on the current flight plan is to determine the target requirements for the follow-up flight tasks for the current development trend of the flight plan; determine the capability composition of the follow-up flight tasks for the factor organization of the current flight plan situation; determine the operational composition of followup flight tasks for the area of influence of the flight plan situation; and determine the resulting performance of subsequent tasks for the constraints of the current flight plan situation.

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4. Integrated technology for the application tasks of the avionics system

Take the FMS as an example to let everyone understand the difference between them. During flight in the airspace, the FMS establishes flight plan mode, navigation mode, route coordination mode, environmental surveillance mode, and flight status mode through the flight plan management, which constitutes the situation organization of the flight process. On the basis of this situation, the flight management system organizes and deduces the parameters of flight planning, FMS achieves flight target, capability, and relationship balance for trajectory calculation and flight plane and vertical guidance tasks through parameter organization and derivation of flight plan, navigation accuracy, flight isolation, flight status goals, capabilities, and relationships. 4.4.1.3 Operation status guidance mode based on the current flight plan The core of operation status guidance mode based on the current flight plan is to focus on flight guidance mode that considers the compliance, offsets, conflicts, and threat status management between current flight plan execution plans and flight plan. That is, according to the current flight plan execution status, the current flight plan operation status guidance mode first analyzes the compliance of the current situation of the flight plan execution status with the original flight plan target goal, and then specifies the maintenance of the further flight plan; if the compliance exceeds the tolerance requirement, the operation status guidance mode analyzes the deviation of planning elements of the current flight plan execution status from the original flight plan and clarifies the improvement of the further flight plan. If flight route conflict exists, it analyzes the conflict between the current flight plan execution status and the original flight planned route, and makes further adjustments to the flight plan. If there are flight threats and warnings, it analyzes the threat status of the current flight plan execution status and the planned status of the original flight plan, and defines the emergency tasks of the further flight plan. The main task of the operation status guidance mode based on the current flight plan is to determine the requirements of the subsequent flight maintenance tasks for the current status of the flight plan operation; determine the follow-up flight adjustment task requirements for the current status of the flight plan operation offset; consider the current flight plan and the conflict status of the operation to determine the requirements for follow-up flight reorganization tasks; and determine the requirements of subsequent flight emergency tasks for the threat status of the current flight plan operation. In order to better explain the differences between them, take the FMS as an example. During flight operations in the airspace, the FMS, through managing and analyzing the flight plan to clarify the current flight plan effectiveness, determines the availability of air control status reports and continuous flight requests. If the FMS finds flight path deviations, it will determine whether to provide a ATC flight status offset report and task adjustment request. If the FMS finds flight path conflict, it will determine whether to provide ATC flight status conflict report and task reorganization request. If the FMS finds airspace threat warnings, it will determine whether to provide the flight control status and threat status reports and task coordination requests. Due to the complexity of the task of collaborative processing of air ground task, we will only briefly describe the process for the above examples.

4.4 Flight task operation and management

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4.4.2 Current flight environment operation management The flight process is based on the organization of the flight environment. That is, all flight processes are defined by the current flight environment. Regardless of how the flight plan is organized and what kind of requirements the flight application has, what kind of capabilities the flight task has, the final flight process organization must meet the requirements of the flight environment. This is the operational management of the current flight environment. The current flight environment operation management is an important part of flight management. For flight operation management, it is known that during the flight process, the support capabilities of the current flight environment and flight plan tasks must be considered, but it is possible that the task organization closest to the flight plan under the current environmental constraints will build follow-up flight tasks. This is the thinking of the current operation management of the flight environment. According to this thinking, the current operation management of the flight environment is flight plan task management method based on environmental capabilities. The so-called operation management based on the flight environment is mainly based on the current operation situation of the flight plan, the air traffic situation, the organization and management of environmental constraints, and determines the operation, organization, and surveillance of the flight process and constructs adjustment and situation organization of the flight environment for the operational status, goals, and environment of the flight, based on the analysis of flight status and results, through the organization and assessment of the flight environment flight situation, establishes flight target, environment, and process organization based on the new flight environment. The current task structure of flight environment operation management is shown in Fig. 4.11. For flight operation management, on the basis of the requirements of the flight plan, firstly based on the current flight phase, the requirements and constraints of the flight phase are

FIGURE 4.11

Flight plan operation and management.

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4. Integrated technology for the application tasks of the avionics system

identified, including the capacity organization and performance requirements of the flight phase, such as the navigation environment and surveillance environment and display enhanced environment of the approach process, to build environmental conditions that meet and support the capabilities and objectives of the flight phase; secondly, for the airspace where the flight is located, define the air traffic scenario of the airspace, including the flight flow and management rules of the airspace, such as front airspace traffic situation, safety intervals and threat warnings, etc., to build traffic environment and rules that meet and support the flight airspace; and also for the route of current flight planning to clarify the status and environment of the air route, including the path composition and environment of the air route, such as the previous waypoint, and the current flight planning route, required arrival time, route conflict and navigation error, etc., to build organization and coordination that meet and support the planned route. Therefore, the current flight environment operation management is to analyze, identify, and manage the environmental adaptability based on the flight plan task for the above flight environment, and establish the flight task objectives, capabilities, and process organization that are required by the current flight environment based on flight planning tasks through the compliance maintenance, violation limitation, conflict adjustment, and adaptation management of the flight plan for the current flight environment. The current operational management of the flight environment consists of constraint condition mode based on current flight phase, scenario coordination mode based on current flight traffic, and condition driven mode based on current flight environment. These three models, from different perspectives, different aspects, and different priorities, through pilot work together with air traffic controllers and airlines establish integrated, real-time, and dynamic flight environment organization and management. 4.4.2.1 Constraints condition mode based on current flight phase Constraints condition mode based on the current flight phase is the task requirement organization mode based on the current flight phase. The core of constraints condition mode based on the current flight phase is to focus on the flight objectives and task composition of the current flight phase based on the planned operational status, that is, according to the composition of the flight phase established by the operational status of the flight plan, such as route requirements, required arrival time, takeoff climb mode, navigation capability and mode, minimum flight safety interval, etc., while the flight phase management is based on the flight plan requirements according to the current flight environment, complete relevant management activities such as organization, processing, surveillance, coordination, and decision for the task configuration of the current flight phase. Constraints condition mode based on the current flight phase analyzes the current flight phase characteristics and flight clearances clarify the task configuration of the current flight phase according to the current flight plan execution status; establishes the current task awareness according to the task organization of the task configuration, such as navigation (flight position), surveillance (environmental status), communication (task instruction), etc.; analyzes and calculates next-step task activities such as route, track, conflict, time, etc.; and constructs and coordinates follow-up tasks and operation permission. The main tasks of constraints condition mode based on the current flight phases are: to determine the organization and composition of the follow-up flight task for the characteristics requirements of the current flight phase; to determine the content and scope of the follow-up flight task for the application function of the

4.4 Flight task operation and management

215

current flight phase; to determine the ability and performance of subsequent flight task for the environment condition of the current flight phase; and to determine the operations and results of subsequent flight tasks for the flight process of the current flight phase. For example, during the takeoff process, constraints condition mode based on the current flight phase completes the flight status task processing (navigation, monitoring, communication) for the current flight plan execution status according to the current air traffic situation and the surrounding environment; anticipates current planned route conflicts, through flight position, altitude, speed, heading analysis, and determines flight process constraints and establishes flight plan organization and adjustment requirements according to calculated track and route meteorological conditions; and forms constraints condition and plan organization based on the current flight environment and establishes the best constraints that meet or satisfy the current flight environment through pilot-to-air controller and airline coordination. 4.4.2.2 Collaborative mode based on current flight traffic scenarios The core of the collaborative mode based on current flight traffic scenarios is to focus on the current collaborative work mode of flight airspace traffic scenarios. It is known that all flights are planned, but during the flight, the flight plan must adapt and meet the requirements of the air traffic management of the airspace. That is, the flight process must be organized under the constraints of the air traffic scenario to the flight planning process. The collaborative mode based on the current flight traffic scenario firstly determines the flight traffic scenario status and the surrounding environment, and then calculates and plans the current airspace traffic management, analyzes the meteorological conditions of the route, avoids collisions in the route, establishes flight request based on the current environment according to its own flight status (position, altitude, speed, heading, and the current flight plan execution status), and then, through the cooperation of the pilot with the air traffic controller and the airline, forms flight management mode based on the current traffic environment and meets the flight management requirements of the current traffic environment constraints. The main tasks of the collaborative mode based on the current traffic scenarios are: the air-ground collaboration determines the following flight path planning tasks for the current airspace traffic capability; air-ground collaboration determines the follow-up flight interval guarantee tasks for the current airspace traffic flow; air-ground collaboration determines the follow-up flight safety isolation task for the current flight airspace traffic safety; and air-ground collaboration determines the followup flight emergency alert task for the current flight airspace traffic threat. For example, during the cruise process, the current collaborative mode based on the flight traffic scenario through the current flight environment surveillance to determine the current air traffic information is based on the environmental situation awareness; through the current flight navigation process, the flight position, heading and speed are established, and the flight status is determined; the flight plan analysis will clarify the execution status of the flight plan and establish the followup plan flight task; through the air ground communication, it will coordinate the conditions based on the current flight environment and support plan requirements to establish the best task organization that meets or satisfies the current flight environment constraints. 4.4.2.3 Conditions driven mode based on current flight environment The core of the conditions driven mode based on current flight environment is to focus on the current flight environment condition event response mode. It is known that all flights

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are planned in advance, but due to the large number of events that take place during the flight, the vast majority of events are unpredictable. These events must require flight response, often affect the flight plan, and cause adjustment or modification of the plan. This is the sentence that says “plans cannot keep up with changes.” An important task of flight operations management is how to respond to changes in the current flight environment or how to respond to flight environmental conditions. The conditions driven mode based on current flight environment is based on the current flight plan execution status and analyzes the current special event status according to the current air traffic situation and the surrounding environment. For example, in the environment awareness task, the route deviation or the route conflict event, navigation accuracy benefits or good events, surveillance of flight minimum separation or flight interval events in an environment, and the display of flight threats or alarm events must all be responded to in order to meet flight safety requirements. However, the above events and many unlisted events will have an impact on the flight plan. Therefore, it is necessary to establish the conditions driven mode based on current flight environment to support the response of various environmental events and form the follow-up task organization requirements. The main task of the conditions driven mode based on current flight environment is to determine the process condition requirements for the subsequent flight task for the current flight airspace environmental conditions, and to determine the collaborative decision requirements for the subsequent flight task based on the current flight route environmental conditions; to determine the safety monitoring requirements for the follow-up tasks for the current flight safety environment conditions; and to determine the capability organization requirements for the subsequent tasks for the current flight process environmental conditions. For example, in the course of cruise flight, the FMS establishes the follow-up task organization requirements according to the current airspace environmental conditions and the task instructions issued by the ground air traffic control; establishes the follow-up flight task according to the route deviation status and the current route requirements and determines the safety response requirements of subsequent flight tasks according to the current flight environment and the safety status given by the surveillance system; and establishes other (such as visual enhancement, etc.) follow-up flight task requirements according to the requirements of the flight objectives, and the current environmental conditions.

4.4.3 Current flight task operation management The flight process is based on the operation and management of the flight task. In other words, all operations of flight processes require management and control. Since the flight plan is organized in advance, the flight environment changes in real time, and the flight task is oriented to specific events. Therefore, the flight task operation must be based on the requirement of the flight plan, and completes the organization, implementation, and control of the flight task according to the status of the flight task and the events of the flight environment. During the flight process, any task organization and scheduling are based on the current flight task operation. That is to say, the current flight task operation status determines the organization and operation of follow-up tasks. This is the current task operation management. The current flight task management is an important part of flight management. Under the current support conditions of flight environment and flight plan task, the current flight task operation management is based on the current operating task status to establish a target

217

4.4 Flight task operation and management

that is compliance with the current flight plan and to meet the current flight environment conditions, to support the organization and operation management of the subsequent tasks of the current flight task status. This is thinking based on operation and management of flight tasks. According to this thinking, operation and management based on flight tasks is task operation management method on the basis of the flight plan and environmental capabilities. The task operation management mode is mainly for the current flight task operation organization, to establish organization mode based on the current flight task situation; for the current flight task operating conditions, to establish organization mode based on the current flight task environment; and for the current flight task operation event, to establish organization mode based on the current flight task process. The current organizational structure of flight task operations management is shown in Fig. 4.12. 4.4.3.1 Status management mode based on the current flight task Status management based on the current task is management method oriented to flight task capability and operating conditions. The flight task status management is mainly based on the current flight task operation composition, fields and types, and according to the flight task organization, environment and conditions, and the flight task objectives, capabilities and processes, establishes the development requirements of the flight task, that is, objectives, elements, capabilities, status, for the operating environment, status and situation; determines the development environment situation of the flight task, that is, scope, time, conditions and constraints; clarifies the implementation path situation of the flight task, that is, logic, scope, performance and results; determines the development requirement of the flight task; and establishes development goals, environment, capabilities, and process organization of the flight task through the flight task development situation assessment. The operation management based on flight tasks consists of situation organizational mode based on the current

Current task management 1. For the current task running organization, establish an organizational model based on the current task situation 2. Based on the current flight task operating conditions, establish an organizational model based on the current task environment 3. Establish an organizational model based on the current task process for the current task operational event

Organizational model based on current flight situation 1. Determine the follow-up task objectives for the current trend of the task situation. 2. Determine the type of follow-on task for the elements of the current task situation. 3. Determine the ability of subsequent tasks for the organization of the current task situation. 4. Determine the subsequent task conditions for the area of the current task situation.

FIGURE 4.12

Organize patterns based on current flight conditions 1. The subsequent flight operation mode is determined for the application conditions of the current task. 2. Determine the operational capability of the subsequent tasks based on the organizational conditions of the current tasks. 3. The operating range of the subsequent tasks is determined for the operating conditions of the current task. 4. The operational organizational of the subsequent task is determined for the outcome condition of the current tasks.

Organizational model based on current task process 1. The type of subsequent task process is determined for the field of action of the current task 2. The ability of the subsequent task process is determind for the mode of action of the current task. 3. Determine the quality of the subsequent task process for the current flight task conditions. 4. The outcome of the subsequent task process is determined for the role of the current task.

Flight plan operations and management organization.

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4. Integrated technology for the application tasks of the avionics system

flight task, condition organizational mode based on the current flight task, and process organizational mode based on the current flight task. These three kinds of flight plan are developed from different perspectives, different sides, and different priorities, through the pilot in collaboration with air traffic controllers and airlines to establish comprehensive, real-time and dynamic flight task organization and management. 4.4.3.2 Situation organization mode based on the current flight task Situation organization mode based on the current flight task is an operational plan and task operation status organization mode oriented to flight tasks. The core of the situation organizational mode based on the current flight task is to focus on the goal development of the flight plan task situation, that is, according to the current flight plan execution status, and for the current different flight phases, such as taxi, takeoff, cruise, descend and approach phases, and for the organization requirements of the flight capability of different flight phases, such as navigation accuracy, safety interval, visual enhancement, etc. Through flight task organization, such as flight guidance, isolation and maintenance, visual landing, etc., to analyze current execution capabilities and organizational requirements, to establish task operation requirements and development trends, and analyze task orientation, environment, and activities and constraint based on the development trend of flight tasks, to establish task objectives, capabilities, conditions, and process organization based on the development status of the flight task. Through the cooperation of pilots with air traffic controllers and airlines, form flight situation organization guided by the current flight execution mode and to meet and guarantee the current task operation organization and management requirements. The main tasks of situation mode based on the current flight task are: to determine the subsequent flight task objectives for the trend of the current flight task situation; to determine the type of subsequent flight task for the elements of the current task situation; to determine the capability of the subsequent flight task for the organization of the current task status; and to determine the conditions of subsequent tasks for the range of the current flight task situation. For example, during the approach process, the FMS organizes the communication tasks according to the features of the approach process and completes the approach process coordination; through the navigation task, it supports the approach process track calculation; through the monitoring task, it achieves the front aircraft flight interval; through the display of tasks, it realizes the visual enhancement of approach and landing processes; and through flight management tasks, it performs coordination, control, and exchange of responsibilities for the approach process. 4.4.3.3 Condition organization mode based on the current flight task Condition organization mode based on the current flight task is the operating condition support capability and guidance mode oriented to flight tasks. The core of the conditions organization based on the current flight task is to focus on the task organization mode of the characteristics and conditional capabilities of the current flight process environment. The flight task condition organization mode is based on different current flight processes, such as flight guidance process, landing approach process, visual organization process, lowvisibility flight process, etc., for different flight process environment characteristics and performance requirements, such as cruise, approach navigation accuracy, minimum flight interval, minimum safety interval, visual enhancement, etc., and through flight process organization oriented to environmental features such as interval display, isolation and

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maintenance, collision warning, visual management, etc., analyze management capabilities based on current flight environment and airspace, clearly enhance and guide the organization, establish management mode based on the current task conditions and constraints; and through the pilot in collaboration with air traffic controllers and airlines to form task management requirements based on the current environment, to meet the requirements of flight task organization management. The main tasks of the conditions organization mode based on the current flight task are: to determine the operation mode of the subsequent task for the current application conditions of the task; to determine the operational capability of the subsequent task for the organization conditions of the current task; to determine the subsequent operation scope of the current task for the operation condition of the current task; and to determine the operational organization of the task for the results condition of the current task. For example, during the instrument landing process of the landing process, the landing process task is visually observed. Firstly, the FMS establishes the landing trajectory through the flight management task, determines the current flight landing status through the navigation task, and clearly determines the landing route environment through the surveillance task; establishes the visual range and capabilities through the display of tasks; and establishes conversion allowance and authority responsibility through the coordination with air traffic control. 4.4.3.4 Process organization mode based on the current flight task Process organization mode based on the current flight task is operating status and process guidance mode oriented to flight task. The core of the process organization based on the current task is to focus on the composition and operation management of the flight task. The flight task process organization mode is based on current different flight tasks, such as the surveillance task of the cruise phase, and for the environmental characteristics and performance requirements of different flight phases (such as cruise phases), including route deviation, minimum flight isolation, minimum flight interval maintenance, etc., through process organization oriented to tasks: such as position calculation, status communication, distance detection, traffic display, etc., to analysis organization and capabilities based on the current task and process, such as flight deviation, flight threats, collision alarms, etc.; support the process guidance of tasks, such as the cockpit traffic information display, air-to-air flight status exchange, air-ground information exchange and decision, etc.; establish constraints and process performance management mode based on the current process environment; form organization and management requirement oriented to the current task and process, to meet the task organization and flight process management requirements. The main tasks of process organization mode based on the current task are: to determine the type of subsequent task for the current task act area; to determine the subsequent task capability for the current task act mode; to determine the quality of subsequent tasks for the current task act condition; and to determine the outcome of the subsequent tasks for the act role of the current task, for example, the process organization of flight surveillance tasks. The flight surveillance task firstly determines the current flight phase according to the objectives and routes determined by the flight plan, and clearly defines the task composition of the flight phasedaccording to the task requirements of the flight phase, establish application organization of the flight phase surveillance task, determine the surveillance parameters of the surveillance task application, construct functional organization

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that implements surveillance parameters, establish process based on the function, meet the performance requirements of surveillance task, and provide surveillance task results.

4.5 System application task integration Integration of system application tasks is comprehensive optimization technology for flight environment awareness, flight scenario organization, flight situation identification, and flight requirement estimation oriented to avionics systems and is system-oriented application objective, application capability, application scope, and application environment and performance integrated management technology. It is comprehensive management technology for system flight process organization, flight environment control, flight status management, and flight task decision. The system application task integration technology realizes integration of the task management, task mode, and decision organization based on task application requirements according to the task objective requirements of the avionics system application; realizes task plan based on task capability organization according to the avionics system application task management requirements; realizes the integration of situation awareness, situation identification, and situation inference based on task situation integration according to the requirements of avionics application task organization. System application tasks integration effectively improves the system application tasks and target response, capacity optimization and organization, results effectiveness and efficiency, and achieves the effectiveness, efficiency, and efficacy of avionics application organization, system awareness, and system decision capabilities. The main tasks of system application task integration are: First, the integration of flight application objectives. That is, through the flight application requirements, flight application types, flight application processes, and flight application results organization and integration to improve the flight process goal guidance capability; Second, the integration of flight application environment. That is, through the requirements of flight scenarios, types of flight scenes, elements of flight scenario, and conditions of flight scenario organization and integration to improve the environmental control capability of the flight process; Third, the integration of flight application task. That is, through the task requirements, task types, task conditions, and task results organization and integration to enhance the task management capabilities of the flight process; Fourth, the integration of flight operation management. That is, through the operation process requirements, types of operation processes, operation process processing, and operation process status management and integration, to improve the system operational organization ability of the flight process. The integrated architecture of the flight application task is shown in Fig. 4.13.

4.5.1 Flight scenario organization integration As mentioned above, the flight scenario consists of the flight environment, flight situation, and flight scenarios. The flight environment establishes the flight plan and completion status, establishes the flight environmental conditions and constraints, provides the task composition and operating status, and forms the current flight operating status scenario; the flight situation determines the development organization and trends of the flight plan, and constructs

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4.5 System application task integration Flight application target integration

Flight application environment integration

Flight application task integration

Flight operation management

1. Flight application requirements 2. Flight application type 3. Flight application process 4. Flight application results

1. Flight scenario requirements 2. Flight scene type 3. Flying scene element 4. Flight scene condition

1. Flight task requirements 2. Flight task type 3. Flight task condition 4. Flight task result

1. Running process requirements 2. Running process type 3. Running process 4. Running process status

Flight application task 1 Function 1

Function 4

Flight application task 2

Function 6 Function 10

Function 2

Function 1

Function 2

Function 5

Function 3

Function 4

Function 7

equipment 1

Function 6

Function 8 Function 11

Function 8

Function 3

Function 7

Function 9

Function 9 Function 12

Function 10

Function 11

Function 12

equipment 2

FIGURE 4.13

Function 5

Flight application task n

equipment 3

equipment 4

Flight application task integration architecture.

the flight environment changes, and capacity trends, establishes operational requirements and trends of flight tasks, and forms current flight development trend scenarios; flight scenario establishes situational trends of flight scenarios, determines the capability organization of flight scenarios, clarifies the conditional composition of flight scenarios, and establishes the development results form of flight scenarios and forms support for the next generation of task organization and decision environment flight scenarios. The main tasks of the flight scenario organization are as follows: 4.5.1.1 Build flight scenario action scope based on the flight environment The flight environment describes the current flight requirements and environment. Its main task is to provide the current flight plan execution status, flight environment change status, and flight task execution status for flight management system. The flight environment firstly reflects the status of the current flight completion plan, establishes the current flight organization and management requirements; and secondly, the flight environment reflects the current flight environment status and establishes the current flight process environmental constraints; finally, the flight environment reflects the current flight task operating status, establishes current flight task operational status and results. Since the flight plan includes flight requirements, flight organization, flight process, and flight conditions, the flight environment includes the airspace environment, meteorological environment, route environment, and safety requirements environment. The flight tasks include task operations, route conflicts, flight threats, and task conditions. These processes and status do not operate independently but are interrelated and collaborative. Therefore, we must establish flight environment integration based on objectives, capabilities, scope, and performance for the current flight plan

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status, flight environment status, and flight task status to support flight management system environmental organization and task decision. 4.5.1.2 Determine the development trend of flight scenarios based on flight situation The flight situation describes the current development trend and status of the flight. Its main task is to provide the current development trend of the flight plan, the change trend of the flight environment, and the operation trend of the flight task for the flight management system. The flight situation firstly reflects the current flight plan execution status and associated guidance, and establishes the development trend of the flight plan; Secondly, the flight situation reflects the current environmental change status and associated factors and establishes the change trend of the flight environment; Finally, the flight environment reflects the current task status and associate activities and establishes operational trends of flight tasks. Since the flight plan situation includes the flight target organization, flight scenario organization, and flight rule organization, the flight environment situation includes the air traffic environment, route condition environment, and flight conflict environment. The task status includes task objectives and type organization, task conditions and scope organization, and task results and performance organizations, and these processes and status are interrelated, mutually collaborative, and mutually restrictive. Therefore, according to the current flight plan situation, flight environment situation, and task status, it is necessary to establish the integration of flight plan and target, flight environment and conditions, flight scenarios and tasks, flight process and results, and support the situational management and decision of the flight management system. 4.5.1.3 Establish scenario integration field based on the situational action area The flight scenario describes the composition of the current flight scenario and its main task is to provide the current flight situation scenario, flight capability scenario, flight condition scenario, and flight result scenario for the flight management system. The flight scenario firstly reflects the current flight situation scenario, that is, the integration of flight plan operation status, the environment scope, and the task status; secondly, the flight scenario reflects the current flight capability scenario, that is, the integration of the flight plan scope, environmental factors, and task activities; thirdly, the flight scenario reflects the current flight conditions, that is, the integration of flight plan requirements, environmental conditions, and task requirements; and finally, the flight scenario reflects the current flight results, that is, the integration of flight plan objectives, environmental requirements, and task capabilities. Since the situation of the flight scenario includes the traffic situation of the route, the constraint situation of the route, the surveillance situation of the flight track, and the warning situation of the flight safety, the flight scenario capabilities include flight plan management of flight scenario, the navigation mode organization of flight scenario, the flight status management of flight scenario, and the flight guidance mode of flight scenario; flight scenario conditions include flight airspace traffic management conditions, route meteorological constraints, flight environment support capability conditions, and flight process capability organization conditions; flight scenario results include flight status and route planning, next waypoint, and required arrival time, flight path calculation and flight guidance, flight environment surveillance and flight safety management. These processes and status are related to each other with mutual coordination and mutual restraint. Therefore, according to the current situation of the flight scenario, flight scenario capability,

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flight scenario conditions, and flight scenario results, it is necessary to establish integration of plan, capabilities, conditions, and results of the flight scenario to support the flight scenario organization and management decisions of flight management system. 4.5.1.4 Determine the form of the scenario result based on the application requirements The flight scenario integration is based on the current flight scenario and integrates the flight plan, flight organization, and the operational status of the flight process to achieve flight environment, flight situation, and flight scenario integration. Therefore, flight scenario integration is based on flight environment scenario (airspace traffic environment, meteorological condition environment, route scenario, safety isolation scenario), for flight task scenarios (flight plan requirements, current flight environment, current task, system function organization). The flight condition scenario (flight status scenario, flight route conflict, flight threat warning, flight condition constraint) establishes flight situation organization (operational situation management, task relationship situation identification, task result situation estimation), builds flight situation integration (objective integration, environment integration, conditions integration, capabilities integration, scope integration), and finally forms the application requirements (application objective requirements, application environment organization, application space composition, application capability organization, application action conditions), application capabilities (information organization, action area, action scope, numerical accuracy, action time), and application constraints (route requirements, flight safety environment, flight conflict environment, flight hazard environment, required arrival time). Fig. 4.14 shows the organization and integration of flight scenarios.

4.5.2 Flight task organization and integration As mentioned above, the task is composed of task awareness, task identification, and task organization. Task awareness is based on the current flight scenario and builds corresponding subsequent task requirements. Its main tasks are: to build the task requirements based on the objectives of the flight plan for the current implementation of the flight plan; to construct the task requirements that are in compliance with flight environment constraint for support condition of the current flight environment; and to build the task requirements of development guidance of the flight situation for the current situation of the flight scenario; to meet task requirements; and for the current flight task execution status, build task requirements that meet the task context. Task identification is based on the task requirements of flight application and builds system function capabilities that are commensurate with the requirements of its application tasks. Its main tasks are: to establish the task target and result requirements identification for the current task situation awareness; to establish the task content and processing mode identification for the current task organization requirement; to establish task activity and action area identification for the current task ability and condition requirements; and to establish task quality and operational performance identification for the current task processing environment and result requirements. The task organization builds subsequent task organization based on the current operating status according to the task awareness target requirements and task identification capability requirements. Its main tasks are: to establish task objective organizations oriented to application requirements for flight tasks,

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4. Integrated technology for the application tasks of the avionics system Application requirements

Application ability

Application constraint

1. Application target demand 2. Applied environment organization 3. Application space composition 4. Application capability organization 5. Application condition

1. Information organization 2. Field of action 3. Range of action 4. Numerical accuracy 5. Time of action

1. Flight route requirements 2. Flight safety environment 3. Flight conflict environment 4. Flight hazard 5. Request arrival time

Target area

Capability area

Environmental integration

Target integration

Environmental area

Conditional integration

Support area

Capability integration

Range integration

Situational awareness Operational situation management

Task relationship situation recognition

Task result situation speculation

Flight environment scene

Flight task scene

Flight condition scene

1. Air traffic environment 2. Meteorological environment 3. Flight route scenario 4. Safety isolation scenario

1. Flight plan requirements 2. Current flight segment 3. Current task 4. System function organization

1. Flight status scenario 2. Flight route conflict 3. Flight threat alarm 4. Flight condition constraint

FIGURE 4.14

Flight scenario organization and integration.

situations, environments, and result requirements; to build task capabilities organization oriented to system composition for flight application, events, functions, and process requirements; to establish task environment organization oriented to function processing for mode based on objective, organization, logic, and operation; and to establish task management organizations oriented to operation status for application management, function management, process management, and performance management mode. Therefore, the main tasks of the flight task organization and integration are as follows: 4.5.2.1 Establish task organization requirements based on application scenarios Task awareness is description of the subsequent task requirements corresponding to the current flight scenario. It is mainly composed of task awareness based on flight plan status, flight environmental conditions, flight situation trends, and task context. Its main ideas are: Firstly, task awareness based on flight plan status is based on the current flight plan execution status, and the current flight status and flight environment awareness, through air-ground coordination, to establish the requirement of flight plan maintenance, adjustment or modification guided by the original flight plan, and build the requirement of the original flight plan based on the current environment and capabilities to the greatest extent possible; Secondly,

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task awareness based on flight environment conditions is based on the current flight environment conditions, and the current flight conditions and execution plans, through air-ground cooperation, to establish the requirements of the flight process maintenance or reorganization on the basis of flight environment and to establish the minimum flight process adjustments and changes under the current flight environment and constraints conditions; Thirdly, the task awareness based on the trend of the flight situation is based on the development capability, environment, and trend of the current flight situation, according to the current flight mode, status, and conditions, through the air-ground cooperation, to establish the flight process centering on the current flight situation trend, to maintain or reorganize the requirements and build the organization and movement of the flight process based on current conditions; Fourthly, task awareness based on flight task contexts is based on the current flight task operation, areas and status-flight task environment, and the current flight plan requirements, environment, and conditions, through the air-ground cooperation, tasks based on the operational status of the current task are established, to embrace the requirements for maintenance or reorganization, construction of flight process organization, and changes based on the context of the current task. 4.5.2.2 Determine the task operation objective based on the operating environment Task identification describes the identification of system functions capabilities that are appropriate for the application task requirements. It is mainly composed of the identification of task goals and results requirements, the identification of task content and processing modes, the identification of task activities and action areas, and the identification of task quality and operational performance. Its main idea is: Firstly, the task goals and results requirement identify task goals and types, capabilities and conditions, space and domain, and relationships and organizations, and construct the task goal and result requirements that are best adapted to the task awareness mode according to task plan, situation, environment, and task context relationships established by task awareness; Secondly, the identification of task content and processing modes according to the task requirements, capabilities, conditions, and organizational requirements established by task awareness identify the capability types and processing processes of the system function organization, activity scope and action space, and discipline models and processing logic, functional capabilities and collaborative processing, and build target requirements that are adapted to task awareness mode requirements and system functions; Thirdly, the identification of task activities and action areas identify the logical action space and domain of system function organization, logical scope and environment, logical operation modes and conditions, and logical interactions interfaces and status, build organizational requirements that adapt to the task-aware mode requirements and system function logic according to task requirements, capabilities, conditions, and organizational requirements that have been established based on task awareness; Fourthly, the identification of task quality and operational performance is based on task awareness of established task requirements, functional capabilities, processing environment, and outcome target requirements, identification of system function organizational goals, capabilities and results performance, system function limitations, constraints and conditional performance, and systemic functional capabilities, logic, processing performance, system function types, differences, and activity performance, and building system functional and operational performance requirements that meet the needs of the task-aware model.

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4.5.2.3 Build task organization integration domain based on task capability The task organization is the current operational task organization that describes the capability requirements based on task identification. It is mainly composed of the task target organization, task capability organization, task environment organization, and task management organization. Its main ideas are: Firstly, the task target organization organizes tasks target status, capabilities, performance, and performance systems based on flight guidance and task-oriented requirements, builds task target organizations that meet task-aware flight application requirements and task identification capability requirements according to task plan, situation, environment, and task context relationships established by task awareness and task requirements, content, domains, and capabilities established by task identification; Secondly, the task capability organization establishes task contents, fields, environments, and conditions based on task planning, events, functions, process organization, and task establishment, and organizes application, organization, processing, and execution based on application models and flight-oriented processes, and competence system, to build a task capability organization that meets task-aware task status and task identification. Thirdly, the task environmental organization organizes tasks based on task awareness and task identification. It organizes domains, status, environments, and conditional organizational systems that are based on operational requirements and operational conditions, and builds content that meets the needs of the organization and task, the organization’s task operating environment and conditional organization; Fourthly, the task management organization organizes the task content based on task awareness and task identification. It organizes management patterns for application scenarios, task organization’s functional logic, environmental conditions, and process capabilities, and builds tasks that meet task requirements. 4.5.2.4 Establish integrated task result form based on the application target The flight task organization integration integrates task awareness, task identification, and task organization of the current flight scenario and organization, based on flight environment, flight situation, and flight scenario. Therefore, the flight task organization is based on the application requirements (application target requirements, application environment organization, application space composition, application capability organization, application action conditions) to establish task organization requirements (task target requirements, task capability requirements, task action areas), and construct task organization integration (targets integration, action domain integration, process integration, constraints integration, input integration). Finally, is to form the task organization (task objective, task capability, task condition, process, result form), task capability (task type, task activity, task space, task area, task performance, and task constraints (task plan requirements, task relationship organization, task support conditions, task action area, and task capabilities scope) for application capability (information environment, action area, action scope, numerical accuracy, action time),according to application constraints (route requirements, flight safety environment, flight conflict environment, flight hazard environment, required arrival time). The flight task organization and integration are shown in Fig. 4.15.

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4.5 System application task integration Task organization

Task ability

Task constraint

1. Task target 2. Task ability 3. Task condition 4. Processing 5. Result form

1. Task type 2. Task activity 3. Task space 4. Task area 5. Task performance

1. Task planning requirements 2. Task relationship organization 3. Task support condition 4. Task area 5. Task capability

Target area

Target integration

Capability area

Area integration

Environmental area

Process integration

Constraint integration

Support area

Input situation integration

Task organization Task goal requirement

Task capability requirement

Task area

Application requirements

Application ability

Application constraint

1. Application target demand 2. Applied environment organization 3. Application space composition 4. Application capability organization 5. Application condition

1. Information environment 2. Field of action 3. Range of action 4. Numerical accuracy 5. Time of action

1. Flight route requirements 2. Flight safety environment 3. Flight conflict environment 4. Flight hazard 5. Request arrival time

FIGURE 4.15

Flight task organization and integration.

4.5.3 Flight task operation management and integration As mentioned previously, the flight task operation management consists of the current flight plan operation management, the current flight operation environment management, and the current flight task operation management. The current flight plan operation and management is based on the current flight plan execution status to construct corresponding subsequent task requirements. Its main tasks are: to construct requirement guidance mode based on the current flight plan for the current flight plan operation process; to construct situational guidance mode based on the current flight plan for the current flight plan support capability; to build deviation guide mode based on the current flight plan for flight plan operation status. The current flight operation environment management constructs flight environment adjustment and situation organization and establishes flight target, environment, and process organization based on the new flight environment according to the current flight environmental conditions and changes. Its main tasks are: to construct constraint condition mode based on the current flight phase for the current flight phase environment; to construct collaborative mode based on the current flight traffic scenario for the current flight airspace environment; and to construct driven mode based on the current flight environment conditions for the current route environment. The current flight task operation management is

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to establish objective that meets the current flight plan and condition that meets the current flight environment conditions and supports the subsequent flight task organization and operation management of the current flight task status according to the current flight task status. Its main tasks are: based on the current task operational organization, establish an organization model based on the current task status; based on the current task operational conditions, establish an environmental task organization model based on the current task; and based on the current task, establish a task based on the current task organization mode. The main tasks of flight task and management integration are as follows: 4.5.3.1 Build flight task organization requirement based on flight plan The flight plan operation management mode is flight operation guidance management mode oriented to plan requirements, and is mainly composed of requirement guidance mode based on the current flight plan operation, situational guidance mode based on the current flight plan operation, and status guidance mode based on the current flight plan operation. Its main idea is: Firstly, to determine the target requirements of subsequent flight tasks based on the current flight plan operation requirement guidance mode, according to the current flight plan completion results; to determine the subsequent flight task capability requirements according to the current flight plan completion form; to determine the requirements of subsequent flight tasks according to the current flight plan completion status; and to determine the performance requirements of subsequent flight tasks according to the current flight plan completion criteria. Secondly, to determine the target requirements of subsequent flight tasks based on the current flight plan operation situational guidance mode and the current development trend of the flight plan situation; to determine the capability composition of the subsequent task according to the current organization of the flight plan situation; to determine the operational space of subsequent flight tasks according to the current flight plan situation; and to determine the result performance of subsequent flight tasks according to the current constraint conditions of the flight plan situation. Thirdly, based on the current flight plan operation status guidance mode, according to the current flight plan operation conforming status, the subsequent flight maintenance task requirements are determined; according to the current flight plan operation deviation status, the subsequent flight adjustment task requirements are determined; and the operation is performed according to the current flight plan, determining the requirements for follow-up flight reorganization tasks; and determine the requirements for follow-on flight emergency tasks based on the threat status of the current flight plan operation. 4.5.3.2 Build flight task integrated area based on the flight environment The flight operation environment management is operational flight task guidance management mode that is oriented to environmental condition constraints and is mainly composed of constraint condition mode based on the current flight phase, collaborative mode based on the current flight traffic scenario, and driving mode based on the current flight environment conditions. The main ideas are: Firstly, constraint condition mode based on the current flight phase determines the organization and composition of the subsequent flight task according to the characteristics of the current flight phase; determines the content and scope of the subsequent flight task according to the application function of the current flight phase; determines the capabilities and performance of subsequent flight tasks according to the current flight

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phase and the environmental conditions; determines the operations and results of subsequent flight tasks according to the flight process of the current flight phase. Secondly, based on the current air traffic scenario coordination model, the airspace collaboratively determines the follow-up flight route planning tasks; according to the current airspace traffic flow, the airspace collaboratively determines the follow-up flight interval guarantee tasks; according to the current flight airspace traffic safety, and the air ground collaboration, to determine the follow-up flight safety isolation task; according to the current flight airspace traffic threat, the air ground collaboration determines the follow-up flight emergency alert task. Thirdly, based on the current flight environment condition driving mode, according to the current flight airspace environmental conditions, the process condition requirements for subsequent flight tasks are determined; according to the current flight route environmental conditions, the collaborative decision-making requirements for the subsequent flight tasks are determined; according to the current flight safety environment conditions, to determine the safety monitoring requirements for subsequent tasks; and determine the capacity requirements for subsequent tasks based on current environmental conditions of the flight process. 4.5.3.3 Build flight task operation integration based on flight status Flight task status management is flight operation guidance management mode that is oriented to the task operation status. It is mainly composed of situation organization mode based on the current flight task, conditions organization mode based on the current flight task, and process organization mode based on the current flight task. Its main ideas are: Firstly, conditions organization mode based on the current flight task determines the subsequent flight task objectives according to the current trend of the flight task situation; determines the type of subsequent flight task according to the current task situation elements; determines the ability of subsequent flight tasks according to the organization of the current task situation; determines the conditions of subsequent flight tasks according to the scope of the current flight task situation. Secondly, based on the current task condition organization mode, determine the operation mode of the follow-up task according to the application conditions of the current task; determine the follow-up task operational capability according to the organization conditions of the current task; determine the follow-up based on the operating conditions of the current task; based on the results of the current task, determine the operational organization of the task. Third, determine the type of follow-up task based on the current task organization mode; determine the follow-up task process capability based on the current task operational mode; determine follow-up based on the current task operational conditions, and the quality of the flight task process; and according to the current form of the task, determine the outcome of the subsequent task. 4.5.3.4 Provide task operation results and status based on flight management integration The flight task operation and management integration is the integration flight plan operation management, flight operation environment management, and flight task status management, according to the organization and integration based on current flight scenarios and the organization and integration based on flight task that is the integration of flight task operation and management. Therefore, the integration of flight task operation and management is based on task organization (task objectives, task areas, task conditions, processing, results forms), for flight task capabilities (task types, task activities, task space, task scope,

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4. Integrated technology for the application tasks of the avionics system

task performance), according to task constraints (task planning requirements, task relationship organization, task support conditions, task area, task capability scope), establishes task operation mode (operation environment, task status, system status), builds task operation integration (operation trend integration, operation space integration, task organization integration, system status integration, and operation environment integration), and finally forms situational operation management (flight information environment, traffic organization environment, selected target environment, system capability environment, flight track environment), task operation management (activity acting airspace, processing action domain, capability action scope, process action time, result status form) and system operation management (task operation configuration, function processing configuration, equipment organization configuration, fault monitoring management, system process management). The flight task operation management and integration are shown in Fig. 4.16.

FIGURE 4.16

Flight task operation management integration.

4.6 Summary

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4.6 Summary The system application task integration is the integration oriented to the applications organization, operation, and management of flight process. It is the organization and integration of the activities and capabilities of avionics system application services. The system application task integration process integrates task objectives, processing methods, and organizational models; optimizes system requirements and scope requirements according to flight requirements; achieves the integration of situational awareness, identification, and inference optimizes system tasks and capability organization according to the flight environment; achieves the integration of system task organization, safety alarms, and task status display; and optimizes the system functions and process management according to the flight process. The avionics system application tasks integration reflects the integration capabilities, efficiency, and effectiveness of the aircraft flight process awareness, organization, integration, and operations activities. This chapter systematically introduces the system application task capabilities, that is, application task organization architecture describes the system application task environment that is flight scenario organization, describes the system application task requirements that is task awareness organization, and discusses the application task operation that is task operation and management. Finally, on the basis of this, the integration of system application tasks is discussed. The main focus is the following:

4.6.1 Establish flight application task organization This chapter describes the task organization of flight applications that consists of flight plan, flight process, and flight management. For the flight plan, it describes the construction of flight application requirements by establishing flight objectives, flight environment, and flight capabilities. For the flight process, it describes the establishment of flight process capability by establishing flight situation, flight guidance, and flight tasks; and it describes the establishment of flight management mode by establishing flight surveillance, aircraft status, and flight organization.

4.6.2 Establish flight situation organization and identification This chapter discusses the identification and organization of flight scenarios that consists of the flight environment, flight situation, and flight scenarios. According to the flight organization mode, the flight requirements, flight plans, flight conditions, and flight process content and requirements are described for flight environment; according to the flight situation mode, the flight plan situation, flight environment situation, flight task situation, and flight scenario situation are described for flight situation. According to the requirements of the flight scenario, the flight scenario describes the flight scenario capabilities, flight scenario conditions, flight scenario results, and flight scenario service content and organization are described for light scenario.

4.6.3 Establish task awareness and identification This chapter discusses the flight task organization that consists of task awareness, task identification, and task estimation. The construction of task awareness was described from

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4. Integrated technology for the application tasks of the avionics system

four aspects of flight task plan, flight environment conditions, flight situation trends, and task contexts for task awareness. Tasks were identified from task goals and outcome requirements, task content and processing patterns, and task activities. The task area and the task quality and operation performance are described in terms of the four aspects of task identification. In terms of task inference, task speculation is described in terms of task target organization, task capability organization, task environment organization, and task management organization.

4.6.4 Establish task operation and management This chapter discusses the operation and management of flight tasks that consists of flight plan organization, flight environment organization, and flight task management. For the flight plan organization, the requirements guidance mode based on the flight plan, the situation guidance mode based on the flight plan, and the status guidance mode based on the flight plan operation are described. For the flight environment organization, constraint condition mode based on flight phase and scenario coordination mode based on flight traffic and condition-driven mode based on flight environment are described; for flight task management, status management mode based on flight task, conditional organization mode based on flight task, and process management mode based on flight task are described.

4.6.5 Discuss system application task integration This chapter discusses the integration of system application tasks that consists of the flight scenarios integration, flight task integration, and flight management integration. For flight scenario integration, it describes the construction of flight scenarios action scope based on the flight environment, the determination of the flight scenarios development trend based on the flight situation, and the establishment of scenarios integration domain based on the situation action area. For flight task integration, it describes the establishment of the task organization requirements based on the flight plan, the construction of the task organization content based on the application scenario, and establishment of the task result form based on the application target. For the flight management integration, it describes the establishment of flight task integration condition based on the flight environment, the establishment of flight task operation integration factors based on the flight scenario, and the establishment of flight task integration result based on the flight status.

References [1] P. Walter, S. David, J. Boon, Exploring information superiority: a methodology for measuring the quality of information and its impact on shared awareness, RAND MR-1467,2003.USA:Rand, 2003. [2] M.R. Endsley, Situation awareness and workload: flip sides of the same coin, Proceedings of the 7th International Symposium on Aviation Psychology (1993) 906e911. [3] F.T. Durso, S.D. Gronlund, Situation awareness, in: F. Durso (Ed.), Handbook of applied cognition, John Wiley & Sons, New York, 1999, pp. 283e314. [4] M.R. Endsley, Situation awareness in aviation systems, Mahwah, 1999, pp. 247e276. [5] D.N. Hogg, K. Folleso, F. Strand-Volden, et al., Development of a situation awareness measure to evaluate advanced alarm system in nuclear power plant control rooms, Ergonomics 38 (11) (1994) 2394e2413.

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[6] R. Stewart, A. Neville, N.A. Stanton, Stanton distributed situation awareness in an airborne warning and control system: application of novel ergonomics methodology, Cognition, Technology and Work 10 (3) (2008) 1221e1229. [7] A. Kirlik, R. Strauss, Situation awareness as judgment I: statistical modeling, and quantitative measurement, International Journal of Industrial Ergonomics 36 (4) (2006) 463e474. [8] R. Strauss, A. Kirlik, Situation awareness as judgment II: experimental demonstration, International Journal of Industrial Ergonomics 36 (4) (2006) 474e484. [9] M.R. Endsley, W.M. Jones, Situation awareness, information dominance & information warfare, United Status Air Force Armstrong Laboratory, 1997, pp. 30e34. [10] J. Scrocca, M. Molz, A. Kott, Collaborative awareness: experiments with tools for battle command (EB/OL), in: The 1th International command and control research and technology symposium, 2006. [11] M.R. Endsley, Toward a theory of situation awareness in dynamic systems, Human Factors 37 (1) (1994) 32e64.

C H A P T E R

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Integrated technology of avionics system functional organization O U T L I N E 5.1 System function platform and architecture organization 5.1.1 Functional organization oriented to discipline capability 5.1.2 Functional organization oriented to processing logic 5.1.3 Functional organization oriented to platform management 5.1.4 Functional integration for processing efficiency and quality 5.2 Organization of system functional discipline 5.2.1 Task target guidance mode 5.2.2 Task characteristic guidance mode 5.2.3 Task area guidance mode

238 240 242 244 247 249 250 252 255

5.3 Organization of system function logic 258 5.3.1 Information organization processing mode 260 5.3.2 Discipline organization processing mode 264

The Principles of Integrated Technology in Avionics Systems https://doi.org/10.1016/B978-0-12-816651-2.00005-8

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5.3.3 Platform organization processing mode 267 5.4 Function operation management 5.4.1 Task configuration mode 5.4.2 Function operation mode 5.4.3 Platform operation management

274 276 278 281

5.5 Functional integration organization 284 5.5.1 Functional discipline integration oriented to target task requirements 286 5.5.2 Functional logic integration oriented to functional processing requirements 288 5.5.3 Functional capabilities integration oriented to functional organization requirements 290 5.6 Summary

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© 2020 Shanghai Jiao Tong University Press. Published by Elsevier Inc. All rights reserved.

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Avionics system function describes a system capability organization that implements the operation of the system application task. The avionics system function organization is aimed at the objectives of the system application task, constructing the capability organization and processing logic of the system function; constructing the discipline composition and scope of the system function in the operation field of the system application task; and aiming at the environment in which the system application task runs, building processing quality and resulting performance of system function. In the previous chapter, we systematically discussed the application task organization and task integration of avionics systems. According to system application requirements and task organization, this chapter will further discuss the requirement of what kind of capabilities, discipline, logic, and performance should be provided by the system to achieve and complete the system applications and tasks. According to the exposition of the architecture of avionics system in Chapter 2, the system application organization corresponds to the system task architecture, the system capacity organization corresponds to the system function architecture, and the system resource organization corresponds to the system physical architecture. The avionics system capacity organization is composed of system function organization, function processing, and function integration. The focus of this chapter is to discuss ideas and methods of functional integration. The avionics system function integration is oriented to the demand for the application, role, environment, procedure, efficiency, and effectiveness of the system task. It is based on the classification of the capabilities, types, conditions, logic, processes and performance of the function, and implements the optimal composition of goals, areas, spaces, activities, times, and results of system tasks with the integration of discipline function and scope of the system function, scope, processing, efficiency, and quality. We refer to the six dimensions of the avionics systemic functionality, action field, scope, processing, efficiency, and quality as the integration of system functions to meet the objectives of system capability, domain, efficiency, and quality optimization. The system task organization and functional organization configuration architecture are shown in Fig. 5.1. Avionics system tasks are oriented to the flight application process. The tasks are based on six dimensions of application, action, environment, procedure, efficiency, and effectiveness requirements. The tasks are system-oriented processing capabilities, and the functions are capability-oriented, type, condition, and logic. The six dimensions of tasks and functions are often mismatched or inconsistent. The traditional avionics system mode, that is, the nonintegrated avionics system, due to the weak avionics system capacity, is mostly a discipline functional organization with independent goals and capabilities, without overlap of functional capabilities and scope, the transition of functional logic and processing, and the complementary capability of functional elements and conditions. Therefore, the tasks and functional organizations of most of the traditional avionics system mode employ the applications-capability traction model and form the goal-discipline organization with the minimum set of the six dimensions of tasks and functions. With the rapid development of information technology, the information capabilities organization and information processing capabilities have been greatly improved, and at the same time, the processing capability of the computer digital based platform has greatly increased. These have greatly improved the capabilities and organization of avionics system functions.

5. Integrated technology of avionics system functional organization

237

FIGURE 5.1 System task organization and system function organization configuration architecture.

As the information and capabilities of the avionics system have increased dramatically, avionics system functional systems have been formed with different functional goals, behaviors, capabilities, performance, and conditions. According to different environments and conditions, more and more functions in avionics systems have different contributions or specific support to the mission requirements. That is, the six dimensions of the different functions of discipline, action field, scope, processing, efficiency, and quality have different effects on the six dimensions of the task of goals, domains, space, activities, time, and results. Therefore, the avionics system function integration aims at this phenomenon and oriented to the needs of application tasks, based on the construction of system function, with the integration of six dimensions of application tasks and system function, to achieve the maximization of system function capability and application task objectives. This is the function integration of the avionics system discussed in this chapter. Functional integration is an integral part of the avionics system capability organization and functional assurance. For system architecture organizations, the integration of avionics systems is reflected in functional applications, organization, and integration. In terms of applications, the system functions are integrated according to the systemic flight phase mission scenarios. It constructs system function processing modes, and determines the input information of function processing for the system capability content and current task organization requirements. In terms of organization, the functions of the system are integrated to meet the systemic capability requirements. Under the system level division, the objectives of system capabilities for complex organizations are optimized. Based on the definition of system functions organization, a system function architecture organization is established. In terms of integration, system functions are integrated based on the requirements of tasks applications, roles, environments, procedures, performance, and effectiveness, and based on the systemic

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functional goals, behaviors, capabilities, performance, and conditions, system functional integration of discipline, range, scope, and processing efficiency and quality are realized.

5.1 System function platform and architecture organization The system function organization and architecture are the discipline capability organization and processing of the avionics system. We systematically discussed the organizational integration of avionics system tasks in the previous chapter. The system task organization and integration are oriented to the flight mission organization and integration management. It is based on the system function to realize the flight task organization. The system function organization is for the task application goal and the activity process request, according to composition of the function discipline field and the capability quality, establishes the support, and satisfies and covers the function organization of system task demand. Because system tasks are application-oriented, that is, application process-oriented, they have their own goals, field, spaces, activities, times, and results. The system function is oriented to discipline capability and logic organization process with discipline characteristics of capability, type, condition, logic, process, and performance. Therefore, it is impossible to completely match the system function with the system task. In most cases, the gap between single-function space and individual-task field is large. In particular, as task activities become more diversified, functional specialization becomes more and more detailed, and the gaps between tasks and functions become larger. At present, many avionics systems are designed with independent tasks and functional configurations, that is, defining independent task requirements and configuring one or more functions that match them to form a functional configuration for an independent task organization. If we use a method that is based on independent task requirements to select functional support, to establish the intersection of the task and the associated functional organization, that is, the minimum capability and performance set, such a minimum set not only greatly reduces the available capabilities and performance of the application task but also causes the system function capability to multiside duplicate organization and idle operation. For the differences between task requirements and functional configurations, we adopt the method of organizing the capabilities of the system functional platforms. The idea of the system function platform organization is to apply the analysis to the entire system to establish the application mode and task requirements, that is, the task application objectives, fields, space, activities, and time requirements. On this basis, through the analysis of related functional discipline and capabilities, a functional organization based on discipline distribution of capabilities, types, conditions, logic, processes, and performance is constructed to cover the requirements for the mission objectives, domains, space, activities, and time to support the need for mission operations. In other words, no single task requirement corresponds to one or several functional organizations, but one functional platform corresponds to one task platform. This is also the principle of task architecture and functional architecture that this book emphasizes. This architectural organization model also contains another concept: task-based task activities share functional configurations on functional architecture. That is, in the running organization, all activated task function system functions are organized and

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integrated to support and cover system task requirements. This is also a major concept in this section. It establishes system function organization, supports system function processing, and provides system function integration. The system function organization is divided into three major blocks: First, what kind of capabilities are needed; second, what kind of processing is completed; and third, what kind of operational management is implemented. At the same time, we must also optimize the functional organization, that is, function integration. Therefore, the functional organization is a system capability organization, a system processing organization, a system management organization, and a system integration organization. The main tasks of functional capability organization are: organizing system functional capabilities, establishing system functional processes, building system status management, and achieving system function integration, that is, the kind of capabilities of avionics system function platform, what kind of processing is completed, what kind of management is provided, and what kind of optimization results are achieved. The functional organization based on the functional platform is shown in Fig. 5.2. Regarding the organization of system function capabilities, in terms of system discipline organization, we focus on the needs of system application tasks and consider how to organize functional discipline capabilities to cover the needs of the system task application space in terms of current discipline field and technology development; in terms of information organization, we consider the system application task processing mode, according to the discipline processing logic organization, consider how to establish functional information processing capabilities, covering the needs of the system task processing process; in the system processing process, we focus on discipline processing features, according to discipline dedicated operation process, to cover the needs of the system task operation process.

Functional organization 1. diseipline area integration 2. Information space fusion 3. Platform organization

discipline area integration

Information space fusion

Platform organization

• Application integration • Program integration • Result integration

• Multi-source spatial fusion • Multi-source variable fusion • Multi-source quality fusion

• Competency integration • area integration • Process integration

Functional expertise

Functional logic processing

1. Task target guidance 2. Task nature guidance 3. Task area guidance

1. Information organization 2. discipline logic processing 3. Platform organization

Task target guidance

Task nature guidance

Task area guidance

• Application • result • Effectiveness

• Surroundings • Program • efficacy

• Types • Field • range

FIGURE 5.2

Functional operation management 1. Task configuration mode 2. Conditional drive mode 3. Platform management mode

Information organization

discipline organization

Platform organization

Task configuration mode

Conditional drive mode

Platform management mode

• Target information • Processing information • Condition information

• discipline organization • Logical organization • Input organization

• Target organization • area organization • Capacity organization

• mission target • Task space • Mission ability

• Information organization • Environmetal organization • Logical organization

• Task mode • discipline mode • Capability mode

Functional organization based on functional platform.

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5. Integrated technology of avionics system functional organization

5.1.1 Functional organization oriented to discipline capability Functional discipline is the composition of discipline fields, activities, and capabilities that describe the application mode of system functions. For any kind of task realization, we must firstly determine what kind of discipline functional capabilities to use, through different functional capabilities and space organization, to meet the target task operational capability needs. The so-called functional discipline ability is for the organization that operates for the current task, what kind of function the avionics system should organize to support the operation of the current task, that is to say, what kind of discipline functional capabilities the system should build to achieve the expected results of the task. For functional discipline organizations, we must first consider the task requirements, what kind of functions can meet the system task running requirements. As we known, the system functions are oriented to the external application requirements of the system and consist of task goals, fields, space, activities, time, and results. The functions are organized within the capabilities of the system and consist of functional discipline, range, scope, processing, efficiency, and quality. Usually, system tasks and system functions are not of one-to-one match. That is, the dimensional space of the task and the spatial capacity of the function are difficult to be fully consistent. In general, a task is often implemented by several functional organizations. The latter covers the dimension space of the target task by the dimension space of multiple functions, or the effective task space is the intersection of the multiple function dimension space and the target task dimension space, to establish the task capabilities based on system function organization. Therefore, the system function composition determines the functional discipline, range, scope, processing, efficiency, and quality organization of the system task according to system task goals, domains, space, activities, time, and result requirements, and establishes a system function organization platform to cover the expected operation result of system tasks. As we known, functions are discipline-oriented, and are discipline competence organizations based on the needs of the target task. In general, any functional organization cannot cover the entire target task requirements, such as airport surface taxiing missions, enhanced vision display (EVS), traffic situational displays (AIRB), taxi location reporting (ADS-B), airport traffic information broadcasting (TIS-B), and taxi conflict monitoring alert (SURF IA), etc. Functions mentioned above only provide a discipline capability of the surface taxiing task and cannot support and cover the realization of the surface taxiing task. Therefore, a function organization oriented to the requirement of target task must be established under the organization based on the target task to realize the demand characteristics, and establish the system functional capabilities and functional organizations. The function organization based on the implementation characteristics of the target task is to establish the requirements of the target task realization, guide the requirements of the system discipline function, and determine the functional discipline field, application field, capability type, processing performance, and result style, according to the target task application requirements, expected results, procedure organization, operating status, and environmental conditions. Since each target task is often organized and implemented by a group of functions, each function has its own discipline field, scope of action, capability type, processing performance, and result style. These independent functional areas and capabilities must be organized and coordinated with each other to meet the desired objectives and operational

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needs of the mission. As for the target task requirements and multitype functional organizations, it is necessary to establish a guided pattern of realization characteristics based on target tasks to organize the discipline and ability of multiple associated functions, to support the capability organization and conduct collaboration of those correlated functions, and to construct independent functional requirements and functional organization modes guided by the feature of target mission. The functional capability discipline describes the capabilities of discipline processing and organization, which is also a capability organization for the discipline characteristics of the system. For any application task requirement, a set of functions with activity capability and operation process must be organized by the system to achieve the target task. From the system organization point of view, any task must be implemented by the function organization, and the function is to be realized through the system (equipment) operation. Functional processing and system organization capabilities are bound to be limited by discipline fields. For example, the taxing-off mission, the flight permission, and the response depend on the upload efficiency and the downlink response function of the communication system; the flight guidance depends on the regional navigation function of the navigation system; the flight safety segregation depends on the minimum safety monitoring function of the surveillance system; and flight management depends on flight track calculations function of flight management system. Among them, the bottom processing process of each function is often completed by a group of the operation of discipline functions with equipment. Ultimately, these discipline features are implemented by running on a system or equipment resource platform. Therefore, functional discipline, areas, and capabilities are the basis for achieving the goals and tasks. Functional discipline capability is the guarantee for the operation of the target mission. For many functions that are oriented to the discipline characteristics of systems and equipment, how to determine the types of capabilities, areas of activity, activity logic, and style of result have always been the primary tasks of system function organization and design. At present, the methods for constructing functional discipline include: task-oriented and goal-oriented functional discipline competence organization-task target guidance mode; target-oriented task operational mode functional discipline competence organization-task nature guidance mode; task-oriented domain, and functional discipline competence organization-task area guidance model. The task target guidance mode is the system function organization guidance mode that is oriented to the task target requirements. The task goal guidance model determines the requirements of the application, conditions, and the outcomes of the target operational capabilities. In accordance with the objective capability requirements of the target task, the task target guidance mode firstly establishes functional discipline guidance requirement through the application mode based on the target task, constructs a functional space, and determines the functional classification and scope composition supporting its application. Second, the constrain mode of target task application and conditions is used to realize the requirements for functional domain guidance, to establish functional type requirements, and to determine the space and scope for supporting its application and conditions. Third, through the style of target task results, the guidance of functional requirements can be identified, the capability of the functional results can be established, and the functional capabilities and results supporting the task results can be determined. Ultimately, the mission goal guidance mode forms a task-based capability organization.

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The task nature guidance mode is a task-oriented function processing procedure guide mode. The mission nature guide mode determines the operating environment requirements of the target mission, procedures, and efficacy performance for the process requirements of the task processing operations. In response to the requirements of the target missionebased operating status, the guidance mode of the mission field firstly based on the requirement of processing type and activation for target task establishes activation space and capability mode of the functional processing, and determines the composition of functional discipline and capabilities to support its mission classification; Second, through the task field and processing requirements, it is to achieve functional processing mode guidance, establish functional processing mode and logic organization, determine the function processing logic and process composition of its supported task filed; Third, based on the requirement for the operation scope and result of mission task, it is to achieve the guidance of function processing organization, establish requirement for the functional processing mode and result, determine the functional logic and condition that support the task results. In the end, the guided mode of the task filed forms a functional capacity organization based on the task activation filed. The task area guidance mode is a task-oriented functional discipline field and logical guidance mode. The task area guidance mode is for the requirement of task operation procedure and process, determine the target task type, domain, and scope of the operating status requirements. In response to the operation status requirement of target mission, the task area guidance mode firstly is based on the requirement for the processing and activation of the target mission, establishes the function processing space and capability mode, and determines the functional discipline and capabilities of its supporting mission types. Second, through the task area and activity requirements, it is to achieve functional operating mode guidance, establish a functional processing mode and logical organization, and determine the functional process logic and process composition to support its task area; Third, through the scope of the task activity and result requirements, it is to achieve the function process organization guidance, establish functional processing models and results requirements, and determine the functional logic and conditions that support the results of its tasks. In the end, the task area guidance mode forms a functional capability organization based on the mission activation area.

5.1.2 Functional organization oriented to processing logic Functional processing logic describes the composition of the target requirements, environmental conditions, and processing modes for the organization of system functions. The socalled functional organization is to set up functional processing methods according to the requirements of the target task and the functional discipline organization, to complete the specific processing requirements of the functional discipline. In the previous section, we discussed the functional discipline organization. The next concern is the processing mode of these features. For the function definition, as we know, the function is a processing mode for processing of internal activities, based on the activities of specialized fields, and specific logic processing requirements. That is to say, the functional processing mode is based on discipline processing capabilities, acting in the field of discipline processing, and operating in a discipline independent processing process of discipline processing logic, independent of the target task. In addition, although the functional logic processing is a special processing mode for discipline fields, it is independent of the target task requirements. However, the

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result of the functional processing is used to serve the target task, that is, the function processing result is a component of the target task operation result. Therefore, functional processing is not only an organization-oriented and process-oriented procedure for discipline areas but also a task-oriented operation target organization and system processing process, that is, for the type of target task, establish discipline functional configuration, determine the functional role of the area, clarify the ability of function organization, to meet the requirement of operation capability needs for the target mission. The logical organization of functional systems is task-oriented operational requirements, and based on functional capability organizations. It deals with the functional organization of functional discipline processing logic. All functional significance is to realize specific, definitive, effective functional processes. Although the tasks are oriented toward the needs of the application, they are implemented by a set of specifics, oriented toward discipline capability and processing functions. That is to say, the function is oriented to the discipline field, and the expected processing is completed based on the defined goal, the specific environment, and the determined logic. This process is a functional logic organization. For any function, we must first base it on the discipline capabilities of the function, determine the functional goals, clearly achieve the environmental conditions of the functional goals, determine the functional processing logic designed according to the functional goals and operating conditions, and then build on the functional processing logic and related algorithms to complete the function processing. Since the functional result consists of functional specialty, scope, processing, efficiency, and quality, the functional logic consists of professional type, scope of action, effective range, processing mode, operational efficiency, and result quality, and forms the dimension of functional logic organization. According to the logic of system function organization, each function needs to determine what kind of functional logic is used to achieve its capabilities and goals. The logical organization of known system functions is a functional processing organization oriented to discipline modes. For the logical organization of system functions, it is necessary to first determine the functional logic result requirements, that is, define the areas of discipline activities and roles according to the characteristics of the discipline, and determine the expected goals of discipline operation. Secondly, it is necessary to determine the operational mode of function logic, that is, define the expected result form of the function according to the discipline field, specify the environmental conditions of the function operation, determine the function processing input conditions, and construct the function logic processing algorithm. In addition, the functional processing performance status needs to be determined, that is, the performance requirements of the results are defined according to the expectation of discipline processing, the function operation quality is determined, the function process capability is defined, and the function operation processing algorithm is established. From the above three aspects of analysis, we use three perspectives, namely, information perspective, discipline perspective, and platform perspective to construct the functional logic organization and processing model, namely information processing model, discipline organization processing model, and platform organization processing model. The functional information organization processing model is an organizational processing model oriented to information capabilities and performance of functional operation. The functional information organization process model describes functional logic activities with the information capabilities, information organization, and information results. Information capability is the information composition mode that describes the functional logic processing

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elements. Information organization is the information organization mode that describes the functional logic processing. Information processing is the information processing mode that describes the functional logic processing. The functional discipline organization processing model is an organizational processing model that targets the discipline features and capabilities of functional activities. The discipline organization processing model describes functional logic activities through discipline domain processing, discipline feature processing, and discipline environment processing. Discipline domain processing is a domain organization mode that describes functional logic processing. Discipline feature processing is an algorithm organization mode that describes functional logic processing, and discipline environment processing is a performance organization mode that describes functional logic processing. The platform organization processing model is an organizational model that is oriented to functional discipline, competence, and collaboration. The known functions are part of the professional capabilities of the target task. That is, the target task is often implemented by a specific set of specialized functional capabilities. For multiple target tasks, the discipline capabilities organization of their tasks requires multiple sets of discipline functions to establish. Because there are a large number of functional capabilities overlapping and duplicating in a large number of discipline functional organizations, it is necessary to build a platformoriented functional organization that covers the requirements of system task organization, reduces task crossover and duplication, and supports the operation of multiple target tasks. The platform-oriented organization processing model is based on discipline classification of functional collaborative platform organizations, discipline-based functional collaborative platform organizations, and universal capability-based functional sharing platform organizations. The functional collaboration platform based on discipline classification is a functional discipline organization platform guidance mode that describes the target-oriented task operation capability. The functional cooperation platform based on discipline domain is a functional discipline organization platform guidance mode that describes the target-oriented task area, and is based on the sharing of common capabilities and functions. The sharing platform based on general function capability is a functional sharing organization platform guidance mode that describes the efficiency of goal-oriented tasks.

5.1.3 Functional organization oriented to platform management The functional platform is a platform management mode that describes the systemic common functional components, standard process specifications, and unified scheduling organization. The so-called function platform is based on the general function activity organization and standard processing process. According to the current task operation environment, the target task operation requirements are fulfilled, and the functional assembly operation and the process organization and management are implemented to complete the functional task operation target requirements. For the function organization of avionics system, the ultimate goal of the system function is to fulfill the requirements of system task organization and operation. As we know, system task organization and operation need the ability of the system to provide discipline functions, and the system needs to provide function processing capabilities for those discipline functions. At the same time, the system also needs to implement system task operation requirements through functional operation management.

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Therefore, the function operation management determines the system discipline function composition according to the task operation requirements, defines the functional processing function areas and conditions, adopts the relevant function operation management strategy determined by the system, organizes and schedules the function and operation, provides function operation management and result status, and supports the goals and requirements of the mission process. In the previous two sections, we discussed the functional discipline organization model and the functional logic organization model. The next issue we focus on is the operation mode of these features. As we know, functional discipline organizations are oriented to the operational requirements of target task, functional logic organizations are oriented to functional business processing mode, and functional operational management is based on target task operational requirements and functional business processing models for the current mission operating environment and operational status, to implement function operation organization, to provide function operation control and feedback. This is the meaning of the function operation management of this section. System function operation management is oriented to the task operation requirements of functional organization and operation management. System function operation management is based on the capabilities of the systemic function platform, to determine the current operation function management mode based on the task configuration, conditional drive, or platform management mode; establish the target requirements, conditional constraints, and management modes for function operation; and support task capabilities, organization, and operation requirements. There are several aspects to be concerned for the implementation of the function operation. The first is to consider the target task operation requirements, to configure the task based on the functional organization, to drive the task configuration, and to run the scheduling and management functions; the other is to consider the functional operating conditions. According to the activation condition of the current functional related conditions, the conditional permit-driven, scheduling, and management functions operate; another is based on the perspective of functional platform organization and management, according to the functions and conditions of primary platform management, through the functional refresh cycle requirements, scheduling, and management functions operation. There are three modes of system function operation and management defined in this paper: task configuration mode, conditional drive mode, and function platform management mode. The task configuration mode is based on the current activated task, and the operation management of the configuration function is realized through the associated function organization mode. The idea of task configuration is to establish the ability to support the task operational goals through functional business organizations, to achieve the task operational goals through functional processing organization. Therefore, the task configuration mode firstly determines the target task application, conditions, and results of the operation target capacity requirements; establishes the goal of functional operation management based on the functional organization model, and the task target guidance mode; determines the target task environment, procedure and efficiency of the operating environment requirements based on the task nature guidance mode; establishes functional operation and management of the conditions based on the task area guidance mode; determines the target task type, field, and scope of the operating status requirements; and establishes functional operation and management of the status. In addition, the task configuration mode is based on the functional

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information organization processing mode. It also determines the information processing capabilities of the functional logic, information organization, and the composition of information results, and establishes functional logic processing information organization; according to functional discipline organization processing mode, it determines the function of discipline field processing, discipline feature processing, and discipline environment processing organization logic, establishing functional characteristics of discipline activities and composition processing mode; according to the functional platform organization processing mode, it determines functional organization and collaboration based on discipline classification function, functional organization, and collaboration based on discipline domain and common sharing ability based functional organization and management platform, and establishes a discipline, capability, and collaborative integrated organizational model for functional platforms. The condition-driven processing is based on the composition of system functions and is organized through functional operating conditions to realize the operation and management of conditional permit functions. The idea of condition-driven processing is to set up functional organizational conditions that support task operations through functional business organizations, and to establish functional operating conditions that support task operations through functional organization. Therefore, the condition-driven processing first determines the functional discipline, scope, range, processing, efficiency, and quality requirements according to the task organization model, task objectives, fields, space, activities, time, and result composition, and establishes organizational conditions for functional operation. According to the task operation mode and the system internal discipline features of the program and the performance of the operating environment requirements, it establishes functional operating conditions; according to the task management mode, and the function of the type of capabilities, role areas, activity logic, and the results of the form requirements, it establishes functional operation management conditions. In addition, condition-driven processing is based on the task target guidance model, according to the application of the target task, conditions, and results of the operation target capability requirements, and it establishes functional discipline guidance and classification, determines the functional requirements of the space and scope of the condition requirements; according to the nature of the mission guide mode, and the objective and mission environment, procedures and efficiency of the operating environment requirements, it establishes functional processing area guidance, functional discipline space and capacity requirements, and determines the functional areas of the task environment support the ability to meet the requirements of conditions; according to the task area guidance mode, and the type of target mission, to meet the operational status requirements of the domain and scope, it establishes functional role area guidance, functional processing role space and capability model, and identifies the functional discipline and capabilities supporting the task types that constitute the requirements of the conditions. The function platform management is based on the function composition of the application hosted in the platform, and realizes the independent operation and management of the platform function according to the current running status of the platform function. The idea of the functional platform is to establish functional business organization requirements that support the operation of tasks through functional business organizations, and to establish functional shared organizational requirements that support task operations through function-processing organizations. Therefore, the functional platform management first determines the functional discipline area, scope, capability type, processing performance, and result style according to

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247

the target task implementation characteristics, target task application requirements, expected results, program organization, operation status, and environmental conditions, and establishes a functional capabilities organization; according to the desired objectives and operational needs of the target task, with multitype functional organization of the discipline characteristics of the system, it establishes the discipline capabilities and processing coordination of the multiple associated functions of the functional platform; according to the processing field and the result demand of the target task, and the ability of associated functions to organize and handle collaborative requirements, it establishes an integrated organizational model of functional platform discipline, capabilities, and collaboration. In addition, functional platform management builds functional platform logic activities based on process mode of function information, functional information capabilities, information organization, and information results, and establishes information capabilities composed of information elements, information components, and information conditions, and determines functional guidance and conditions, organizes the organization of information by logical organization, and constructs a platform processing model for functional goals, specializations, and capabilities. With functional discipline organization processing models, it describes functional logic activities based on functional discipline domain processing, discipline feature processing, and discipline environmental processing, and establishes discipline area of function, discipline elements, and the space for logic processing; determines functional discipline processing mode discipline, logical organization, and element composition; and constructs a functional platform processing model for functional logic processing.

5.1.4 Functional integration for processing efficiency and quality Functional integration is the integration of the functional organization and process processing of the description system with the goal to improve the efficiency and quality of functional processing. In the previous sections, we described functional discipline competence organizations, functional logic processing organizations, and functional operation management organizations. However, for an integrated system, not only does the system function organization achieve the target task requirements but also hopes to establish the optimal function organization to accomplish the target task operation. In other words, we hope that through systematic and comprehensive considerations, on the basis of satisfying the target task requirements, the optimal system function capabilities, the most optimized system function processing efficiency and the most optimized system function processing results will be established. This is the comprehensive meaning of system functions. Especially for complex systems, due to the diversity and interlaced status of goals, domains, environments, relationships, weights, and results, there is more space and significance for the integration of system functions. Therefore, functional organization integration is the core technology to achieve system function organization, processing, and optimization. The so-called functional organization integration is the task-oriented operation requirement. For the system function capability composition, the function space and capability type organization for different functions are established to form a system function capability based on the task capability requirements; for the system function processing logic, different functions are organized to process information organization, and processing quality organization, and to construct a comprehensive

248

5. Integrated technology of avionics system functional organization

system function processing based on the task process; for system function operation management, it establishes different functional areas and operational status, the integration of system function management based on task operation. For the avionics system, the system functions are integrated according to the target task operation requirements, through the system function capability organization, system function processing logic, system function operation management, to realize and complete the system task organization and operation requirements, to achieve the optimization of the system function requirements and organization, the optimization of the system function processing quality and efficiency, the optimization of system operation status and process, and finally to support system task organization and operation effectively. System function organization integration is a comprehensive organization and is oriented to the task operation capabilities, fields, efficiency, and quality. The goal of functional organization is to achieve the goals and tasks. As mentioned above, system tasks are based on six dimensions of application, role, environment, program, efficiency, and validity requirements. System functions are based on six dimensions of capabilities, types, conditions, logic, process, and performance organization. Therefore, the integration of system functions must be oriented to the needs of the systemic target tasks. It must establish a combination of specialized areas and capabilities based on related functions, and provide organizations with the ability to optimize the required tasks of the system; secondly, the integration of system functions must be oriented to the system target task information, and the establishment of the integration of information organization and capabilities of related functions should provide the organization and optimization of the systemic target tasks. In addition, the integration of system functions must be oriented to the systemic target task operating environment, and the integration of functional scopes and processes based on the associated platform should be established to provide the system target tasks, to optimize the running organization. Therefore, the system function organization integration is the integration of system function discipline field and capability, the integration of system function information capability and space, and the integration of system function platform operation and management. The main goal of the system function discipline domain and capability integration is to provide an integrated system function organization based on the systemic target task requirements, and the integration of the target, process, and results of the associated function based on the system-related function domain and function capabilities. Integration of discipline area and action capabilities for system functions is based on the functional organization and management requirements (capacity, type, condition, logic, process, and performance), based on the target task operation, and on the basis of related functional capabilities and roles (discipline, scope, range, processing, efficiency, quality), through the integration of goal consistency, process interconnectivity, and outcome status conformance, to improve the target area, capability area, role area, and support area of the functional organization, then establish integrated functional capabilities that meet system goals and tasks. The main goal of the integration of system function information capabilities is to improve the ability and quality of input information through the integration of input information of system-related functions according to the current system target task operating environment; to enhance the efficacy of key factors through the integration of related functional feature information and to improve the performance and validly of the result status through the associated functional results information fusion. System function output information fusion is

5.2 Organization of system functional discipline

249

based on the expansion and is the enhancement of system input information capabilities. Through the goal-driven input information fusion, it provides support for information fields and time domain expansion, information capabilities and scope expansion, and information conditions and quality improvement. By integrating target-based feature factors, it supports the enhancement of processing target information, the expansion of processing areas, and the improvement of processing efficiency. Through the fusion of output information, it supports the expansion of target capabilities and scope. It supports the increase of the scope and time domain of results, and improves the performance and effectiveness of results. Platform management is oriented to functional organization and management mode of platform. The platform management aims at the functional composition of the current platform, and realizes the independent function operation management according to the functional capability operating conditions of the platform. At the same time, platform management builds a functional result organization based on the current functional operation results of the platform for the current operation tasks, and provides support for task operations. The primary objectives of platform organization integration are to build capability type and function domain that cover operational tasks based on current domain requirements for all currently active tasks, and the discipline capabilities of the current platform hosted functionality; and to build an activity range and environmental conditions that cover the operation task based on the integration of functional conditions and all current active task operating environment conditions. As well, under the scope of the capabilities of the platform hosted function, through the integration of functional conditions, the objective is to build the target requirements and processing quality that cover the operational tasks based on the performance requirements of all current active tasks, according to the processing mode of the platform hosted function, and through the functional processing logic, organize the integration and build the target requirements and processing quality that cover the operational tasks.

5.2 Organization of system functional discipline The previous section defined the requirements and composition of functional discipline. Functional discipline organization generally includes task goal guidance mode, task performance guidance mode, and task field guidance mode. System tasks are oriented to the external application requirements of the system and consist of task goals, fields, space, activities, time, and results. The functions are organized within the capabilities of the system and consist of functional discipline, scope, range, processing, efficiency, and quality. System tasks and system functions are often not matched to each other. At the same time, since the function is oriented to its discipline capabilities, the links between functional coordination and mutual support are also weak. Therefore, according to the needs of the target task, based on the systemic functional capabilities, the establishment of a system function discipline organization is an important content of the avionics system function design, which is also the basis and guarantee of the avionics system function integration. The target task consists of three parts: system task capability mode organization, system task processing mode, and system task operation mode organization. Among them, the organization of system task capability mode is mainly supported by the establishment of system function discipline capability organization. The system task processing mode is mainly

250

5. Integrated technology of avionics system functional organization

realized through system function logic processing organization. The system task operation mode is mainly accomplished through system function operation and management. The so-called functional discipline competence organization is actually a dimension space composed of multiple functions of the system, constructing the capabilities and space of the multifunctional discipline field, and covering the spatial pattern of the target mission dimension. For the system discipline competence organization, it is necessary to determine the functional type of organization that can cover its ability requirements according to the application task capability requirements. Since the system task is oriented to application space and the system function is oriented to the discipline space, a task often has many different functional components, and each function has its own discipline field and capability. Therefore, it is an important task for the organization of system functions to establish a dimensional matching pattern for multiple functional organizations in the task-oriented dimension space. For a business organization model with multiple independent related functions, how to establish a functional business capability organization, how to cover the ability mode of the target task to organize the maximum functional scope of the function, how to establish a capacity-oriented functional organization consistency capability space for target tasks, and how to enhance the target core functional parameters of the mission competency model are the core content and technology of the functional business organization. Therefore, for the operational requirements of system tasks, it is necessary to establish a system-specific capability guidance mode, to determine the order of functional organization, to complete compliance configuration process of the functional dimension space, to achieve functional organization consistency functional capabilities, maximum functional scope of functional organization, and enhancement requirements of functional core parameter. There are three guidance modes for the system of discipline competence: one is the mission goal guidance mode, the other is the mission nature guidance mode, and the third is the mission field guidance mode.

5.2.1 Task target guidance mode The task target guidance mode is oriented to the task target requirements and establishes the guidance mode of the system function organization, that is, the task organization guides and establishes the function organization that realizes the task goal. The task goal guidance model is based on the implementation requirements of the core target elements of the current target mission, and it guides the application, conditions, and results of the construction of the target mission; according to the objectives, domains, space, activities, time, and results of the mission; it sets the range, scope, processing, efficiency, and quality of the organization, and guides the organization of a number of features of the discipline, scope, range, and results model to achieve the objectives and tasks of the application, conditions, and results requirements. The implementation process of task objectives guide mode is aimed at the target requirements of task activities: applications, conditions, and results. Through the application of roles and requirements based on task goals, the functional role space is established, and the function classification and action field composition for supporting its task applications are determined; based on task objectives with conditional constraints and requirements guidance, it

5.2 Organization of system functional discipline

251

establishes functional type requirements, determines the space and scope for supporting its application and conditions; establishes functional result capabilities based on the results and form guidance of target applications for the task to determine functional capabilities that support task results, and as a result, an organization based on the target mission capability is eventually established. This can be shown in the following formula. f1ðdiscipline; area; scope; resultÞ  F1 ðapplication; condition; resultÞ ¼

f2ðdiscipline; area; scope; resultÞ fnðdiscipline; area; scope; resultÞ

For a business organization model with multiple independent related functionalities, how to establish a task guidance mode, and covering the functional scope of the target task capability model, are the core of functional discipline organization. Therefore, the system function organization covers the requirements for the target task capability mode based on multiple independent functional areas and capabilities, and establishes the system function discipline maximum capability/function through the task target guidance mode. The task objectives guidance mode includes: task goal guidance mode based on functional discipline coverage, task objectives guidance mode based on functional discipline conditions, and task objectives guidance mode based on functional discipline results. The task objectives guidance mode, which is based on the function discipline coverage, takes functional discipline coverage as the core element and establishes the ability to cover the functional discipline coverage of the target task. The so-called task objectives guidance mode based on functional discipline coverage is the capability organization of the target task: applications, conditions, and results. According to the organization of multiple independent related functional discipline areas, the capability model of the functional discipline covering the target task is established, and the functional discipline limited scope is constructed. The scope of the largest functional scope, range, and result organization meets the functional discipline scope of the task-oriented task capability consistency capacity space, and constructs a functional capacity organizational mode based on functional discipline coverage model. The task target guide mode based on functional discipline coverage is shown in Eq. (5.1) below. The task objectives guidance mode based on functional discipline conditions takes functional discipline conditions as the core element and the ability to establish functional discipline operating conditions oriented to the target task. The so-called task target guidance model based on functional discipline conditions is the capability organization of the target task: application, conditions, and results. According to the discipline operating conditions of multiple independent related functions, the ability mode of the functional discipline target task is established, and the maximum functional discipline, scope, and result organization is constructed under operating conditions of the functional discipline. Under this circumstance, the functional operating condition consistency capability space is established to meet the capability model for goal-oriented tasks, and then a functional and organizational model based on functional discipline operating conditions is formed. The task target guidance mode based on functional discipline conditions is as shown in Eq. (5.2) below.

252

5. Integrated technology of avionics system functional organization

The task goal guidance model based on functional discipline conditions takes the functional discipline results as the core elements, and the ability to establish functional outcomes of goal-oriented tasks. The so-called task goal guidance model based on functional discipline results is the capability organization of the target task: applications, conditions, and results. Based on the results of the discipline operation of multiple independent related functions, the ability mode of the functional discipline results target task is established, and the maximum functional discipline, scope, and results organization is constructed under function discipline result conditions, the functional operating result consistency capability space is established to satisfy the goal-oriented task competency model, and then a functional capability organizational model based on functional discipline operating results is constructed. The task target guidance pattern based on functional discipline results is shown in Eq. (5.3) below. F1ðapplication; condition; resultÞjdiscipline ¼ f1 ðactareajdiscipline; rangejdiscipline; resultjdisciplineÞ F1ðapplication; condition; resultÞjcondition ¼ f2 ðdisciplinejcondition; act areajcondition; resultjconditionÞ F1ðapplication; condition; resultÞjresult ¼ f3 ðdisciplinejresult; act areajresult; rangejresultÞ

(5.1)

(5.2)

(5.3)

The task target guidance mode is the system function organization guidance mode that is oriented to the task target requirements. The idea of the task goal guide mode is to set the core parameters of the task goal according to the application operating requirements of the mission, and to construct the functional constitution requirements of different functional domains, different functional capabilities, and different functional results by configuration support of the core mission parameters. For example, for flight cruising navigation tasks, first according to the navigation task requirements: navigation requirements, flight accuracy, guidance procedures, operating conditions, environmental conditions, establish the core parameters of mission target: navigation mode, navigation accuracy, flight guidance; build system function organization: function 1 Navigation Function: Discipline: Global satellite navigation collaboration (GNSS); Scope: Based on regional navigation (RNAV) and required navigation performance (RNP), Action field: RNP 4, Result: Confidence greater than 95%. Function 2 Display Function: Discipline: Flight display and interaction; Action field: Frontend traffic situation; Scope: Route; Result: Flight guidance. See Fig. 5.3.

5.2.2 Task characteristic guidance mode The guided mode of task characteristic is oriented to the requirement of task processing, and it establishes the guided mode of system function organization, that is, through the guidance of task characteristic it establishes a functional organization that meets the nature of the task. The mission nature guidance model is based on the requirements of the core elements of the current target task processing nature, and leads the construction of the target mission

253

5.2 Organization of system functional discipline

Target task 1. 2. 3. 4. 5.

Application mode Expected result Process program Operating status Environmental conditions

Task target guidance Flight navigation

application

condition

result

Flight navigation

Navigation mode

Flight guidance

Navigation function

Display function

Discipline

Act area

Range

result

Discipline

Act area

Range

GNSS

RNP

RNP 4

99.5%

Display

Traffic situation

Flight route

FIGURE 5.3

result Flight guidance

Navigation task target guidance mode.

environment, procedures, and effectiveness according to the task goals, domains, space, activities, time, and the composition of results; based on the organization of discipline, scope, range, processing, efficiency, and quality related to the system function discipline, it guides the organization of a range of functions in terms of discipline, capabilities, scope, and processing mode to meet the program, efficiency, and environment requirements. The implementation process of task characteristic guide pattern is aimed at the process requirements of the task processing: environment, procedures, and efficiency. Guided through the nature requirements of the task processing environment and conditional constraints, the requirements of functional discipline areas and capability requirements are established, and the functional areas and capabilities that support the task environment are determined. Through the guidance of requirements from the task operating process and processing mode, the establishment of functional processing capabilities and the role of space determines the capabilities of support for the task program and the scope of the composition; through the task processing mode and the results of the form of demand guidance, the functional results processing mode and scope determines the functional capability requirements that support the task results and finally forms a functional capability organization based on the task processing nature. This can be shown in the following formula. f1ðdiscipline; capability; range; processÞ  F2ðenvironment; process; efficiencyÞ ¼

f2ðdiscipline; capability; range; processÞ fnðdiscipline; capability; range; processÞ

254

5. Integrated technology of avionics system functional organization

For the independent processing method with multiple associated functions, how to establish the guided mode of the task characteristic and the function processing of the capability mode covering the target task is one of the core functions of the discipline organization. Therefore, the system function organization constructs the maximum processing mode/function of the system function discipline through the task characteristic guidance mode according to the requirements of the processing nature of the target task with multiple independent function processing methods. The guidance characteristic of tasks is divided into: the characteristic of the task based on the characteristics of the discipline characteristics of the guided mode, based on the functional processing conditions of the task performance guide mode and the task based on the target processing mode of the guided mode. The guidance mode of mission characteristic based on functional discipline characteristics takes the functional discipline processing capability as core elements and establishes a functional discipline-specific processing capability oriented to the target task. The so-called guidance mode of task characteristic based on functional discipline features is to establish the processing mode of the target task in the functional discipline field based on the processing organization of the target task: environment, procedures, and effectiveness, based on the discipline characteristics and processing organizations with multiple independent related functions. It is to establish the maximum functional capabilities, scope, and processing organization of the functional discipline processing mode to meet organizational consistency requirements of the functional requirements of the task-oriented task operating system, and form an integrated functional processing system model based on the feature domain model of functional discipline. The guidance mode of the mission based on functional discipline coverage is as shown in Eq. (5.4) below. Based on functional processing conditions, the characteristic of task guidance mode takes the functional discipline processing environment as the core element and establishes a function-oriented discipline processing environment composition that is oriented to the target task. The so-called task characteristic guidance mode based on functional processing conditions is based on the processing organization of the target task: environment, program, and performance. Based on the processing conditions of multiple independent related functions, the processing environment and requirements for the target task in the functional discipline field are established. They deal with the maximum functional capabilities, scope, and processing organization under the environmental conditions, meet the functional requirements of the task-oriented operating mode to deal with organizational consistency requirements, and form a functional processing integrated system processing organization model based on functional processing environment conditions. The task characteristic guidance mode based on the functional processing conditions is as shown in Eq. (5.5) below. Based on the function processing method, the characteristic of the task guidance mode takes the functional discipline processing method as the core element and establishes a function-oriented discipline processing mode composition that is oriented to the target task. The so-called task-based guidance mode based on the functional processing method is based on the processing organization of the target task: environment, program, and performance, and based on the independent functional processing methods of multiple associated functions, a method for processing the target task in the functional specialized field is established. The maximum functional capabilities, scope, and processing organization of the functional discipline processing approach meet the organizational consistency requirements of the

5.2 Organization of system functional discipline

255

task processing-oriented functional process, and form a functional processing integration and interactive processing organization model based on the functional processing approach. The task characteristic guidance mode based on the functional processing method is as shown in Eq. (5.6). F2 ðenvironment; procedure; performanceÞ field ¼ f1 ðcapability field; scope field; process fieldÞ F2 ðenvironment; procedure; performanceÞ condition ¼ f2 ðcapability condition; scope condition; process conditionÞ F2 ðenvironment; procedure; performanceÞ mode ¼ f3 ðcapability method; scope mode; process methodÞ

(5.4)

(5.5)

5.6

The task characteristic guidance mode is a system function organization guidance mode oriented to task processing requirements. The idea of task performance guidance mode is to address the task application processing requirements, establish the core parameters of the task characteristic, and support the configuration of task core parameters to construct different functional processing environments, different function processing programs, and different functional processing performance functions. For example, for flight surveillance missions, first according to the flight monitoring needs: flight traffic situation, route conflict monitoring, flight minimum safety isolation, flight spacing maintenance, flight collision avoidance alarm, establish the mission target core parameters: traffic environment, conflict monitoring, safety assurance; construct system functional organization: Function 1 Flight Conflict Monitoring Function: Discipline: flight monitoring; Scope: route traffic situation and conflict monitoring, Scope: minimum flight safety isolation and air collision, Result: surveillance report and evasion operation. Function 2 Display Function: Discipline: flight display and interaction; Scope: front-end traffic situation; Range: threat time and distance; Result: display and alarm. See Fig. 5.4.

5.2.3 Task area guidance mode The task area guidance mode is oriented to the mission-running process requirements and establishes the guidance mode for the organization of system function specialized fields, that is, through the task area guidance, to establish functional organizations covering the task area. The task area guidance mode is based on the core element coverage requirements of the current target task operation field, and guides the type, mode, and scope of the target task according to the composition of the task goals, fields, space, activities, time, and results. The organization of scope, range, act area, processing, efficiency, and quality guides the organization of a number of functions in a discipline, abilities, logic, and conditional model, covering the types, modes, and scope requirements of the target task. The task area guidance mode realization process is aimed at the task operation process requirements: domain, mode, and result. Through the guidance of the task processing type and role requirements, the

256

5. Integrated technology of avionics system functional organization

Target task 1. 2. 3. 4. 5.

Application mode Expected result Process program Operating status Environmental conditions

Task nature guidance Flight surveillance

environment

program

efficiency

Traffic environment

conflict monitoring

Safety ability

Flight conflict monitoring

Flight traffic display function

discipline

capability

range

process

discipline

capability

range

process

Surveillance

Conflict analysis

Detection distance

Report avoidance

Display

Traffic situation

Distance time

Alarm display

FIGURE 5.4 Monitoring task characteristic guidance mode.

function processing space and the discipline mode are established, and the function discipline and the capability component of the support task type are determined. Guided by the requirements of the task operation mode and activities, it establishes a functional processing model and logical organization, determines the function processing logic and process components that support the task area, and establishes the functional processing mode and result requirements by guiding the scope of the task activity and results, determines the functional processing mode and scope that support the task results; finally, it forms a functional capability organization based on the mission cation field. This can be shown in the following formula. f1ðdiscipline; logic; capability; rangeÞ  F3ðarea; mode; resultÞ ¼

f2ðdiscipline; logic; capability; rangeÞ fnðdiscipline; logic; capability; rangeÞ

There are multiple associated functions to deal with independent domain organization, how to establish the task area guidance mode, and cover the ability mode of the target task. The functional processing organization field is one of the cores of functional discipline organization. Therefore, the system function organization establishes the task area guidance mode according to the needs of the processing domain organization of the target task according to a plurality of independent functional role areas, and constructs the system function maximum processing area/function. The task area guidance mode is divided into: task area guidance mode based on function action scope type organization, task processing

5.2 Organization of system functional discipline

257

guidance mode based on function action scope logic, and task result guidance mode based on function field scope. The task area guidance mode based on the functional domain scope type organization is composed of functional discipline processing characteristics as the core elements and the establishment of goal-oriented task functional discipline processing capabilities. The socalled task area guidance model based on the function scope type organization establishes the processing logic of the target task in the functional discipline field through the target task role area and the processing organizationddomain, mode, and resultdaccording to a plurality of independent related function discipline role areas and processing capabilities, and scope. As well, it builds the maximum functional capability, scope, and processing organization based on the functional processing mode of this function, satisfies the organizational consistency requirements in the functional processing domain in the field of target-oriented tasks, and forms the functional domain organization model based on the functional multiprocessing domain integration system. It forms an integrated system of functional processing based on functional discipline domain model to deal with organizational models. The task area guidance model organized based on the functional scope type is shown in Eq. (5.7). The task processing guidance mode based on function action scope logic takes the logic processing mode of the functional discipline domain as the core element, and establishes the processing logic structure of the functional specialized field facing the target task area. The so-called function-domain logic-based task processing guidance mode is a processing logic requirement for establishing a target task in a functional discipline field through the role of the target task and the processing organizationddomain, mode, and resultdto build a functional organization based on this function to organize the maximum functional space, capabilities and scope of the organization, to meet the goal of the task area of functional areas to deal with logical organizational consistency requirements, and to form functional areas based on multiprocessing logical organization integrated system function processing organization. The task processing guidance mode based on the function scope logic is as shown in Eq. (5.8) below. Based on the function action field scope, the task result guidance pattern takes the functional domain result scope as the core element and establishes the functional action result space of the target task. The so-called functional scope-based task result guidance model is to establish the resulting airspace of the target task in the functional discipline field through the target task area and processing organizationddomain, model, and resultdaccording to the independent functional result space with multiple associated function and scope organization. It is to construct the maximum functional capabilities, scope, to process based on the result space of the function, to satisfy the functional result space organization consistency requirements of the goal-oriented task operating mode, and to form a functional result spacebased integrated system function organization based on the function processing mode. The task result guidance pattern based on the functional action field scope is shown in Eq. (5.9). F3 ðfields; patterns; resultsÞjdiscipline ¼ f1ðtypejdiscipline; logicjdiscipline; scopejdisciplineÞ 5.7 F3 ðfield; mode; resultÞ mode ¼ f2 ðtype mode; logic mode; range modeÞ

5.8

258

5. Integrated technology of avionics system functional organization

F3 ðfield; pattern; resultÞjresult ¼ f3 ðtypejresult; logicjresult; rangejresultÞ

5.9

The task area guidance mode is a system function organization guidance mode oriented to task processing. The idea of the task area guidance model is to address the needs of the application processing field of the task, to establish the core parameters of the task field, and to support the configuration of the task core to construct the function configuration requirements of different functional processing areas, functional processing logic, and functional result spaces. Taking flight display tasks as an example, it should first build a system function organization according to flight display requirements. The displays include: flight plan display, flight traffic situation, flight navigation display, flight route display, and flight threat display. The functions include: Function 1 flight traffic situation display function: Type: traffic scenario; Mode: route display, Logic: route threat monitoring and alerting, Range: threat flight distance. Function 2 flight alarm display Function: Type: flight alarm display; Mode: route conflict monitoring; Logic: traffic situation and threat alert; Range: airplane distance. See Fig. 5.5.

5.3 Organization of system function logic For the logical organization of system functions, each function must establish an organizational approach that matches its discipline field and capabilities. In other words, the functional organization consists of a number of independent discipline functions, and each has a specific functional logic organization and processing model. Therefore, it is necessary to consider what kind of discipline function processing logic can realize the system task activity Target task 1. 2. 3. 4. 5.

Application mode Expected result Process program Operating status Environmental conditions

Task area guidance Flight display area

mode

result

Traffic environment

conflict monitoring

Event alarm

Flight traffic display function type Traffic situation

mode

logic

Flight route

Threat alarm

Flight alarm display function

range Aircraft distance

FIGURE 5.5

type

mode

logic

range

Flight warning

conflict monitoring

Flight threat

Aircraft distance

Display task area guidance mode.

5.3 Organization of system function logic

259

mode according to task requirements. Known functions are organized in terms of systeminternal capabilities and are composed of functional discipline, scope, range, processing, efficiency, and quality. The logical organization of functions is based on functional discipline classification, specified scope, limited scope of action, specific processing modes, and determined processing efficiency and quality. Each function is oriented toward its own discipline field and processing capability, and has its own unique functional processing logic. Its processing logic is independent of the system target task requirements. The target task organization, based on its own needs, organizes related functions according to the functional composition of the system, and fulfills the task operational requirements. Therefore, through the logical organization of system functions, a specific processing mode is established, an independent function space of system functions is established, with a clear processing efficiency and quality, a determined expected processing result is formed, and a functional organization and processing mode for system task operation management is provided. The logical organization of system functions consists of functional objectives-oriented processing, functional discipline-oriented discipline processing, and functional capabilityoriented processing. Among them, the function-oriented processing describes the information organization oriented to the function-driven logic processing, that is, according to the information organization requirements of the currently activated function processing logic, determines the information processing oriented to function objectives, constructs the functional target-logic information organization, and supports the function target and implement information processing. For example, navigation aircraft position processing function, through the calculation of flight position requirements to determine the GPS receiver to accept satellite position, time, coding, etc., to achieve the calculation of flight position; oriented discipline processing description for discipline driver logic processing information organization, that is, according to the current startup, the specialized information organization needs of the functional processing, determines the discipline-oriented information processing, constructs the discipline related information organization, and supports the discipline logical information processing. Also, such as navigation aircraft position processing functions, in the completion of the calculation of the flight position, but also in accordance with discipline integrity requirements, determine the multiconstellation GPS receiver information to accept, to achieve integrity calculation. Process-oriented capabilities describe the information organization oriented to the capability-driven logic processing, that is, the information organization requirements based on the currently activated functional capabilities, the ability-driven information processing is determined, the capability-related information organization is established, and the information based on the capability logic requirements is supported. In addition to the positional processing functions of the navigation aircraft, and the calculation of the position and integrity of the aircraft, it is also necessary to determine the performance and accuracy capabilities of the aircraft position based on the capability requirements associated with the capabilities and to achieve the availability and effectiveness of the aircraft position calculation. According to the logic of system function organization, we introduced three perspectives of functional logic organization in the previous section: information perspective, discipline perspective, and platform perspective. Through these three perspectives, a functional logic organization and processing model was established, i.e., the information organization processing model, discipline organization processing mode, and platform organization processing mode.

260

5. Integrated technology of avionics system functional organization

5.3.1 Information organization processing mode The first way of logical organization of system functions is information processing mode. For functional logic processing, it firstly needs to consider the information organization problem. The so-called functional logic organization is the organizational logic for the function, determines the logical elements of the association, and forms the functional processing result based on the logic processing method. That is, the function processing logic is a set of processing modes based on the functional logic organizational elements. The information organization processing mode is the information organization that describes the function processing logic, establishes the information form of the related logic elements, and constructs the logical organization information processing mode. From the point of view of the general functional processing organization model, the functional processing logic organizational elements are generally divided into: input elements of function processing/input information, environmental elements of function processing/condition information, relationship elements of function processing/interaction information, the logical elements/the information processing, the status elements of functional processing/the target elements of control information and functional processing/the resulting information. In order to systematically define, organize, and process functional elements, we divide the logical organization of functional processing into three blocks: information capabilities: define functional logic input elements information organization, input information description patterns that describe functional logic processing; information organization: define functional processing logical element information organization and information organization mode, to describe functional logic processing; and information result processing: define the result element information organization of the function processing logic, and describe the information result pattern of the function logic processing. This is shown in Fig. 5.6. The functional information capability mode is the ability to describe the functional processing element information in the system. The functional information capability mode is mainly the ability to establish functional processing elements, to construct the functional processing element capabilities status, and to support the capability of the functional processing element processing domain. Therefore, the information capabilities of the functional information organization model consist of information elements, information components, and information conditions. Among them, the information element describes the information processed by the function logic, or is the input information element that defines the functional logic processing, such as sensor input information, communication reception information, system feedback information, etc. The information component is the composition of the elements that describe the function logic processing elements, or is to define the internal structure of information, such as information type, accuracy, safety, reliability, and availability; the information f1 (x) f2 (x) fn (x)

Information ability 1. Input information type 2. Input information component 3. Input information performance

Information Organization 1. Processing information organization relations 2. Processing system organization weight

Information result 1. Result information field 2. Result information value 3. Result information performance

3. Processing information organization conditions

FIGURE 5.6

Functional logic information organization mode.

Y1 (x)

5.3 Organization of system function logic

261

condition is to describe the validity of the information processed by the function logic, or is to define the conditions of the information, such as the valid range and maximum value, minimum value, action time, etc. The information element is a variable element of input, output, and status of the function processing. Any functional processing is based on the processing of functional information elements. That is, different information elements determine the capability and space for functional processing. The information element is a function-oriented goal, based on the functional logic processing organization, processing conditions for the functional logic, processing the current status according to system functions, and it constructs a logical processing element organization. That is, the information element is for the target needs of the function processing, and determines the composition field of the information element; processing the correlation factor according to the function organization logic, determines the organization mode of the information element, organizes and requests according to the function processing condition, and establishes the processing requirements of the information element; based on the system, the current operating mode and status construct information elements control and management. The information component describes the information element of the performance organization. The quality and performance of task information elements are based on the information elements formed by their own information components. That is, different information components determine the capabilities and performance of information elements. The information component is based on the information element resource. According to the environment where the information element is located, and the information element capability requirement, the information element organization of the information element is constructed according to the role space defined by the information element. That is, the information component is the result space for constructing the information unit based on the demand of the information element. According to the operational performance requirement of the information element, the performance range of the information unit is established, and the environmental condition of the information unit is determined according to the operation environment of the information element. The information condition describes the limit or scope of the information unit. The information unit contains many elements that support information capabilities, and the scope of these components is based on certain circumstances and constraints. That is, when the function is running, the information condition determines the effective value or effective range of the information element of the information element according to the current functional operating environment. That is, the information condition is to determine the value and range of the relevant information component of the information unit for the current information element operation condition; determine the performance of the relevant information component of the information unit according to the operation performance requirement of the information element; and determine the information unit according to the information element action mode. The related information component weighting factor determines the validity of the related information component of the information unit according to the result form of the information unit. For information organization of functional processing, the information element determines the information composition of the functional processing, the information content forms a quality, and the information conditions determine the information status. This is what we

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5. Integrated technology of avionics system functional organization

call information capabilities. Information capability is the basic unit of system function processing. Information elements describe the ability to support system function processing and are determined by the function logic organization. The intrinsic performance status of the information component description information is determined by the information resource capability. The limitation of the information description information is determined by the information environment. This shows that the information processing results are based on information capabilities. This is shown in Fig. 5.7. The functional information organization model is a component that describes the functional processing element information in the system. The function information organization mode is mainly to establish the elements and capabilities of the function processing, construct the cross-linking relationship between the elements of the function processing, and form the feature weight of the function processing. Therefore, the functional information organization model consists of a functional guidance organization, a conditional guidance organization, and a logical guidance organization. Among them, the function guidance organization describes the information organization oriented to the function-driven logic processing, the conditional guidance organization describes the information organization oriented to the conditional-driven logic processing, and the logic guidance organization describes the information organization oriented to logic-driven logic processing. The function guidance runs according to the current function and organizes the information elements according to the currently activated function processing organization requirements. It also establishes the element composition, element cross-linking relations, and element processing weights that support function operation and processing. The function guidance is the guidance mode of the function-oriented operation organization. It runs the logical organization requirements through the currently activated functions, determines the function-oriented element information organization, and determines the information elements based on the function logic through the logic processing requirements of currently activated function operations; it determines the weight of the information element based on the functional processing by the logical result requirements of the currently started function.

FIGURE 5.7

Functional processing information capability composition.

5.3 Organization of system function logic

263

Conditional guidance is to establish the elements of support functional operating environment conditions, cross-linking factors and factor processing weight based on the current functional operating environment, according to the current conditional environment activation processing logic information organization needs. The conditional guidance organization describes the information organization oriented to conditional driven logic processing. It organizes the information elements that meet the conditional processing logic based on the conditional requirements of the current conditional environment activation logic. It processes the conditional requirements based on the processing logic of the current conditional environment activation and determines the information associated with the conditions of the elements of the organizational relationship; according to the current conditional environment activation processing logic results of the conditions required to determine the weight of information elements are based on conditional processing. The logical guiding organization determines the logical organization based on the current functional operating status, determines the logical organization based on the information requirements of the logic processing, establishes the constituent elements that support the functional status of the functional operation, and cross-links the elements and the element processing weights. The logical guiding organization is an information organization oriented to logic driven logic processing. It determines the information element organization of the status-oriented processing logic according to the current running functional status, and according to the information requirements of the logic processing, determines the logical organization based on the logical processing organization requirements and information elements organize relations; based on the result of logical processing, the weight of information elements based on logical processing is determined. The functional guidance, conditional guidance, and logical guidance model for functional information organization are shown in Fig. 5.8.

FIGURE 5.8

Functional logic information organization.

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The function information processing mode describes the information of the function processing elements in the system. The functional information processing mode is mainly to establish the components and organization of the feature information of the function processing, to construct the feature information processing mode of the function-oriented element information, to establish the processing mode of the feature information organization oriented to the function discipline, and to realize the logic processing mode of the feature information of the functional target. Therefore, the functional information processing mode is composed of functional-oriented processing, functional-oriented discipline processing, and functional-oriented target processing. Function goal-oriented processing describes the information organization for functiondriven logic processing. The functional target processing is to process the information organization requirements of the target logic according to the currently activated functions, and to deal with the guidance mode according to the functional target and establish the functionoriented target result form and requirements, determine the function goal-driven information capability, construct the information organization of the function goal logic, and support the information processing of the function goal. The function capability-oriented processing, function discipline-oriented processing, and function goal-oriented processing of functional information processing is shown in Fig. 5.9.

5.3.2 Discipline organization processing mode The second way of logical organization of system functions is the discipline organization processing mode. The discipline organization processing model is the processing model of discipline features and composition oriented to functional activities. As many disciplines are of their own specific processing modes, processing capabilities and processing flow, such as input filtering, message assembly, condition processing, calculation iteration, analysis and evaluation, so discipline organization processing mode is based on the target task processing needs, according to logic organization of discipline capabilities and information, and the processing capabilities and fields of different discipline characteristics. It establishes a discipline processing model to support the requirements of the systemic target tasks as well. Functional information processing Safety ability

Numerical ability

Functional-oriented discipline processing

Feature-oriented processing element

composition

Effective ability

condition

area

Logic element 1 data 1 Data 2

FIGURE 5.9

Data n

guidance

Feature-oriented processing

association

logic

result

Logic element n Data 1 Data 2

Data n

Functional logic information processing composition.

performance

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5.3 Organization of system function logic

The discipline organization processing model is the processing model of discipline features and composition oriented to functional activities. The discipline organization processing model describes functional processing logic activities through discipline processing capabilities, discipline processing efficiency, and discipline processing results. Discipline processing capability is a domain organization mode that describes functional logic processing. Discipline processing efficiency is a process mode that describes functional logic processing, and discipline deals with the performance organization of the result description function logic processing. The idea of the discipline organization is: for discipline processing capacity needs, according to the functional logic organizational capacity characteristics, establish discipline processing areas; for discipline processing efficiency requirements, according to functional logic processing activity characteristics, establish a discipline processing process; for discipline processing results requirements, according to function logic operation target organizational characteristics, establish discipline requirements for processing results. This is shown in Fig. 5.10. Discipline processing capability is the basis for functional logic processing. The task of discipline processing ability is to address the organizational needs of functional logic, establish specialized processing organization and logic, build discipline processing capabilities and fields, form a discipline organization to deal with the space organization, and support the functional capacity of the functional logic organization. The composition of any functional discipline ability is based on the needs of the functional processing organization, through its own discipline capabilities to achieve the requirements of the discipline in the functional processing logic. Therefore, the discipline processing ability deals with the input information and related discipline data (such as average value, maximum value, minimum value) according to the function, and the function operating environment and related discipline conditions (such as ability, scope, limited), according to the functional processing performance and related discipline requirements (such as reliability, availability, integrity), through its own discipline scope organization (such as space, time domain, scope), discipline processing

discipline organization processing mode Functional processing efficiency

Functional expertise

Functional organization

Functional organization weight

Functional organization area

Functional processing logic

Functional processing timing

Functional processing condition

Functional outcome capability

Input information ability

Functional discipline processing results 1. 2. 3. 4.

discipline processing result form discipline processing result area discipline processing result environment discipline processing result performance

FIGURE 5.10

Discipline organization processing mode.

Processing algorithm capability

Environmental condition

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FIGURE 5.11 Discipline processing capability mode.

mode (such as, elements, relationships, weights), and the discipline target space (such as results, performance, effectiveness) forms a discipline processing capability that supports the function processing logic, and covers the functional field, scope, and environment of the function processing result. This is shown in Fig. 5.11. Discipline processing efficiency is the guarantee of the effectiveness of functional logic processing. The task of discipline processing efficiency is to address the functional logic processing needs, establish discipline processing methods and processes by establishing discipline processing behaviors and conditions, and form a discipline organization processing model organization. The composition of any functional discipline processing efficiency is based on the functional logic processing mode, through the discipline operating behavior and processing mode, to meet the discipline processing requirements in the functional logic processing. Therefore, the discipline processing efficiency is based on the elements of the function processing logic (e.g., input elements, processing variables, output of results), the performance of the elements related to the functional processing performance and the logic processing of the discipline (e.g., values, types, conditions), process and related discipline requirements (such as parameters, cross-linking, weight), through the discipline processing quality (such as accuracy, range, performance), and the discipline processing efficiency (status, timing, cycle), forming a support function processing logic discipline processing efficiency requirements, covering the area of function, the scope, and the environment in which the function processes results. This is shown in Fig. 5.12. The discipline processing result is the goal of functional logic processing effectiveness. The task of discipline processing the results is to address the functional requirements of the processing of the functional logic. Through the establishment of discipline processing of information organization and composition, a discipline processing model and environment is constructed, forming a functional result capability organization processed by discipline

5.3 Organization of system function logic

267

FIGURE 5.12 Discipline processing efficiency mode.

organizations. The composition of any functional discipline processing result is based on the functional target processing model. It is also organized through the discipline capabilities and conditions, and established to meet the discipline results capability requirements in the functional result form. Therefore, discipline processing results are processed according to the functional requirements of the input elements (such as data acquisition, numerical filtering, data transformation, etc.), and target element requirements (e.g., type, capability, quality) of the functional processing performance and the logic processing of the discipline. According to the function process and the discipline related processing target requirements (such as processing parameters, processing algorithms, processing procedures), through the discipline itself to deal with the environmental target requirements (such as domain, environment, status), and the discipline itself to process the results (capacity, performance, effectiveness), discipline processing results supporting function processing logic requirements are formed, to cover the role of the functional processing results of the field, scope, and environment, and to support the next phase of functional operation and management needs. This is shown in Fig. 5.13.

5.3.3 Platform organization processing mode The third way of logically organizing system functions is the platform organization processing mode. The platform organization processing model is an organizational model oriented to functional disciplines, capability, and collaboration integration, which is a comprehensive integrated processing organization based on the discipline, capability, and processing of the target task. The target task is oriented to the needs of the application. Each target task is implemented by a specific set of discipline functions. Since the application execution environment is organized by multiple tasks, each task consists of a number of

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FIGURE 5.13

Discipline processing results mode.

discipline functions, and each discipline function is composed of multiple processes. This selfneeds construction model will inevitably result in an overlap of functional organization and process organization duplication. Therefore, it is an important form of the current system function organization and management to establish a platform model for system logical organization needs, and to build an independent functional activity sharing and basic process capability reuse model covering target task activity and role space. The platform organization processing mode is a multitarget task operation requirement, providing discipline organization classification, common function activity sharing, support for process reuse, and platform organization processing mode to achieve current task requirements. Since multiple target tasks have their own specific processing goals, processing areas, processing capabilities, and processing conditions, such as the navigation task having its own navigation mode, navigation instructions, navigation accuracy, and navigation integrity requirements; such as the flight monitoring task having its own traffic monitoring, situational awareness, safety isolation, and threat alerting requirements. The platform organization processing model provides shared functionality based on these two target mission requirements, such as airspace environmental situation organization, airspace traffic location identification, navigation integrity confirmation capabilities, and combined with their specific discipline functions, guidance functions for navigation tasks, alarm functions for monitoring tasks, and the need to accomplish target tasks by reusing the general processing process. As mentioned earlier, the core of the platform organization processing model is to provide a unified and independent common function and process organization and sharing service. This is to establish a unified discipline, functional and process organization; to provide independent discipline, ability and deal with shared services; to meet the objectives and tasks of discipline organizations, sharing of functional capabilities, processing and reuse of platform performance requirements; to reduce discipline divergence, overlapping functions and process duplication, thereby improving the efficiency and effectiveness of system processing. However, for the platform organization, it is necessary to consider what common functional capabilities and operating modes are to be established in order to cover the discipline functional requirements for achieving the target task, and to support function sharing and process

5.3 Organization of system function logic

269

reuse. The known platform goal is to support the target mission operational requirements, provide system function organization, and implement system process operations. Therefore, the platform organization processing model should be based on the requirements system application discipline characteristics, and it should establish a discipline classification organization, covering the discipline requirements of all system objectives and tasks; according to the function sharing mechanism, it should establish a functional unit organization to provide the capacity of the organization for all classification discipline needs; according to the process reuse model, it should establish a common process organization, and support all the function call processing requirements of the platform. The organizational structure of the platform organization processing model is shown in Fig. 5.14. The discipline classification organization is the application processing organization of the platform processing model. The discipline classification organization is the composition of the target task for the system application. It addresses the processing needs of the system application target task, the discipline characteristics of the target task processing requirements, the discipline competence goals of the organization platform, the discipline processing areas of the platform, and the discipline results of the platform. It forms a variety of discipline processing modes based on the platform to meet the requirements of system application tasks. System application tasks are innumerable or uncertain, and the discipline of these tasks is limited or determined. Therefore, the platform processing mode is not for the system application task processing requirements but for the discipline processing needs of the system

FIGURE 5.14

Platform organization processing mode.

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5. Integrated technology of avionics system functional organization

application task organization. It is through the discipline classification to establish a platform to process various system discipline capabilities. In other words, the platform processing mode is not to provide a system application task processing mode but to provide a discipline processing mode for system application tasks. That is, according to the composition of the system target task, establish a discipline classification for all target task activities of the system; determine the target, field, and scope organization of all target task activity disciplines; and support the operation requirements of all target tasks of the system. The discipline goal ability is a discipline processing target capability that describes the platform processing mode. The discipline target competence organization is a missionbased demand for platform-based discipline classification, and is on the basis of a platform-based general-purpose function processing discipline composition, and constitutes a platform for discipline classification of discipline target capabilities. The so-called discipline classification of the platform is based on the composition of system application tasks, and the discipline characteristics are used as conditions to establish discipline classification of application tasks. The targeting capability of the platform discipline classification is based on this, and the application task target requirements, application task environment, and application task capability requirements of the discipline classification organization are based on the requirements of the platform to provide general functional target areas, functional activity spaces, and functional element fields. Through discipline classification field association, behavioral relevance, and result association processing, it establishes discipline classification of discipline target competence organizations. The discipline field organization is a field of discipline processing that describes the processing mode of the platform. The discipline field competence organization is a task area organization based on the platform discipline classification of systems, and constitutes a specialized field of discipline classification of platforms based on a platform general function processing logic model. The domain composition of platform discipline classification is also based on the discipline classification of system application tasks, and the application task composition for discipline classification. According to the requirements of these application task types, application tasks, and application task conditions, the composition and elements of general functional elements are provided according to the platform, and the requirements for the weights of linkage relations and element processing, establish specialized discipline organizations in the field of discipline classification through the association of discipline classification fields, behavioral relevance, and results association processing. The discipline field organization is a field of discipline processing that describes the processing mode of the platform. The discipline field competence organization is a task area organization based on the platform discipline classification of systems, and constitutes a specialized field of discipline classification of platforms based on a platform general function processing logic model. The domain composition of platform discipline classification is also based on the discipline classification of system application tasks, and the application task composition for discipline classification. According to the requirements of these application task types, application tasks, and application task conditions, the composition and elements of general functional elements are provided according to the platform, and the requirements for the weights of linkage relations and element processing, and it is to establish specialized discipline organizations in the field of discipline classification through the association of discipline classification fields, behavioral relevance, and results in association processing.

5.3 Organization of system function logic

271

The discipline classification organization based on the platform organization processing model is shown in Fig. 5.15. The functional unit organization is the processing capability organization of the platform processing mode. The functional unit organization is the demand for system discipline competence. It deals with the logical model of system discipline processing, establishes the standard functional areas of the platform, determines the standard processing logic of the platform, defines the standard processing results of the platform, and forms a platformbased standard. For the platform discipline classification, the systemic classification discipline needs are fragmented or messy, and these classification disciplines are limited or determined to the functional logic processing. Therefore, the platform function organization mode is not oriented to the needs of the systemic discipline classification processing but to the systemic common capability processing requirements. It is to establish a platform standard function unit through standard capability definition and classification. That is to say, the platform processing mode is not to provide a system discipline closed processing mode but to provide a general functional unit organization mode of the system. That is, considering the composition of system target tasks, a general functional organization oriented to system discipline classification is established, and the associated discipline, processing logic, and result form of the platform-based functional unit are constructed to support the system target task calling and running requirements.

FIGURE 5.15 Discipline classification organization based on platform organization processing mode.

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5. Integrated technology of avionics system functional organization

The function belongs to the field organization that describes the functional unit of the platform processing mode. The function belongs to the discipline characteristics of the platformbased system function unit. According to the type support of the platform-based general processing process, the discipline field of the platform function unit is established. The functional units of the known platforms establish the functional units of the platform according to the composition of the discipline classification of the platform and the needs of discipline goals, discipline fields, and discipline range. On the basis of this, the functional unit affiliated discipline focuses on the functional target area, functional activity space, and functional element field requirements of the discipline-subject function, and classifies the operating mode, operation behavior organization, and operation result status according to the general processing procedure provided by the platform. Through event processing, process condition processing, and process organization processing, it is to construct functional discipline organization of the functional unit. Functional processing logic is a processing mode that describes the functional units of the platform processing mode. The function processing logic is a processing logic feature of a platform-based system functional unit. According to the processing conditions of the platform-based general processing process, the function processing logic of the platform function unit is established. The functional processing logic is based on the functional units of the system discipline classification, the functional elements of the functional logic processing, the element cross-linking relations, the element processing weight requirements, the application environment conditions, and the function processing conditions of the platform according to the conditions of the general processing process. The operating mode conditions require that the functional organization of the functional units be organized through process event processing, process condition processing, and process organization processing. The functional result form is a submission result that describes the functional unit of the platform processing mode. The functional result form is the application requirement feature of the platform-based system functional unit. According to the operating mode support of the platform-based general processing process, the functional result form of the platform functional unit is established. The functional result form is based on the functional unit of the system discipline classification, the functional result information form of functional result, the functional result scope, the function result performance demand, the information processing operation and resource processing operation according to the platform providing the general processing operation mode, and behavioral activity operation requirements, through the process of event processing, processing of process conditions and process organization and processing, to build functional units in the form of functional results. The functional unit organization based on the platform organization processing mode is shown in Fig. 5.16. The common process organization is the process organization of the platform processing model. The general process organization is a requirement for system discipline capabilities. Based on the system discipline and processing model, according to the system resource operation and information processing characteristics, it is to establish the platform through the process processing type, determine the platform through the process processing conditions, clarify the platform through the process operating mode, and form a general platformbased process organization. For the platform functional units, the system functional unit capabilities are specialized or customized, and these specialized or customized functional unit

5.3 Organization of system function logic

273

FIGURE 5.16 Functional unit organization based on platform organization processing mode.

processes are independent of system resource operations and information processing. Therefore, the common processing mode of the platform is not oriented to the processing requirements of the system functional units but to the system resource operation and information processing level, and the general process of the platform standards is established through standard operations and process classification. That is, the general processing mode of the platform is not to provide the system function coupling processing mode but the system resource and information universal processing organization mode. That is, for the composition of the system function unit, the resources and information operation organization oriented to the functional areas of the system are established, and the resource types, information capabilities, and special operations of the platform-based general processing process are established to support the call of the system function unit and the operation requirements. The process type is the area of action that describes the general processing of the platform processing mode. The process type is a type of operation type that is generally processed by the platform-based system. According to the process requirements of the platform-based resource organization, the process type field of the general process of the platform is established. The common process of the known platform is based on the composition of the functional units of the platform, and the resource model, information capability, and operation

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5. Integrated technology of avionics system functional organization

mode in which the functional units operate are required to establish a common process organization for the platform. The process type is an organization based on this. It is based on the operation mode classification, operation behavior organization, and operation result status requirements of the process type. According to the general processing resource capability type, resource operation conditions and resource operation status provided by the platform, and the resource operation status, information operation mode, and special processing requirements are used to build a general process. Information capability is an information processing model that describes the general processing of the platform processing model. Information capability is a processing condition characteristic of a general process based on the platform. According to the process requirements of the platform-based information processing, the information processing capability of the common process of the platform is established. The information capability is based on the general processing of the system function unit, the application environment condition, function processing condition, and operation mode condition requirement for the general process condition processing, and the data operation type and data operation condition according to the platform providing the general processing process information capability. Through data operation quality requirements, the resource operation status, information operation mode, and special processing requirements are used to build a general process information capability organization. Special processing is a special event processing mode that describes the general processing of the platform processing mode. The special processing is based on the operating mode characteristics of the general processing of the platform-based system. According to the special event requirements of the general process based on the platform, a special processing form of the general process of the platform is established. The special processing is based on the operation mode of the system function unit, and deals with the special information processing operations, resource processing operations, and behavior activity operation requirements of the general processing operation mode of the platform; it provides special processing characteristics, special operation capabilities, and special condition performance requirements according to the platform based general processing, through the resource operation status, information operation mode, and special processing requirements, to build a special processing organization of the general process. The general process organization based on the platform organization process model is shown in Fig. 5.17.

5.4 Function operation management Functional operation management is the system function organization and operation management for flight application tasks. The so-called function operation management is based on the target task operation requirements, through the organization of the function processing capabilities, to implement functional processing logic process management. For avionics systems, the ultimate goal of system functions is to meet the needs of the organization and operation of the systemic target tasks. The organization and operation of system target tasks not only need the ability of the system to provide discipline functions but also to provide a logical realization mode of these discipline capabilities. At the same time, it also needs to

5.4 Function operation management

FIGURE 5.17

275

General process organization based on platform organization processing model.

realize the task organization and operation requirements through functional operation management. Therefore, functional operation management is based on task operation requirements, adopts related functional operation management strategies determined by the system, organizes and schedules functions and operations, implements system function integration, provides function operation management and result status, and realizes goals and requirements of the task operation process. System function operation management is the functional organization and operation management of the goal-oriented task operation requirements. System function operation management is based on the capabilities of the systemic functional platform, and the management mode based on the current operation function is determined through task configuration, conditional drive, or platform management mode, and the target requirements, conditional constraints, and management modes for function operation are established to support the task operation requirements. For functional implementation methods, the following aspects are mainly considered: Firstly, from the perspective of the target task operation requirements, according to the function configuration and task configuration of the task configuration, schedule and manage functional operation; secondly, from the perspective of the functional operation condition permission, the activation status is activated

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according to the current function association condition, and the function operation mode is used to schedule the and manage functional operation; in addition, from the perspective of the functional platform organization management, according to the functions and conditions of the platform mainstream management, the function cycle refresh requirements, schedule and manage functional operation. These are the three modes of system function operation and management defined in this book: task configuration mode, function operation mode, and function platform management mode. The system function operation management organization is shown in Fig. 5.18.

5.4.1 Task configuration mode The task configuration is to construct the functional discipline configuration management for requirement of avionics system target task. The task configuration mode is based on the current target task requirements, through the association function configuration, and it establishes the functional discipline classification model, constructs the functional discipline organization model, determines the functional discipline operating model, defines the functional discipline operating model, the functional discipline environmental model, and forms taskoriented activities. The function of the organization configures the operation and management mode. Fig. 5.19 shows the system function discipline and capability organization mode based on task configuration. Target correlation is the functional target organization requirement that describes the task configuration mode, and it is also an important content for establishing the functional target organization that supports the target task. In general, the target task is configured and

FIGURE 5.18

System function operation management organizational structure.

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5.4 Function operation management

Task configuration mode

Target association

Cluster organization

1. Functional target area

1. Functional ability

1. Functional operating

1. Functional requirements

aggregation 2. Functional time

characteristics 2. Functional processing

1. Functional target area

2. Functional target

2. Functional capability

environment 3. Functional target

aggregation 3. Functional activity

mode 3. Functional processing

area 2. Functional parameter area 3. Functional environment

parameter

aggregation

Area composition

Operating mode

performance

area

Result form

area 3. Functional result area

Functional discipline and competence organization 1. Functional discipline classification mode 2. Functional discipline application mode 3. Functional discipline mode 4. Functional discipline environment mode

FIGURE 5.19

System function operation and management mode based on task configuration.

implemented by a set of functions. For the target task configuration, its function is independent of each other, each function has its own characteristics and target mode. Therefore, for the realization of the target task, we must first establish the target organization of the group of functions based on the task configuration, that is, to establish the set of functional target areas, functional target environment and functional target parameters based on the target task requirements, form the target organization and requirements for each group of functions, and support the implementation of the target of the associated function based on the task configuration mode. Clustering organization is the functional capability requirement to describe the task configuration mode, and it is also an important content of the establishment of a functional capability organization to support the target task. The known target tasks are often configured by a set of functions. For target mission organizations, their functions are cross-linked, and each function has its own capabilities and behavioral patterns. Therefore, on the basis of establishing the target organization of the group of functions based on task configuration, how to establish the capability configuration supporting the group of functional target organizations is the basis for function operation and management. That is, function capability aggregation, action time aggregation, and activity parameter organization for the group of functional target organizations is established to form the ability, activity, and time organization requirements for realizing the goals of the various functions, and to support the association function based on the task configuration mode operation. The operation mode is a function processing requirement that describes the task configuration mode, and is also an important content of the function processing organization that supports the target task. The known target tasks are often configured and implemented by a group of functions. For the purpose of target tasks, their functions are independent and discipline processes. Each function has its own activity characteristics and processing modes.

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5. Integrated technology of avionics system functional organization

Therefore, on the basis of establishing the target organization of the group of functions based on task configuration, the method to establish a processing mode configuration based on the group of functional target requirements and capabilities is the effectiveness guarantee of the system function operation. That is, the functional features, functional processing modes, and functional processing performance requirements for the group of functional objectives and capability organizations are established to form the processing features, methods, and modes for achieving the objectives and capability requirements of each group of functions, and support for the task-based configuration mode associated function processing. Scope composition is the function space that describes the task configuration mode, and it is also an important content for establishing the functional operation area and scope organization that supports the target task. The known target task is often configured and implemented by a group of functions. For the target task area, its function is an independent activity process, and each function has its own activity area and role space. Therefore, on the basis of establishing the target organization of the group of functions based on task configuration, how to establish a scope configuration based on the group of functional goals, capabilities, and operations is the support and guarantee of the system function operation, that is, to establish the functional requirement scope, function parameter scope, and functional environment scope requirements for the group of functional goals, capabilities, and operations to form the goals, capabilities, and operational process areas and scopes for implementing the functions of the group, and to support the task-based configuration associated processing space of the pattern. The result form is a function processing result describing the task configuration mode, and is also an important content of establishing a functional goal and result organization supporting a target task. The known target task is often configured and implemented by a set of functions. For the target task target, its function is to independently process the result form, and each function has its own result model and result space. Therefore, on the basis of establishing the target organization of the group of functions based on task configuration, how to establish a result form configuration based on the group of the functional goals, capabilities, operations, and scopes is the effectiveness and guarantee of the system function running, that is, to establish functional target areas, functional capability areas, and functional result area requirements for the functional goals, capabilities, operations, scopes, to form result forms that achieve the objectives, capabilities, operations, and scopes of the various functions, and to support effectiveness of task configuration modeebased associated function processing.

5.4.2 Function operation mode The function operation mode is the function operation management configured for the avionics system flight task configuration mode. The functional operation management mode is based on the functional organization of the current task configuration, through related functional activities and process organization, and it establishes the functional association mode of functional operation, builds a time series organization mode of functional operation, defines the weight configuration mode of functional operation, and determines the parameters of functional operation. The management mode determines the result performance mode of

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5.4 Function operation management

the function operation, and forms the function processing and performance management mode of the task-oriented activity organization. The function processing and performance management mode based on functional operation management is shown in Fig. 5.20. Activity association is the functional activity organization and interaction mode that describes function operation management, and it is also an important content of the establishment of the functional process organization that supports the function operation. In general, the target task is configured and implemented by a set of functions. For function operation management, the function processes are independent of each other, and each function has its own characteristics and activity patterns. Therefore, for the realization of the target task, we must first establish the functional activity organization based on functional operation management, that is, to establish the functional activity content, functional activity conditions, and functional activity cross-linking requirements of the group based on the target task requirements, and to support the activity mode organization based on function operation management. The processing time sequence is the time domain and process organization mode that describes the function operation of the operation management, and is also an important content for establishing the function information collection, operation processing, and result output management organization that supports the function operation. The known target tasks are often configured and implemented by a set of functions. For the function running process, its functional processes are independently scheduled and controlled. Each function has its own operating characteristics and timing requirements. Therefore, on the basis of establishing this group of functional activities on functional operation management, how to establish the timing management supporting the group of functional activity organizations is the basis for functional operation and management. That is, the organization of the function operation timing, action time, and operation cycle for this group of functional activity organizations

Function mode Activity association 1. Function processing parameter 2. Function processing logic 3. Function processing condition

Processing timing 1. Function output timing 2. Function running timing 3. Function operation timing

Weight configuration 1. Functional discipline weight 2. Functional parameter weight

Parameter track 1. Functional ability track 2. Functional parameter track 3. Functional result track

3. Functional timing weight

Result performance 1. Functional parameter performance 2. System result integrity 3. System capability effectiveness

Functional processing and performance Management

1. Functional processing area 2. Functional result integrity 3. Functional logic validity 4. Functional processing timeliness

FIGURE 5.20 management.

Functional processing and performance management mode based on function operation

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is established to form the capability, operation, and time requirements for realizing the activities of each function of the group, and the time series organization and management mode based on function operation management is supported. Weights configuration is a function that describes function operation and management. It deals with cross-linking and importance organization modes. It is also the content of establishing discipline, function, process cross-linking, and influencing organizations that support function operation. The known target tasks are often configured and implemented by a set of functions. For functional operating organizations, their functional processes are cross-linked and supported. Each function has its own discipline weights and operational capabilities. Therefore, on the basis of establishing the functional relationship and cross-linking of this group of functions based on functional operation management, how to establish a processing relationship and a cross-linked weighted organization based on the set of functional operating modes is the result performance guarantee of the system functional operation, that is, to establish the functional discipline organization weights, function processing parameter weights, and functional process weight requirements for this group of functional processing relationships and cross-linking weights, and form the weights for the discipline, functional, and process organization and associated processing that enables interaction between the various functions of the group. The management model supports the discipline, functional, and process integration processes that are based on the functioning of related functional organizations. Status management is a function running track and running status management mode that describes function operation management, and it is also the content that establishes the capability, parameter, result running track, and running status management of support function operation. The known target tasks are often configured and implemented by a set of functions. For the function running capability, its functional process capability are organized based on different functional status. Each function has its own capability mode and operating status. Therefore, based on the operation mode and operation state of the set of functions based on the function operation management, how to establish the capability requirements, parameter changes, and result states based on the operation mode of the group function is the effectiveness guarantee of the operation of the system function, that is, to establish the capability association, parameter range, and result track management for the function operation of the group to form an integrated function operation management that realizes the interaction capability organization, parameter transfer, and result connection between the various functions of the group, and to support the association function based on the function operation capacity, operations, and results organizational effectiveness process. The result of the system is the organizational effectiveness model of the system results describing the functional operation management. It is also the content of the functional result model, the system result composition, and the system result validity. The known target tasks are often configured and implemented by a set of functions. For functional operation targets, the functional processing output is organized based on different functional results. Each function has its own specialized field and operation results. Therefore, on the basis of establishing the result organization of function processing based on function operation management, how to establish the system result organization and validity based on the function operation model of this group is the effectiveness guarantee of the operation of the system function, that is, to establish the domain and form of the functional processing results, the composition

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and scope of the system function results, and the validity requirements of the system results, and form the processing result organization, system function result composition, and effectiveness management mode between the various functions of the group. This supports functional function-based correlation function results, system function organization results, and effectiveness management.

5.4.3 Platform operation management The platform operation management is performed for the avionics systemic mission mode configuration and function operation management. The platform operation management mode is based on the functional organization of the current task configuration. It is aimed at the system function operation management mode. Based on the platform-oriented functional activities and process organization, on the one hand, it supports the requirements for the system various target tasks, and on the other hand, it establishes an integrated platform organization and management with operations. The platform operation mode is to establish platform sharing input mode, support platform function and process organization, and cover the target mission operating environment. It is to establish platform common output result organization, support platform function and process processing, and cover target mission application requirements. As well, it is to establish a platform unified capability organization, support the platform-based integrated processing model to cover the target task processing requirements. In addition, it is to establish a common process model to support the platform to process management and efficiency, covering the target task performance requirements and to establish a unified platform management model to support platform management efficiency and effectiveness management, covering target task effectiveness requirements. The operation and management mode based on the platform is shown in Fig. 5.21. 1) Input mode The input mode is a platform operation demand organization mode that describes the platform operation management. It includes the platform input information requirements, platform input requirements, and platform input capabilities. For the platform organization, the platform operation requirement organization is for the target mission operation. In other words, the platform operation requirement organization needs to cover all system task requirements. Therefore, the platform input mode organization first determines the information organization that supports the operation of the system task according to the system task type requirements, and constructs the input information configuration (structure) of the platform-oriented functional organization; meanwhile, the platform input mode organization determines the support system according to the system task operation requirements, sets up the mission environmental organization, and constructs platform-oriented functional organization environmental condition configuration (structure). In addition, the platform input model organization determines the element organization that supports the system task operation according to the system task processing requirements, and builds the weight configuration of the platform-oriented functional configuration (structure). In short, the platform operation management organizes through the input mode and establishes a platform requirement organization that covers the task types of the system.

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5. Integrated technology of avionics system functional organization Platform operation management

Input mode

Capability mode

Output mode

Organizational mode

Management mode

1. Platform input information configuration

1. Application task result configuration

1. Application task capability

1. Platform-based task organization

2. Platform input environment configuration

2 . Function running result configuration

2. Functional processing capability

2. Organization based on task function

2. Functional processing logic management

3. Platform input weight configuration

3. Process run result configuration

3. Process information capability

3. Organization based on task functional processes

3. Process management

1. Task run activity management

Management mode 1. 2. 3. 4.

Application processing mode Function mode Process organization mode Platform management mode

FIGURE 5.21 Platform operation management mode.

2) Output mode The output mode is the platform processing result organization mode that describes the platform operation management. It includes the platform output result requirements, the platform operation result requirements, and the platform processing result capability. For the platform organization, the platform processing result is for the target task result. In other words, the platform processing results must cover all system task processing results and processing status. Therefore, the platform output mode must first determine the operating mode of the support system task according to the system task processing requirements, and construct the output result configuration (structure) for the platform application processing; meanwhile, the platform output mode determines the support system task according to the system task operation requirement. The discipline function of the operation constitutes the configuration (structure) of the platformoriented discipline function processing result. In addition, the platform output mode determines the general process processing configuration of the support system discipline function processing according to the requirement of the function operation, and constructs the platform-oriented process result through processing configuration (structure). In short, the platform operation management organizes through the output mode and establishes the platform processing that supports the system task goals. 3) Capability mode The capability mode is a platform capability demand organization mode that describes the operation and management of the platform. It includes the capabilities requirements of the platform support application, the processing capabilities of the platform function discipline capabilities, and the requirements of the platform common process operation and processing capabilities. For platform organizations, platform capabilities are for task processing needs. In other words, the platform capability must support all system task execution processing, function logic processing, and process

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283

operation processing requirements. Therefore, the platform capability model must first determine the result model of the support system task operation according to the system task target requirements, and build the capability type and field for platform application processing. Meanwhile, the platform capability must determine the discipline function for supporting the system task operation according to the system task operation requirements, and determine the results of the model to build platform-oriented discipline function capabilities in terms of type and scope. Additional platform capabilities based on the requirements of functional operations determine the support of the systemic discipline function processing of the general process processing model, build platform-oriented processing capabilities through the process of the type and scope. In short, platform operation management is organized through a capability model to establish a platform capability to support the organization and operation of system tasks. 4) Organizational mode The organizational model is a platform operation and organization mode that describes the operation and management of the platform. It includes requirement organization of the application-based task organization of the platform, the task-based functional organization of the platform, and the platform-based functional organization. For platform organizations, the platform operations organization is for task processing needs. In other words, the platform operation must support all system task running, function processing, and process operation requirements. Therefore, the platform organization mode must first determine the task model supporting the system application environment according to the system application requirements, and build the target, status, and conditional organization for the platform-oriented task operation. At the same time, the platform organization mode must determine the support system operating environment according to the system task requirements and discipline function mode, construct platform-oriented discipline function processing target, logic, and conditional organization. In addition, the platform capability determines the process organization mode that supports the discipline function processing environment of the system according to discipline functional requirements, and builds the target, operation, and conditional organization of the platform-oriented general process. In short, the platform operation management establishes a platform operation organization that supports the organization and operation of system tasks through the platform organization mode. 5) Management mode The management mode is a platform operation management mode that describes the operation and management of the platform. It includes the task operation activities of the platform application, the logic processing of the platform functions, and the management of the organization and operation behaviors of the platform process. For the platform organization, the platform operation organization is for the task operation organization and management. In other words, the platform operation must support all system task operations, function processing, and process operation performance and validity requirements. Therefore, the platform organization model must first determine the operational status and requirements management mode of the support system task according to the system application requirements and environment, and build the performance, efficiency, and integrity organization of the platform-oriented task operation.

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At the same time, the platform organization mode must determine the running status and required management mode of the professional functions supporting the task operation according to the system task requirements, and build the platform-oriented professional function processing performance, efficiency, and availability organization; in addition, the platform capability determines the support professional function processing according to the professional function requirements. The process-run state and the required management mode build a performance, quality, and effectiveness organization for the platform-wide general process run. In short, platform operation management establishes a platform management organization that supports the organization and operation of system tasks through the platform operation management mode.

5.5 Functional integration organization The previous sections have discussed the functional discipline competence organization and defined the functional capabilities of the system operation tasks. As well, we have described the functional logic processing organization, determined the function processing mode of the task operation. In addition, we have discussed the management organization of function operation and provided the functional operating mode of system operation task. In general, the three functional organizations and operating modes presented can fulfill the requirements of system operation tasks. However, the avionics system needs the system function organization to achieve the target task requirements. At the same time, it also expects to establish an optimized function organization to complete the target task operation. With the rapid development of high-tech such as IT, the avionics system capacity has been greatly improved. From the point of view of the flight application process, the avionics system provides a large number of application tasks, greatly improving the flight process capability, performance, and efficiency in each flight phase. At the same time, the avionics system also enhances discipline system capabilities such as navigation, communication, surveillance, and display, providing a large number of discipline system functions and processes, effectively supporting flight application goals and performance. Functional integration is the basis for fulfilling the requirements of the mission. It is known that the mission requirements are oriented to the flight application mode and objectives. The space (application, role, environment, procedure, efficiency, effectiveness) of the mission determines the mission requirements and the mission capabilities (discipline, scope, element, relationships, qualities, and cycles) are based on the field of discipline functional capabilities and organization, and the function space (capacity, type, condition, logic, process, and performance) of the specialized functions constitutes a functional organization of the system. Usually, a mission is often achieved by a number of independent discipline functions. Therefore, the space (application, role, environment, procedure, efficiency, and effectiveness) of a mission is based on the space of multiple independent discipline functions (capabilities, types, conditions, logic, procedures, and performance). The functional comprehensive organization is shown in Fig. 5.22. Therefore, for multitarget, multiapplication, multipurpose environment and multistate flight application requirements, multidomain, multicapacity, multifactor, and multicondition

5.5 Functional integration organization

FIGURE 5.22

285

Functional organization.

system function organization, how to establish a unified goal, coordinated organization, effective activities, maximum benefits are one of the most important tasks of aeronautical systems with complex features. Functional integration is the goal of application-oriented tasks, based on the common operating environment, according to the main body of multiple disciplines, through the related activities, capabilities, and process organization, to deal with and coordinate, to achieve the overall application efficiency, efficiency and effectiveness of the organization. The so-called functional organization integration is the task-oriented operation requirement. For the system function capability composition, the function space and capability type organization for different functions are established to form a system function capability based on the task capability requirements; for the system function processing logic, different functions are organized to process information organization, and processing quality organization, and to form a comprehensive system function processing based on the task process; for system function operation management, it is to establish different functional areas and operational status, and form a system based on task operation function management. Therefore, for the avionics system, the system functions are integrated according to the target task operation requirements, through the system function capability organization, system function processing logic, system function operation management, to realize and complete the system task organization and operation requirements, and optimize the system function requirements. And the organization has optimized system function processing quality and efficiency, optimized system operation status and process, and effectively supported system task organization and operation. According to the above analysis and categorization, the main content of the function integration consists of three parts: First, the integration of functional applications, that is, the application requirements for system tasks. According to the functional discipline areas, based on the ability of the function processing logic, it constructs function-based capabilities and role space integration, to meet the needs of mission activity capabilities. The second is the

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5. Integrated technology of avionics system functional organization

integration of functional processes, i.e., the composition of information for the functional logic processing organization. According to the function, based on the task processing capabilities, it builds the ability to operate based on the task conditions and processing the synthetic tasks. The third is the integration of the functional composition, that is, for the flight operation requirements. According to the operational process of the task, based on the task processing capabilities, it builds a comprehensive organization on task operations and performance. Therefore, the function integration is mainly composed of the integration of the functional discipline that is oriented to the target task requirements, the functional logic integration that is oriented to the functional processing requirements, and the functional capability that is oriented to the functional organization requirements.

5.5.1 Functional discipline integration oriented to target task requirements Functional discipline integration oriented to target task is the integration of a number of functional and discipline processing modes that targets the task. That is, based on the integration of the systemic target task-related functions, the functional application performance is achieved. The so-called function profession integration oriented to target task is the integration of system functions that are based on the systemic discipline capabilities and system functions. Its goal is to organize and integrate through the system function, support the realization of system task goal, cover the application space of the system, maximize the function processing efficiency, and optimize the quality of the enhanced function operation process. The main goal of target-oriented functional discipline integration is to build system-related functional areas and capability organizations according to the current system target-task operational requirements, and based on system-related functional areas and capabilities, through the objectives, processes, and capabilities of functional applications, the combination of roles and results provides an integrated system function organization. Therefore, the goaloriented functional discipline integration is aimed at the composition and requirements of the target task, and the discipline organization oriented to the target task is constructed according to the discipline organization goal, discipline organization structure, discipline organization quality, discipline organization scope, and discipline organization conditions of the system function. As well, it sets up environmental organization and capability organization to realize event-oriented event integration, domain integration, and result integration to form the task target organization, task process composition, task capability organization, task role organization, and task event organization that meet the target task operation, and supports system task management, task organization, operation, and management requirements of the layer. This is shown in Fig. 5.23. The functional discipline ability is based on the difference of the system discipline, and is composed of the characteristics of discipline autonomy, discipline coverage, and discipline results. The functional discipline ability is based on system capability requirements, and is oriented to the discipline characteristics of the system to form discipline functional organizations. Discipline classification and organization are the basis for the organization of system functions. The known system functions determine the functional organization of the system through the division of disciplines through the system task capability requirements. According to the system task capability decomposition, each system task capability is projected to

5.5 Functional integration organization

FIGURE 5.23

287

Functional and discipline integration for target-oriented tasks.

multiple professions, and there are multiple task capabilities corresponding to multiple discipline components. Therefore, we must first classify the corresponding majors based on system task capabilities, and build discipline organizations according to capacity requirements to build a functional organization of the system. The integration of discipline classification and organization of system functions is based on the discipline classification and organization, and it meets the requirements for discipline scope and effectiveness. Different discipline configurations, forming different ability modes, have different capabilities. The system function discipline classification is based on the system function organization structure, establishes the system function discipline, the environment, the input difference processing mode, and forms the system function support ability. Functional integration is to improve the accuracy of system function results through the information fusion based on functional discipline capabilities and functions; to improve the system function result range through the information fusion based on the discipline direction function organization; and to improve the system function results information availability through the information fusion based on the discipline quality function organization. Therefore, the function-oriented discipline of goal-oriented tasks is comprehensively divided according to different functional disciplines. According to the functional application requirements and scope, discipline-oriented organizations, environmental organizations, and capability organizations can implement event-oriented event integration, domain integration, and results integration. That is, firstly, the information organization based on the situation awareness architecture organizes the functional discipline classification goals of the system function organization architecture to construct event collaboration based on the application scope of different functional professions to support the application event processing capabilities of the target mission; secondly, based on the function space of the integrated mode organization and the results of the functional discipline capabilities of the systemic functional organization structure, the functional domains of different functional areas based on the

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5. Integrated technology of avionics system functional organization

application objectives are integrated to support the effective capabilities of the target task application areas; and thirdly, the functions based on the system management architecture are adopted. As a result, according to the functional and discipline processing mode of the systemic functional organization structure, the organization of different functional discipline results based on the application domain is established to improve the availability of system function results.

5.5.2 Functional logic integration oriented to functional processing requirements The functional logic integration oriented to functional processing needs is the integration of multiple functional processing logic. That is, based on the logic related function integration, it provides system function processing capabilities. The so-called function logic integration organization oriented to the requirement of functional processing is set for the composition of the system functions. Based on the capabilities of the system functions, it is organized according to the processing logic of each function, and the integrated function processing capability is completed. Its goal is to organize and integrate through functional logic processing, support multiple functions to deal with target improvement, build functional space for function organization, optimize function processing mode, improve function processing efficiency, and enhance the quality of function processing results. The functional logic integration for functional processing needs is based on the functional processing logic associated with the target task of the current system, and it constructs related functional discipline logic elements, the processing of the logic based on the system-related functional logic, and the processing of the logic, objectives, disciplines, capabilities, and conditions of the associated functions. It integrates the results with the organization of the processing capabilities of the logical combination of system functions. Therefore, the function-oriented discipline integration of goal-oriented tasks is based on the logical capabilities and requirements of discipline functions, and the application-oriented applications are constructed according to the elemental organizational goals, elemental cross-linking architecture, elemental operation quality, element scope, and element processing conditions organized by the respective function logics. Logical organization, performance organization, and conditional organization are established to implement behavior-oriented applicationoriented behavior integration, domain integration, and results integration to form a functional target process, discipline process, logic process, capability process, and condition process, and support the functional processing, operation, and management of system task management. This is shown in Fig. 5.24. The functional logic organization is based on the correspondence between system capabilities and disciplines. Based on the decomposition of capabilities, the organization of the functional processing elements covering the capabilities of the system is established. The functional logic organization organizes the elemental capabilities through system logic, constructs the functional processing logic of each discipline, establishes the system function logic element architecture, determines the scope of function logic elements, and defines the functional logic element operating conditions. Based on this, the logic processing elements are organized for each function, and the cross-linking and weight configuration are organized

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5.5 Functional integration organization

Target processing

Discipline process

Logical process

Capability processing

Conditional processing

Functional processing

Behavioral integration

Area integration

Result integration

Functional logic integration for functional processing requirements Logical organization

Performance organization

Conditional organization

Functional logic

Elemental organization goal

FIGURE 5.24

Elemental crosslinking framework

Elemental operation quality

Elemental range

Element processing conditions

Functional logic integration oriented to functional processing requirements.

through each function to form an integrated function logic organization: function input, function processing, and function results. At the same time, for the system input incentive performance, process element performance and functional results performance requirements, through the determination of the quality of each functional organization elements and scope of action, the functional processing logic integration performance organization is determined: operating quality, processing efficiency, and results performance. Finally, according to the system function processing logic environment requirements, the functional conditions of logic processing are determined by clarifying the environment conditions of the logic functions of each system, and the functional processing logic requirements are established: operating baseline, processing conditions, and range limitations. The functional logic organization is based on the organization, processing, and management mode of system function processing elements. The functional element organization is based on functional capabilities and discipline models. Based on the functional environment and processing logic, an integrated element model for a multifunctional organization is established for the functional processing environment and the scope of conditions. The so-called multifunctional organization element integration model is based on specialized functional organizations. And it establishes functional logic architecture, and constructs elemental unit definitions that support functional logic operations, such as function input element units, function processing units, and function result element units. It determines the element information pattern of the function processing logic, and supports the system function logic organization synthesis based on the element information pattern. Therefore, functional element organization and information fusion are the logical organization and information fusion of effective capabilities based on functional goals for different functional processing elements. According to the system function processing requirements, according to the baseline requirements for the element structure and element quality and performance of the function processing process, and on the basis of the differences in quality and

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performance elements between the various functions of the system, the differences between the element quality and performance and the baseline requirements are complemented, to implement functional logic organization and information-related processing optimization, improve processing quality and performance, and meet the integrated processing quality and performance requirements. The main tasks of functional element organization and information fusion are as follows. First, the capability compensation of different environmental elements based on the function is constructed to enhance system processing, the quality and precision of the elements by processing the element trajectory element information based on each function and organizing, according to the functional element complementarity pattern of each functional organization structure; secondly, the compensation based on the performance of the logic elements of the functional processing is constructed to enhance the performance of the systemic functional elements by logically organizing the elements based on each function, according to the functional requirements of the functional elements of the systemic functional organization structure; and thirdly, each function deals with the autonomic element organization information fusion, and builds the effectiveness compensation of different functional disciplines based on the unified application domain according to the functional element availability model of the system function organization structure, and improves the usability of system function elements.

5.5.3 Functional capabilities integration oriented to functional organization requirements The functional capabilities integration oriented to functional organization requirements is the integration of the processing capabilities of many functional disciplines, that is, to build system capabilities and scope based on the integration of functional requirements related capabilities. The so-called functional logic integration oriented to functional organization is based on the systemic specific functional requirements. Based on the systemic capabilities and the systemic functional operating environment, it is to establish functional processing logic organization, complete the functional capacity of the organization and integration. Its goal is to organize and integrate functional capabilities, support the establishment of functional processing goals, determine the areas of functional roles, define the functional processing capabilities, and implement the organization of system functions and specific functions. Functional capability integration for functional organizational requirements is based on the system capabilities and information associated with the specific application of the current system, to establish a specific functional discipline logic processing element organization, determine system specific functional logic processing mode, establish specific function processing logic goals, discipline, capabilities, conditions, and results capabilities organization, to provide system-specific functional processing capabilities. Therefore, the functional capability-oriented integration of function-oriented organizational requirements is based on the specific discipline functional capabilities and requirements. According to the specific functional logic organization of the sensor input, role areas, activity events, environmental conditions, and results expectations, it is to build a functional space for specific functional applications, capabilities domain and environmental factors that enable the integration of capabilities for specific functional applications, integration of activities, and integration of

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5.5 Functional integration organization

conditions to form functional target results, functional discipline configurations, functional logic organization, functional management models, and functional constraints. It supports specific application operations, system task management functional organization, and operation and management requirement levels. This is shown in Fig. 5.25. The functional organization needs are for the current specific application mode. They establish specific functional logical organization element unit information according to the current various functional resources of the system, the professional distribution of the current functional resources of the system, the current system sensor input, the field of action, the activity events, the environmental conditions, and the expected guidance and association of the results. Then there is identification of specific functions to handle the domain of organizational activities, explicitly identify the capabilities needed to support functional processing models, and build the resulting form of specific functionality. On this basis, through the integration of related capabilities, the process is integrated according to the supported activities, and conditions based on expected processing results are integrated, to form specific system functional organization requirements, to meet current specific mission-oriented capability target requirements. First, through the integration of information based on situational awareness and function organization, according to the functional discipline classification target of the system functional organization structure, the specific functional capability, input information, functional areas, events, environmental conditions, and result requirements are built within the application scope. It also need to support the ability to establish specific capabilities for organizational needs; Second, by building functionally based on the integration of functionally processed information, based on functional processing logic and element organization, the role of specific functions based on functional processing domain, processing power, processing conditions, support for the processing mode requirements for specific functions is

Functional target result

Functional discipline configuration

Functional logic organization

Function management mode

Functional constraints

Function output

Competency integration

Activity integration

Conditional integration

Functional capabilities integration for functional organization needs Activity space

Capability area

Environmental factor

Information organization

Sensor input

Field of action

Activity event

Environmental conditions

Expected result

FIGURE 5.25 Functional capabilities integration for functional organization needs.

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determined; Third, through the function processing and information integration based on the system application organization, the functional operation results based on the application domain are constructed based on the system application function organization and role areas, constructing application result requirements for supporting specific functions. The specific function information organization mode is based on the organization and management of different functional sensor input performance, input information role areas, input operation related events, input parameter performance conditions, and input parameter correlation results. The function-specific information processing is based on the effective capability requirements of the functional elements. According to the current input parameter performance and data quality of the system, the input data quality and performance baseline requirements for a specific functional system are input, and the input parameter capabilities, performance, and effects are achieved according to the input mode and work mode domain integration. Its main tasks are: First, through the integration of specific functional input data components, according to the specific functional elements of the logical organizational model, construct the input parameters range and ability to integrate, to ensure the system input information quality and consistency; Second, through the input parameters associated activities integrated with scope, according to system-specific functional organizational constraints, construct functional processing space and scope, establish the availability and integrity of the input parameter space; Third, use specific functions to apply information organization and integration, based on specific functional organization and application model, establish the application capabilities, conditions, processes and results organization of specific functions to ensure the completeness and timeliness of the results of specific functions.

5.6 Summary The avionics system function is the organization of systemic discipline functions. It is oriented to the operational requirements of missions. It provides the systemic discipline processing capabilities and achieves the goal of flight applications for the current flight operating environment, such as flight routeebased flight organization, track-based operation management, GNSS global navigation, air-ground cooperation based on data link communication, safety monitoring based on flight environment, cockpit display based on traffic situation, etc., to provide discipline function support for the applications. This chapter systematically introduces the system function organization mode, namely, the functional organization oriented to discipline capabilities, processing logic, and platform management. According to the discipline organization mode of system function, it describes the function organization based on task goal guidance, task characteristic guidance, and task area guidance. According to the logical organization mode of system function, it describes the functional organization based on information organization processing, discipline organization processing, and platform organization processing. For the functional operation management mode, it describes the functional operation organization based on task configuration mode, function operation mode, and platform management mode. Finally, according to the operation requirements of the application task and the functional organization model, it

5.6 Summary

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discusses the function discipline integration oriented to the requirement of target task, the functional logic integration oriented to the requirement of function processing, and the functional capability integration oriented to the requirement of functional organization. The main focus is the following: 1) Define system function integration factors and component organization In view of the integration requirements of system functions, this chapter describes the avionics system, which is oriented to the needs of flight applications mission, according to the system of discipline composition, function processing logic, and the integration of the operating process, to optimize the target realization of system applications. That is, the integration of avionics system function is oriented to the application, function, environment, program, efficiency, and effectiveness of the system task. Based on the classification of the capabilities, types, conditions, logic, processes, and performance of the function, through the integration of discipline, domain, scope, processing, efficiency, and quality of system function, it supports the optimal composition of goals, areas, spaces, activities, times, and results of system tasks. 2) Establish function organization architecture of system function For the requirements of system function organization, this chapter defines three basic elements of system function organization: system capability, processing mode, and operation management. On this basis, it discusses the functional organization of discipline capabilities and the ability to establish system capabilities structure of system function; as well, it discusses the functional organization for processing logic and establishes the processing mode of system functions; additionally, it discusses the functional organization for platform management and establishes system functions in terms of the operational management; and finally it establishes the system functions, an organizational architecture, and comprehensive determination of the functional areas for system functions. 3) Describe the composition mode of system function For the functional requirements of the system, this chapter describes the function decomposition guidance mode oriented to system function discipline: one based on application task goals, one based on the characteristics of application tasks, and another based on application task areas. As well, it describes the functional processing model for system-oriented function logic: organizational processing of system information, processing based on discipline organization of the system, and organization and processing mode based on the system platform; it describes the function management modes for system-oriented function operation as well: operation organization based on system task configuration, operation organization based on system function logic, and system function platform-based operational organization mode; in addition, it establishes the system function architecture, processing, and operation organization. 4) Discuss the integration mode of system function For the integration of system function organization, this chapter discusses the functional discipline integration-oriented target task requirements, that is to build system-related function discipline fields and capability organizations according to the current system target task

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operation requirements, system-related functional areas, function capabilities, through the function integration of objectives, processes, capabilities, roles, and results of the application. As well, it discusses the integration of functional processing for system-based functional processing requirements, that is, the functional processing logic associated with the current system target tasks. It is to construct related functional discipline logic elements, and the association of functional logic with the system in the field of processing, through integrating the objectives, discipline, capabilities, conditions, and results of the processing of the associated functions; it also discusses the functional capability of the system-oriented function organization, that is, according to the current system-specific application-related system capabilities and information, it constructs the specific functional discipline logic and processing elemental organization, determines the logic processing mode of the specific function of the system, establishes the integration of the target, discipline, ability, condition, and result capabilities of the specific function processing logic; and it further realizes the integration of system function discipline, processing, and operation.

References [1] A. Piras, G. Malucchi, An integrated approach to functional engineering: an engineering database for harness, avionics and software, DAta Systems In Aerospace (DASIA) (2012) 701. [2] M. Paulitsch, H. Ruess, M. Sorea, Non-functional avionics requirements, in: International symposium on lever aging applications of formal methods, verification and validation, Springer, Berlin, Heidelberg, 2008, pp. 369e384. [3] L. Tang, Z.G. Zhao, The wavelet-based contourlet transform for image fusion. Eighth ACIS International Conference on Software Engineering, Artificial Intelligence, Networking, and Parallel/Distributed Computing, IEEE, 2007, pp. 59e64. [4] T. Wan, N. Canagarajah, A. Achim, Compressive image fusion. IEEE International Conference on Image Processing, IEEE, 2008, pp. 1308e1311. [5] B. Yang, S. Li, Multifocus image fusion and restoration with sparse representation, IEEE Transactions on Instrumentation & Measurement 59 (4) (2010) 884e892. [6] G. Wang, Q. Gu, M. Wang, et al., Research on the architecture technology of a new generation of integrated avionics system, Journal of Aeronautics 35 (6) (2014) 1473e1486. [7] M. Wang, L. Zhang, Q. Gu, et al., Research on data mining technology in IMA safety analysis, Xi’an International Aviation Maintenance and Management Conference (2013) 95e108. [8] Y. Jiang, Research on key technologies of multisensor data fusion, Harbin Engineering University, 2010, pp. 17e31. [9] M. Huang, S. Fan, D. Zheng, et al., Research progress on multisensor data fusion technology, Sensors and Microsystems 29 (3) (2010) 5e8. [10] N. Guo, Research and application of multisensor data fusion, Lanzhou University, 2011, pp. 1e4.

C H A P T E R

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Integrated technology for physical resources of the avionics system O U T L I N E 6.1 Physical resource capabilities and composition 298 6.1.1 Requirements of physical resource capability 299 6.1.2 Requirements of physical resources 301 6.1.2.1 Establish a resource organization mode for covering system application tasks 303 6.1.2.2 Establish a resource organization mode for supporting system function processing 304 6.1.2.3 Establish a resource organization mode for implementing system equipment operation 304 6.1.3 Requirements of physical resources integration 305 6.1.3.1 Computing resources integration oriented to general procedure 307

The Principles of Integrated Technology in Avionics Systems https://doi.org/10.1016/B978-0-12-816651-2.00006-X

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6.1.3.2 Computing resources integration oriented to dedicated mode 308 6.1.3.3 Resource integration oriented to dedicated physical mode 309

6.2 General computing and processing resources 6.2.1 General computing resource organization 6.2.2 General computing resource operation period 6.2.3 General computing resource operation mode 6.3 Dedicated computing and processing resources 6.3.1 Dedicated computing resource organization 6.3.2 Dedicated computing resource operating mode 6.3.3 Dedicated processing algorithm resource mode

310 311 313 315 317 318 319 321

© 2020 Shanghai Jiao Tong University Press. Published by Elsevier Inc. All rights reserved.

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6.4 Dedicated physical resources 6.4.1 Dedicated analog processing physical resources 6.4.2 Dedicated RF processing physical resources 6.4.3 Dedicated power supply organization physical resources 6.5 Resource organization and integration 6.5.1 Mechanism and ideas of physical integration 6.5.2 Integration of general computing resource 6.5.2.1 Independence between system resources and system hosted applications 6.5.2.2 Time-sharing of system resources 6.5.2.3 System resource partition protection 6.5.3 Integration of dedicated computing resource 6.5.3.1 The tightly coupled mode of dedicated computing resource type and discipline processing function domain 6.5.3.2 The seamless organization mode of dedicated computing resource operation and discipline processing algorithm

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6.5.3.3 The tightly coupled mode of dedicated computing resource capability and system resource operation

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6.5.4 Integration of dedicated physical operation resource 6.5.4.1 Sharing of the system external physical environment 6.5.4.2 Sharing of system communication capabilities and information environments 6.5.4.3 Sharing of system power supply environment

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6.6 Summary 353 6.6.1 Establish system physical integration modes and domains 354 6.6.2 Establish general computing resource oriented organization mode and integration method 354 6.6.3 Establish dedicated computing resource oriented organization mode and integration method 355 6.6.4 Establish dedicated physical resource oriented organization mode and integration method 355 References

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Physical integration is an optimized organization of avionics system equipment resource capabilities. The system physical equipment is integrated through resource organization, operation, and management processes to realize the sharing of resource capabilities, reuse of resource operations, and management of resource status, improving equipment resource utilization, operating efficiency, and availability. In Chapter 5, we discussed the application organization and task integration of avionics systems. In Chapter 6, we will discuss the

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capability organization and function integration of avionics systems. These application running processes and functional processing procedures are all based on the system physical platform organization, and the avionics system requirements, goals, and results can be ultimately achieved through the organization of system physical resources capabilities, operation organization, and result effectiveness organization. From the perspective of physical resources and capabilities, the avionics system application tasks and system functions are the operational modes of avionics systems, describing the objectives, capabilities, methods, and results of the avionics system applications and functions, and implemented through the model (algorithm), software (activity), and documentation (behavior). These models, software, and documents must be implemented through the hardware resource organization and management of physical resource organization, operation process, and result status assurance. Therefore, for the avionics system task integration mode and function integration mode, the system physical equipment organization must meet the system task operational and functional processing requirements, support system task and function integration, and construct system physical integrated organization of system resource organization, operation, and management optimization. Physical integration is an important measure to improve resource use efficiency, reduce resource configuration, reduce costs, and increase efficiency and effectiveness. In the physical space, the integration of avionics systems is mainly reflected by the integration of physical resources. Faced with the operational requirements of the system, the integration of system physics resources is based on the division of the system hierarchy and oriented to the optimization objectives of the system resources operation of complex organizations, and finally establishes the system physical architecture organization according to the system resource organization definition. Based on the functional capabilities determined by the system functional architecture, the system physical architecture addresses the operation modes of the system functional capabilities, aims at the current functional organization needs, uses resource and operational organization to establish the types of system resource organizations, determine resource usage and operation modes, and specify resource usage status. The system physical architecture is based on the organization of system resource types, and determines the capabilities, efficiency, and effectiveness of system physical resources organization according to the organization of the operation mode and the status effectiveness of the system resources. The integration of avionics systems is an important way to enhance mission capability, improve system efficiency, and reduce system costs. With the ever-increasing demand for advanced flight mission functions, the demand for system performance continues to increase, and the effectiveness of the system also continues to increase, placing strong demands on avionics mission capability, mission effectiveness, mission reliability, system availability, and system cost. Based on ensuring the functional organization of the system, integration aims at the development of avionics system integration technology, and adopts the physical platform architecture and system resource integration technology to effectively improve system capabilities, enhance system efficiency, and improve system reliability, availability, and safety, while reducing system costs. The integration of avionics systems is an important development direction for a new generation of avionics systems. The integration of physical resources based on the system physical architecture is the guarantee and foundation for the overall avionics integration and an

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important part of the avionics system integration. Whether it is a system application task integration for the flight process or a system function integration for the system function capability, its final comprehensive capability, efficiency, and benefits must be achieved through effective system physics integration. In other words, if there is no effective system physical integration mode, the goals and benefits of avionics system task and function integration cannot be achieved. At the same time, the system physics integration is based on the integration of system physics resource organization, operation, and management. It not only runs the application tasks hosted on the physics resource platform and supports the integration of the system consisting of the hosted application functions but also achieves resource sharing, process reuse, and status management according to the system equipment resource characteristics, capabilities, and performance to reduce the need for configuration of resource capabilities, improve the efficiency of resource operations, and augment the effectiveness and efficiency of operational results. According to the system resource management requirements, this chapter organizes the system physical architecture, discusses the system physical resource capability organization according to the system resource platform management, determines the system physical resource processing mode, clarifies the system resource state management requirements, establishes the avionics system physical comprehensive mode, and discusses the physics comprehensive ideas, methods, scope, capabilities, and benefits.

6.1 Physical resource capabilities and composition Physical integration refers to the integration of physical resource organization and operations. The application and functions of the avionics system were introduced in the previous chapters. Although these applications and functions describe the application operation and function processing of the system, they must be completed through system resource capability support and resource operation. The resources refer to those entities that have physical operation modes and resource capabilities. They are based on the internal physical behavior of the resource and physical operation modes of resource capabilities and are subject to the physical conditions of the resource environment. With the development of information technology, especially for electronic systems, resource physics capabilities and operating modes are established under computer instruction guidance and organization mode, it uses the computing resources provided by the system, organizes the resource physical behavior and process of the organization system configuration, and implements the requirements of system applications and functional operation. In other words, resource capabilities and operations are based on their own physical behaviors and operational capabilities. The avionics system configures the required specific physical resources and organizes the physical behavioral capabilities and operating modes of related resources according to the operating instructions of the system computing resources, so as to meet the requirements of application task organization and functional logic processing. The physical resource organization is oriented to the requirements of system applications and functions. System resource organization is the capability and operation organization based on the physical characteristics of resources. For the avionics system, how to establish the system physical organization, namely resource capabilities, types, operations,

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performance and conditions, how to build resource organization and operation management, how to support the requirements of system application tasks and system function operation and processing, and how to achieve the goal of system application tasks and system function design and planning represent an important research area. Physical integration is an integrated optimization technique for organization, integration, and management that addresses the requirements of the physical organization of the system. Aiming at the resource organization and composition of the avionics system, physical integration is under the premise of the implementation of system application tasks and system function operation, based on the physical resource behavior characteristics and operation modes, and addresses the processing requirements for system application tasks and system function operations so as to effectively improve the operational performance of physical resources by fully utilizing the physical resources, and effectively reduce the environmental resource requirements for physical resource operating modes by making full use of the results of physical resource operations. That is, with the requirements of system application tasks and system function operation and processing satisfied, the high-performance, highefficiency, low-condition organization of system resource physical capabilities and operation are achieved. Therefore, this chapter presents what kind of system physical resource capability organization should be established to meet the requirements of the processing capability and operation mode of system application and function, what kind of system physical resource operation organization should be established to meet the requirements of the operation efficiency and result performance of system application and function, and what kind of integrated optimization organization for system resource capabilities, operations, and statuses should be established to meet the requirements of system resource operation efficiency, and effectiveness for the avionics system.

6.1.1 Requirements of physical resource capability Physical resource capabilities are the guarantee for supporting the application and functional requirements of avionics systems. Before discussing the physical integration of avionics systems, we must first understand the physical resource organization and composition of system. Known system physical resources are for system applications and functional goals, organizations, and operations, that is, to establish the goals and requirements for interpreting, executing, and implementing system applications and functions. Therefore, system physical resources should be configured with the corresponding physical resource capabilities and operation modes according to the different system application modes and requirements and different system functional logic and processing. In traditional avionics systems, especially mechanical systems and analog electronic systems, all applications and functions of the system are directly implemented through the related system-specific application activities and functional logic, i.e., each application and each function of the system is customized with the resource capabilities that support their processing and operation. As system applications continue to expand, system applications and capabilities continue to increase. This configuration mode based on the specific independent resource capabilities of system application and function not only greatly increases the

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need for resource organization and configuration but also significantly limits the development of avionics system application and function. With the development of information technology, avionics systems have achieved tremendous development. The applications and functions of modern avionics systems are no longer based on specific resource capability organization and physical operation modes but on computing methods and information processing modes of computer resources. That is to say, the modern avionics system is based on computer processing. Its system application and function processing method can be described through the computer program, and its system application and function processing program can be run through the computer system. Therefore, the resource organization for all applications and functional processing of modern avionics systems is based on information processing resources. For the processing modes of modern avionics system, system processing is mainly divided into: computing information processing for general system application and function processing methods and programs, domain information processing for dedicated system application and function processing activities and events, and dedicated physical operation for dedicated system application and function processing behaviors and patterns. For the avionics system resource characteristics, resource composition is based on system application and function operation requirements, and achieves the system application and functional goals and performance requirements according to its resource capabilities and operating modes. That is, system resources support and interpret the application and function processing of the system through its own capabilities and modes. In other words, system resource operation capability is for the capability and target requirement of system application and function, system resource operation mode is for the processing procedure of system application and function, and system resource operation efficiency is for the organization process of system application and function. In addition, the system resource operation does not depend on the running status of system application and function, and has autonomous running operation and discrete status characteristics. Therefore, the avionics system resource capabilities are based on the processing target requirements of system applications and functions, establish capability types based on the characteristics of the resources, build system resource capability organizations, determine the operation mode for resource capabilities, and form a resource capability configuration based on system applications and functions. For avionics systems, different system applications and functions have different resource configurations, and different resource configurations contain different resource capabilities. The system resource capability aims at the operation capability requirements of system resources, and realizes the resource capability organization through the resource configuration based on the system capability, so as to support the operation goals and requirements of system applications and functions. For physical resource capabilities, since different system applications and functions have different operation requirements, processing modes, and discipline domains, different requirements are proposed for resource capabilities. Therefore, firstly the system physical resource capability requirements are based on the system application tasks, determine the requirements of the system application task, specify the operating environment of the system application task, establish the processing mode of the system application task, and construct the operating relevance and capability compliance of the system physical resource capability and the system application task. Second, system physical resource capability requirements

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are based on the processing mode of the system function, determine the discipline domain of system function processing, clarify the processing logic of the system function operation, establish the operation process of the system function processing, and construct the operational relevance and capability compliance of the system physical resource capability and the system function processing. Third, system physical resource capability requirements are based on the operating mode of the system resource, determine the performance capabilities of the system resource operation, specify the operation process of the system resource operation, establish the result domain of the system resource operation, and construct the result relevance and capability compliance of the system physical resource capability and the system resource operation. Finally, the system physical resource capability requirements are based on the characteristics of the resources, establish the classification organizations and function forms of the system resource, determine the capabilities and operation modes of the system computing resource, define the capabilities and operation modes of the systemspecific computing resource, establish the capabilities and operation modes of the systemspecific physical operation resource, and construct relevance and operation mode compliance of the system physical resource capabilities and its own characteristics capability. Therefore, based on the modern avionics system application and functional processing mode, the system physics resource capability organization aims at the requirements of avionics system task organization and operation process, and establishes the system resource capability requirements according to the system function organization and logic processing mode, and the resource feature capabilities and work patterns constituted by the system resources. On this basis, through the system resource classification and operation mode, the types and the forms of general computing information processing resources, specialized computing and processing discipline resources, and dedicated physical mode operation resource are established to form a resource capacity organization for avionics systems. The corresponding relationships between the classification of the physical resources of the modern avionics system and the requirements of system applications and functions are shown in Fig. 6.1.

6.1.2 Requirements of physical resources Physical resource organization is the guarantee for the application and function of avionics systems. The known device resources are operating organizations of their own capabilities, and each resource has its own characteristics and operating modes. Resource organization is based on the correlation between the operating objectives of system applications and functions and the operation results of resources, constructs the correlation between the operating modes of system applications and functions and the operation capabilities of resources, determines the correlation between the operating processes of system applications and functions and the processing operations of resources, and establishes the correlation between the operating quality of system applications and functions and the processing performance of resources, and finally constructs the results, capabilities, operations, and effects organization of resources that meet the goals, operations, processes, and quality requirements of system applications and functions based on the above characteristics and operating modes related to resources. Physical resources operate independently based on their own capabilities, execute collaboratively for system requirements, and process according to the behavior of functional logic.

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System application task1

System application task 2

System application task n

1. System application target 2. System application environment 3. System task processing

1. System application target 2. System application environment 3. System task processing

1. System application target 2. System application environment 3. System task processing

System function processing 1

System function processing 2

System function processing m

1. Functional area 2. Functional processing logic 3. Functional operation process

1. Functional area 2. Functional processing logic 3. Functional operation process

1. Functional area 2. Functional processing logic 3. Functional operation process

General purpose computing processing resources

Computing unit

Storage unit

Dedicated computing processing resources

Input Output

Data link

Image Processing

Dedicated physical mode operation resource

Signal Processing

RF Processing

Digital to analog conversion

Analog circuit

Avionics system resource type

FIGURE 6.1 Classification of avionics physical resources and requirements of system applications and functions.

That is, the physical resource organization is for the resources associated with the system applications and functions, and it organizes the independent operation mode of the related resources, establishes the operation process of the unified results, constructs the consistent operation performance, and forms the operation result that meets the requirements. Therefore, it is the core task of system physical resource organization to establish a system physical resource organization that not only meets the system application task requirements, system function processing requirements, and system physical resource operation requirements but also satisfies the operation of the resource independent capability, the processes of collaborative processing, a unified operating quality, consistent, and convergent operation results. From the aspect of resource organization, the physical resource organization mode is mainly composed of resource operation capability organization oriented to resource application domains and requirements, resource operation mode for resource application processing and operation requirements, and resource operation status management for resource application target and result requirements. First, based on resource application domains and requirements, the resource capabilities that meet the system operating targets are constructed by establishing resource operating capability organization of the application, function, and equipment operating domain of avionics systems. Second, based on resource application processing and operation requirements, the resource operation organization that meets the system processing target are constructed by establishing the resource operation mode of the applications, functions, and equipment operations and processes of avionics systems. Third,

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resource application goals and outcome requirements build resource management that meets system results by building applications, functions, and resource operational status management of avionics systems. According to the above ideas, the requirements for system physical resource organization are as follows: First, construct a resource organization for system applications to clarify the requirements of the system application mode and operation on resource capability types, determine the requirements of the system application operation and processing on resource operation modes, and establish the basic system operation capability of the system application operating and operation. Second, construct a function-oriented resource organization to define the requirements of system function mode and operation on resource capability mode, determine the requirements of system function operating and processing on resource operation quality, and establish the basic resource processing capabilities for the common algorithms of the system function operation and processing. Third, build a resource-oriented organization for the equipment to clarify the requirements of the system equipment mode and operation on resource operation efficiency, determine the requirements of system equipment operating and processing on resource operation performance, and establish the resource basic driving and resource dedicated operation capabilities for the operating-specific driving of system equipment. 6.1.2.1 Establish a resource organization mode for covering system application tasks For the resource requirements of the system application organization, the analysis of system application capabilities, activities, and programs is performed to establish a resource organization for system applications and to build an organization of resource capabilities, performance, and results that supports, covers, and satisfies the system application. The main idea is as follows: First, the resource capability type requirements are determined based on the system application mode and operation. That is, through the application-oriented capability requirement analysis, resource types that support the requirement are established; through the application-oriented activity requirement analysis, resource capabilities that cover the requirement are established; and through the application-oriented program requirement analysis, resource operations that implement the requirement are established. Second, the resource capability operation mode is determined according to the resource application operation and processing. That is, through the application-oriented operation mode analysis for the systems, the resource operation type supporting this mode is constructed; through the application-oriented capability configuration analysis the resource operation mode covering this configuration is constructed; through the applicationoriented operation status analysis for the system, the resource operating conditions for realizing the operation are constructed. Third, the resource capability basic processing requirements are determined according to the system application operation basic capabilities. That is, through the application-oriented discipline feature analysis, a resource discipline processing driver software supporting the requirement is constructed; through the application-oriented standard process analysis, resource standard processing software that covers the requirement is constructed; and through the application-oriented information organization analysis, information organization processing software for realizing the requirement is constructed.

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6.1.2.2 Establish a resource organization mode for supporting system function processing For the resource requirements of system function organization, the analysis of system function domain, logic, and process is performed to establish a resource organization for system function, and to build an organization of resource type, process, and result for running, processing, and operating system functions. The main idea is as follows: First, the resource capability processing modes are determined according to the system function mode and operation. That is, through the processing logic requirement analysis for system function processing, a resource operation efficiency pattern that satisfies the requirement is determined; through the domain requirement analysis for system function process, the resource operation performance that satisfies the requirement is determined; through the result requirement analysis for system function processing, the resource operation quality that satisfies the requirement is determined. Second, the resource capability operation mode is determined according to the function operation and processing of resources. That is, through the scheduling mode requirement analysis for the system functions, the resource capability schedule and allocation requirements that satisfy the requirement are determined; through the logic organization requirement analysis for system functions, the resource capability operation requirements that satisfy the requirement are determined; and through the information processing requirement analysis for system functions, the resource capability processing requirements that satisfy the requirement are determined. Third, the resource supported general algorithm requirements are determined according to the general processing capability for system function operations. That is, through the general numerical processing requirement analysis for system functions, resource capabilities that satisfy the general numerical processing algorithm are constructed; through the general model processing requirement analysis for system functions, resource capabilities that satisfy general model processing algorithm are constructed; and through the general logic reasoning requirement analysis for system functions, resource capabilities that satisfy general logic reasoning algorithm are constructed. 6.1.2.3 Establish a resource organization mode for implementing system equipment operation For the resource requirements of the system equipment organization, the analysis of system equipment types, capabilities, and operations is performed to establish a resource organization for system equipment and to construct the resource operation, status, and result organization for configuring, implementing, and operating system functions. The main idea is as follows: First, the result requirements of resource operation are determined according to the type and operation of equipment. That is, through the result requirement analysis for equipment features and hosted applications, the resource operating performance requirements that satisfy the result requirement are determined; through the processing requirement analysis for equipment conditions and hosted applications, the resource operating performance requirements that satisfy the processing requirement are determined; through the efficiency requirement analysis for system equipment, the resource effectiveness requirements that satisfy the effectiveness requirement are determined. Second, the resource operation mode is determined according to the resource operation and processing of the equipment. That is, through the analysis of system equipment characteristics and effect domains, the

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system resource type organization requirements that meet the requirement are determined; through the analysis of the system equipment capabilities and operating modes, the system resource operating process requirements satisfying the requirement are determined; and through the analysis of system equipment conditions and operation environments, the system resource status management requirements that satisfy the requirement are determined. Third, the resource-specific driver mode requirements are determined according to the dedicated capabilities of the system equipment. That is, through the dedicated capability configuration requirement analysis for the system equipment, an equipment capability configuration program that meets the equipment-specific processing requirements is constructed; through the dedicated data transmission requirement analysis for the system equipment, an equipment transmission driver program that satisfies the equipment dedicated data transmission and dedicated related processing is constructed. Through the dedicated parameter management requirement analysis for system equipment, an equipment parameter management program that satisfies the organization, processing, and management of dedicated equipment parameters is constructed. The requirements for the physical resource organization of avionics system are shown in Fig. 6.2.

6.1.3 Requirements of physical resources integration The physical resources integration describes system resource optimization organization to achieve the operation goals and requirements of avionics system application and function. Resources are the carriers for running system applications and functions. System applications

Resource organization

Resource application organization model

Functional organization mode of resources

Equipment organization mode of resources

Resource application mode and operation

Resource function mode and operation

Resource equipment mode and operation

1. Application-oriented capability resource type 2. Application-oriented resource requirements 3. Application-oriented resource operation

1. Function-oriented processing logic resource efficiency 2. Resource-oriented performance for functional processing 3. Process-oriented processing result resource quality

1. Resource performance for equipment features 2. Resource performance for equipment conditions 3. Resource availability for equipment performance

Resource equipment operation and processing

Application running and processing of resources

Resource function operation and processing

1. System application mode of operation 2. System application capability configuration 3. System application running status

1. System function scheduling mode 2. System function logic organization 3. System function information processing

Resource application basic ability

Resource function operation general algorithm

Resource-specific equipment operation driver

1. Discipline processing driver software 2. Standard process software 3. Information organization processing software

1. Universal numerical processing algorithm 2. General model processing algorithm 3. General logic inference algorithm

1. Equipment capability configuration 2. Equipment transfer driver 3. Equipment parameter management

FIGURE 6.2

1. System resource type organization 2. System resouce operation process 3. System resource status management

Physical resource organization needs of the avionics system.

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and functions run on the systemic physical resource carriers, and system application activities and function logic are implemented through the systemic physical resource capabilities and operating methods. For the avionics system, the system application activity behavior and function logic process reflect the system application operation requirements and function processing modes. The operation of the physical resource reflects the result and performance of the system operation process. In other words, the capability and operation of the systemic physical resources are the guarantee of the operation results and performance of system applications and functions. Modern avionics systems represent the systems of the airborne flight organization, operation, and management for information processing. The applications and functions of the system are procedural, and the process of flight organization, operation, and management is achieved through planned instructions. The avionics system resources organization is divided into three categories of general computing resources, dedicated computing resources, and dedicated physical resources according to its operating mode. For avionics systems, the general computing resources describe system is the open program processing resource environment provided for all applications and functions of the system, and consists of the systemic stored operational processing programs, data storage resources, and computing and logic processing resources. The dedicated computing resources describe specific program processing environment provided for the dedicated applications and functions of the system, and consist of the system stored operational specific discipline processing programs, specific data storage resources, and specialized computing and dedicated logic processing resources. The dedicated physical resources describe dedicated resources without program processing capabilities, are not related to system application operations and functional logic operations, and consist of the resources that operate independently based on the resource physical characteristics and the physical capabilities. The system physical resources integration is based on the requirements and objectives of the system applications and functions that are hosted on the system physical resources. It aims at the classification of system physical resources, is based on the characteristics of the system physical resources, and addresses the operation mode of system physical resources. It maximizes the benefits of system applications and function operations, and the benefits of system physical resources organization and operating by optimizing the systemic physical resource capabilities, optimizing the systemic physical resource action domain or scope, optimizing the operation process of system physical resources, and optimizing the application mode of system physical resources operation results. The maximization of system application and function operation benefit refers to meeting system application and function requirements, improving system application and function capabilities, extending system application and function scope, improving system application and function processing quality, and enhancing system application and function availability. The maximization of system physical resource organization and operation benefit refers to the improvement of system physical resource capabilities, the reduction of system physical resource idleness, the improvement of system physical resource operation efficiency, the reuse of system physical resource operation processes, the improvement of utilization efficiency of system physical resource operation results, and the availability of system physical resource operation result. According to the above processing ideas, the overall requirements for system physical resources integration are as follows: First, build a general processing resource organization

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based on hosted applications and functional domains; clarify the organizational requirements of the system general resource domains, resource capabilities, and resource environment; determine the system resource capability, resource operation, and resource management organization of the system general computing resources under system application operation and processing conditions; and establish a general computing resource integrated mode based on resource storage capability sharing, resource operation reuse, and unified management of resource status. Second, build a dedicated function resource organization based on hosted applications and functional domains; clarify the organizational requirements of system-specific resource domains, resource conditions, and resource status; determine system resource types, special processing, and result management organization of system-specific computing resources under system application operation and processing conditions; and establish an integrated mode of dedicated computing resources based on the sharing of dedicated resource processing results, isolation of dedicated processing procedures, and coordination of dedicated resource status. Third, establish a dedicated physical resource organization that supports hosted applications and functional operation environments; specify the organizational requirements of system-specific resources physical domains, physical operations, and physical status; determine the result forms, environmental conditions, and performance requirements of the system-specific physical resources that support system application operation and processing environments; and establish an integrated mode of physical resources based on the sharing of physical resource processing results, selforganization, and protection of resource operations, and self-management and control of resource status. 6.1.3.1 Computing resources integration oriented to general procedure The modern avionics system processing mode is based on a procedural information processing mode. The avionics system is based on the logic processing algorithms of the system and realizes the mode oriented to information processing for system application and function requirements through computing technical instruction processing guidance, program processing flow, and data storage management. According to the characteristics of programmed avionics system processing, the main idea of the integration of systemic general calculation physical resources includes the following aspects: First, the organization and sharing of the storage capability of the systemic general computing resources shall be established. It is known that the avionics system is a procedural digital information processing system, and all system applications and function processing are described in the form of a program to reveal its operation process. The hosted shared storage environment of system applications and functions means that the application and function programs planned to be integrated by the system are hosted in a program storage resource, the operation data share a data storage unit, and multiple programs use one shared program and data storage resource and space through different partition management. Second, operation processing reuse for general computing resources shall be established. The avionics system is a procedural digital information processing system with computing and processing units, such as computing units (CPUs), numerical coprocessors (FNEUs), logic processing units (LPUs), auxiliary processors, and so on. All system applications and function processing programs are based on the operating environment motivation, and realize time-sharing reuse and sharing of system computing and processing resources through system scheduling time partition. Third,

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general input/output resource data sharing shall be established. System general applications and functions reside and share system programs and data storage resources. These system applications and function operations need to share system input/output resources, and realize input and output processing of applications and functions through sharing and time sharing. Fourth, the reuse of general information transmission resources shall be established. The systemic general applications and functions are hosted on the system resource platform. The system internal communication and external communication need to share the system internal bus and the system external bus, and realize internal and external interaction of the system through time sharing. 6.1.3.2 Computing resources integration oriented to dedicated mode Modern avionics systems are airborne applications and function processing systems based on embedded environments. The avionics system is oriented to the flight process and environment, and operates the relevant flight applications and system functions according to the organization and composition of the aircraft resources-specific systems. These related applications and system functions are bound to be related to the discipline mode of the system, such as navigation, communication, surveillance display, and other dedicated subsystems, to achieve system applications and functional requirements and goals. The dedicated computing and processing resources are dedicated process resource allocations for avionics system application and functional discipline features. Based on the specialized features of the dedicated system, the discipline processing functions based on the system application or function decomposition are used to establish the resource organization that supports discipline processing procedure for discipline processing algorithm. According to the dedicated system processing features, the idea of the computing resource integration for system dedicated mode mainly includes the following aspects: First, a system-dedicated processing computing resource organization is established to achieve discipline processing result sharing. The avionics system is an embedded information processing system. It needs to establish the internal processing mode and resource configuration of the system and support the internal functional organization and processing of the system. System-dedicated processing uses dedicated resource organization, conducts internal independent operation management, establishes internal system function processing results, and achieves the sharing of system embedded function processing results. Second, the functional processing unit reuse of dedicated computing resources is established. For embedded system functions, the entire functional process is closed, and its processing resources are also exclusive. But from the perspective of the embedded system, the dedicated processing function that occupies the processing resources is a dedicated functional unit. The system provides a specified processing environment, provides a piece of unified processing information, implements time-sharing use and management, and realizes the function processing unit reuse for dedicated computing resource with different environments and information. Third, the integration of dedicated processing results with the general system processing procedure is established. Airborne dedicated processing is for functional processing of embedded systems. It is based on systemic dedicated system requirements (such as communications, navigation, etc.) and completes the dedicated system-specific function processing of the system according to the discipline characteristics of the system. However, the avionics system is for flight organization and flight applications. These embedded dedicated processing functions are based on

6.1 Physical resource capabilities and composition

309

the system operating environment and flight applications. Through the integration of operation status, environmental conditions, and processing results of multiple embedded system functions, the overall system operation function results and status are realized. 6.1.3.3 Resource integration oriented to dedicated physical mode The avionics system is a procedural information processing system that is based on system computing resource processing resource organization. However, the avionics system is also a dedicated embedded system. It needs to establish resources to realize the processing and conversion of the external physical environment of the system, realize some special physical processing modes of the system, and establish system dedicated support capabilities. Therefore, avionics system resource organization is another form of dedicated physical mode operation resource. Dedicated physical mode operation resources refer to the resource operation mode for system applications, functions, and algorithms are independent of external requirements but rely on the physical characteristics, performance, and capabilities of the resources. The resource organizations and operations, such as system power organization, system analog circuits and analog processing, RF processing, and so on, do not rely on system operation processing and management but rather inherent resource characteristics and operation modes. These resources are called dedicated physical mode operation resources. According to the characteristics of dedicated physical resources, the idea of the system dedicated physical resource integration mainly includes the following aspects: First, the open dedicated analog conversion processing physical resources of the system are established to achieve system simulation processing results sharing. The avionics system is an airborne embedded system and operates in an external physical environment. It needs to establish system analog interfaces to realize the conversion and perception of external environmental factors of the system. System-dedicated analog conversion resources provide analog conversion processing capability, build system physical environment factor awareness, and use an open sharing mechanism to provide system application and function processing and usage and increase the utilization of system-dedicated analog conversion processing physical resource. Second, the open system dedicated radio frequency (RF) processing physical resources are established to achieve system RF processing result sharing. Avionics systems interact with external systems through airborne radio and communications systems, while airborne radios and communications systems must be based on radio frequency processing with the antenna configuration. Due to the significant increase in information and communication requirements, airborne RF systems have become one of the major parts of avionics systems. An RF processing physical resource based on radio frequency band division is established to implement airborne RF processing and result opening mechanisms, support system application and function processing sharing, and improve the utilization of system dedicated RF resources. Third, the dedicated power supply organization physical resources are established to achieve system power supply sharing. Avionics system is an airborne system supplied by multitype (AC, DC, variable frequency, constant frequency), multigrade (115V, 28V,
15V,
5, 3.3V, 1.8V) and high-quality (accuracy, noise, surge, transient) power, and the airborne dedicated power supply organization physical resource is one of the main physical resource components of the avionics system. A unified planned organization for power input and output is established, and a resource organization for power supply internal processing is constructed to implement sharing based on shared

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6. Integrated technology for physical resources of the avionics system

System function organization

System function discipline ability

System function processing capability

System function input capability

General computing resource integration

Dedicated computing resource integration

Dedicated physical resource integration

Resource capacity organization

Resource operation organization

Resource management organization

1. Resource performance result 2. Resource relationship configuration 3. Resource capacity model 4. Resource operation process 5. Resource type target

1. Failure mode processing 2. System status processing 3. Resource operation processing 4. Functional discipline processing 5. Task type processing

1. Failure mode management 2. System status management 3. Resource status management 4. Functional status management 5. Task status management

System resource organization and management Resource organization based on hosted application area

FIGURE 6.3

Logical resource organization based on hosted function

Resource organization based on equipment type pattern

Requirements for avionics systems physical resources integration.

power modulation and conversion mechanisms, and increase the utilization of electronic processing resources. The physical resource requirements for avionics systems are shown in Fig. 6.3.

6.2 General computing and processing resources General computing and processing resources are general processing resource allocations for avionics system applications and functions. As mentioned earlier, the modern avionics system is oriented to the information environment and is based on the computer platform. Using computing methods and algorithms, it completes the application and function processing of the system through computer programs. For the entire avionics system physical resource composition, in addition to individual dedicated events and processing modes, avionics system applications and functions are established on the computer processing programs. The computer processing program is built on the general computing and processing resource platform technology, and is achieved through computer resources support and operation. Therefore, the general computing and processing resource platform

6.2 General computing and processing resources

311

covers the requirements of the avionics system application and function computing and processing, which is the most important resource type of the avionics system physics resource organization. For avionics system physics resource organization, the general computing and processing resources are for avionics system application and function processing and operation, with their own resource feature operating mode. The avionics system physical resources organization shall aim at the requirements of system applications and functions, determine the capabilities and operating modes of the general computing and processing resources according to the characteristics of the general computing and processing resources, and establish resource organization and operation methods for different applications and functions of the system to form the general processing resource platform mode of avionics system. Therefore, for general computing and processing resources, in order to establish effective avionics system general computing resources, it needs to first understand the avionics system application and function processing mode, and clarify the requirements of characteristics to resources; secondly, it needs to understand the related capabilities and methods of the avionics system physics resources for the application and function requirements, and determine their capability types and operating modes. Finally, based on the avionics system applications and functional requirements and their allocated general computing and processing resource capabilities configuration, it needs to establish general computing and processing resources that satisfy the requirements of system application and function operation and processing and realize the maximum of the resource feature capabilities and operating efficiency.

6.2.1 General computing resource organization The type of general information processing resources for avionics systems is homogeneous. The general computing resource organization aims at the procedural processing resources organization for avionics systems. The avionics system procedural processing represents a system function processing that describes the application of the avionics system and the operation mode based on the information processing system. Therefore, the avionics system procedural processing resource organization needs to first establish the computing and logic operation instruction system computing resources covering all applications and functions of the system. For the instruction system, according to the system application and function calculation processing requirements, this is to determine the type and processing of the instruction system, specify the instruction systemic word length and precision, and establish the instruction system organization and operation mode; for the logic operation unit, according to the system application and function logic operation mode, determine the logic operation instructions of the logical operation unit, clarify the logic operation unit processing conditions and status, and establish logic operation unit organization and operation mode. Second, run program (running code) storage resources that host all applications and functions of the system need to be established. The storage and management of the running program is an organization that implements the running program of the system. Its main task is to establish the running program storage based on the system application and function operation partition, to support the isolation and protection of different applications; to establish a partition scheduling mode based on the instruction system to support the independent scheduling, queueing, and operating of the system applications and functions; to establish

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6. Integrated technology for physical resources of the avionics system

system operation configuration management to support the information organization and resource guarantee of different system application and function operations. In addition, operational data management storage resources for all applications and functions of the system need to be established. The storage and management of operational data is an organization that implements system operation status and result management. Its main task is to establish data area storage based on system applications and functional operating partitions to support isolation and protection of data and results of different applications; to establish data access, data transmission level, and protection mechanism to support multichannel application data transmission and data sharing of the system; and to establish system application configuration management to support system application and function operation result organization and data transmission. Finally, the input and output resources for the operational requirements of all applications and functions of the system need to be established. System input and output are information organizations that implement system applications and function operation and processing. Its main task is to establish system interface resources that cover the input information requirements and output results transmission of the system applications and functions to provide shared input and output information of different application and function; to establish the capability to independent system input and output numerical processing to form the information quality and capabilities required for different applications and functions of the system; to establish system input and output access and management mechanisms to support system input and output protection and provide system-specific functions and corresponding input and output management modes. The main feature of the application and function of avionics system based on information processing mode is based on system logic processing algorithms and achieves information processing oriented modes for system application and function requirements through computing technology instruction processing guidance, processing flow based on procedures, and data storage management. The main characteristic of the general processing resource mode of the avionics system is that although all the applications and functions of the avionics system have different processing logics, their system resource types, capabilities, performance, and operation modes are common and unified in terms of the general resource requirements of the system. In other words, for general resources of avionics systems, a system general computing and processing resource, i.e., a CPU, needs first to be identified and it has a powerful and highly precise instruction system that can cover the logical processing and computing needs of all system applications and processes. Second, a system program storage space, i.e., PROM, needs to be established, and it has large-capacity storage for system programs and the ability to run at high speed to cover the storage and real-time calling requirements of all system applications and processing programs. Third, a system data storage space, i.e., DRAM, needs to be established, and it has the ability of large capacity data storage, management, indexing, and operation to meet the requirements for data organization, reference, processing and analysis of all system applications and processing programs. Fourth, a system input/output mode, i.e., I/OD, needs to be established to provide system information output and output requirements and satisfy the real-time information acquisition and system results real-time exchange requirements of all system applications and processing programs. Fifth, the system physical resource operation mode, i.e., controller, needs to be established to provide system process control based on system program organization and implement the system general resource operation control and system collaborative operation

313

6.2 General computing and processing resources

organization. The organizational architecture of the general processing resources for avionics systems is shown in Fig. 6.4.

6.2.2 General computing resource operation period The processing of system applications and functions of avionics systems is periodical. The general computing resource operation period is an important feature of avionics systems. A system processing period exists in any real-time control programmed IT processing system. In general, the processing period of the real-time system is defined according to the processing requirements implemented by different system functions. Different system applications and functions have different real-time control periods. From the perspective of real-time control, the system application and function control period is more than three times the effective period change rate of system application and function. In addition, the real-time system control period must cover the organization and runtime requirements of all required functions for the system under any environmental conditions. It is known that system function organization and operation is based on the requirements of the current operating environment, and the operating period of the system function is defined as a cycle of the function operation of the system. The system function period must cover the functional organization and operation requirements of the system in any case. Therefore, the resource management based on the system operation period is a very important content for the integration of avionics system resources. For system resource management, resource organization based on the system processing period has two important characteristics: First, the system function operation is periodically

Data memory processor

Function 1 program area Function 2 program area

Function n program area

CPU

Address driver

Data memory Function 1 Data area Function 2 Data area

Data driver

Function n Data area

Input Output

Input Output

FIGURE 6.4 Avionics system physical general processing resource organization architecture.

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6. Integrated technology for physical resources of the avionics system

scheduled, and each function operation only occupies a period of the system period. Second, system function scheduling and operation are based on the requirements of the system environment, that is, different system environments call different system functions. In the traditional federated avionics system, the system resources are statically allocated to the system functions, and the system functions and resources are bound, or are tightly coupled, and the above periodic characteristics of the systems cannot be used, because a system function locks resources that cannot be allocated to other running functions during the system idle time. Integrated system resources are dynamically allocated to system functions. System resource organizations are based on the process requirements of current system operation applications and functions. Therefore, for the remaining time of system periodical function process and the unscheduled system applications and functions during the system period, the dynamic resource configuration mode of system operating applications and function operation is used, and system applications and functions share resources through time-sharing, in order to reduce resource configuration requirements without locking resources for these applications and functions. A major feature of the application and function of avionics systems based on information processing mode is that although all applications and functions of avionics systems are different, each application and function has its own processing period, i.e., each application and function completes the corresponding system application and function processing based on its own processing period. For the systemic general resource requirements, resources are based on the requirements of system application and function operation, and provide resource operation support capabilities and services. In other words, the supply organization of resources is determined by the operating periods of all applications and functions of the avionics system. The periodic performance refers to that the avionics system applications and functions are based on a determined time interval (period), and called by the system to provide system application and function services. Therefore, for general resources of avionics system, the system application and function call period should first be determined. Different system applications and functions have their own different operating periods. According to their operating environment and activation conditions, its resource organization and scheduling configuration requirements are determined. Second, according to different system applications and functions, the maximum responsible period for each application and function processing should be clarified. According to their logical processing mode, their resource type and capability organization requirements for operation should be determined. Third, based on the maximum operating mode of different system applications and functions, the minimum nonresponsible period for each application and function processing should be defined to determine the waiting and activation status of system application and function during its operating period. Fourth, the operating periods of all different applications and functions of the system should be integrated to establish the minimum common denominator of the operating periods of the system applications and functions, construct the common multiple of the minimum period of the system application and function, form the system unified scheduling period organization, and cover the operation requirements of the system applications and functions. Fifth, the period is finally called according to the common multiple of the established minimum period of the system applications and functions. According to the minimum responsible period of the system applications and functions, the scheduling and configuration mode conducted by relevant resources is established to achieve dynamic minimum

315

6.2 General computing and processing resources

resource allocation requirements for system applications and functions. The periodic resource organization mode for system application and function processing of avionics systems is illustrated in Fig. 6.5.

6.2.3 General computing resource operation mode The avionics system is an application organization based on the flight environment. The application and function operation of the avionics system is based on application requirements and is oriented toward the requirements of the flight process environment. It is known that avionics system applications and functions are organized according to the flight application environment and conditions. In other words, different flight phases and flight environments have different requirements for flight applications. Different flight application requirements correspond to different system application and function organizations. Corresponding different system applications and functions require the support of related system physical resources. Therefore, another major feature of the application and function of the avionics system based on the computational processing mode is that different application environments require different corresponding system applications and functions, and different system applications and functions require different related resource types and capabilities. In other words, because the flight is phased and the flight environment is changing, not all system applications and functions need to be run during all flight hours. Different system physical resources need to support related system applications and functions. The avionics system is a resource organization that address current flight application and function requirements. First, is to identify the task organization that is based on the requirements of the flight objectives and build the resource requirements that support the operation and management of the mission. For the flight process, different flight phases have different tasks. Based on a given flight phase target requirement, the avionics system determines the scene composition for achieving a flight goal, establishes a task structure that implements the target based on the scenario, schedules a functional organization that implements the target task, and configures resource capabilities for running the function. Second, is to determine the appropriate task organization based on the flight environment, and build the task types and task organization requirements that support the flight environment. For flight Resource occupation R4

F4

R3

F3

R2

F3

F2 F1

Duty cycle

F4

F3

F2

R 1 F1

F2 F1

No duty cycle

P

FIGURE 6.5

F4

P+1

P+3

Operation cycle

Periodic resource organization mode of system application and function processing.

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6. Integrated technology for physical resources of the avionics system

environments, different flight airspaces have different flight conditions. Based on the task requirements of a given flight environment, the avionics system establishes the task response that implements the flight, schedules the condition organization that implements the task, and configures resource capabilities to run the task environmental conditions. Finally, based on the task organization of flight safety assurance, is to construct the resource requirements to support the operation and management of the safety task. For the flight process and the flight environment, the safety and safety tasks of the process and the environment must be established, such as flight isolation surveillance, flight collision warning, flight vision enhancement, and so on. Aiming at the safety requirements of a given flight process and flight environment, the avionics system establishes the task composition for implementing the safety instructions, determines the tasks and related functional organization and operation, and configures resource capabilities for running safety tasks and functions. For the general resources of avionics system, we must first determine the current flight phase, determine the target requirements for the flight phase according to the target tasks of different flight phases, and determine the task requirements for the current flight phase based on the flight status of the current flight phase. Secondly, according to the current flight environment, and the determined task requirements, the flight conditions of the current task are clarified, and the requirements of the results capabilities and results forms of current flight task are determined. Thirdly, according to the flight task result requirements, the flight task results performance capabilities and requirements are determined, the application organization of the current flight phase is clarified, and the effectiveness and capabilities of flight applications are determined. Fourth, according to the environmental conditions of different flight phases and the flight application mode, system discipline function requirements are clarified, and system functions and functional logic organization mode are established, to form the system function processing and operation requirements. Fifth, finally, based on the established system application and functional operating mode, and the minimum responsible period system resources of each system application and function, the related resource scheduling of current system application and function based on the activation status is established, to implement the operating resource configuration requirements of the activated applications and functions by the system of current flight phase. The resource organization mode of avionics system applications and functions for the flight phases and flight environments is shown in Fig. 6.6.

FIGURE 6.6 Resource organization mode of system applications and functions for flight phases.

6.3 Dedicated computing and processing resources

317

6.3 Dedicated computing and processing resources The dedicated computing and processing resources are dedicated process resource configurations for the discipline features of avionics system applications and functions. The previous section discussed the general computing and processing resource mode for avionics systems. The main difference between general computing and processing resources and dedicated computing and processing resources in avionics systems is that general computing and processing resources are oriented to the entire avionics system, providing overall information processing resource capabilities and environments for the applications and functions of avionics systems through the general processing resource configuration and supporting the general computing and processing of all applications and functions of the system. However, for the system consisting of applications and functions, discipline processing requirements are necessary and discipline capabilities and performance are required. These discipline processing capabilities and requirements require establishing discipline computing resources to meet the needs of the special discipline process of system applications and functions. That is, the general computing and processing resources satisfy the requirements of general-purpose computation and process for avionics system applications and functions. Dedicated computing and processing resources are dedicated resources that support discipline characteristics and discipline processes for the discipline computing and processing requirements of avionics system applications and functions based on different discipline characteristics of system applications and functions. The dedicated computing and processing resources are based on the discipline features of the system applications and functions, and the decomposed discipline processing modes of the applications or functions of the system, and for discipline processing algorithms, a resource organization supporting a discipline processing process is established. The avionics system physical resources organization should aim at the requirements of system applications and functions, determine the dedicated computing and processing resource capabilities and operation modes based on the general computing and processing resource organization, and establish discipline resource organization and operation methods for different applications and different functions of the system to support process and operation of system discipline functions and form a discipline platform mode for avionics discipline processing resources. Therefore, for dedicated computing and processing resources, in order to establish an effective avionics system discipline computing resource, it is necessary to first understand the discipline processing modes of avionics system applications and functions, establish discipline function decomposition and composition of the system applications and functions, and define its resource needs of discipline characteristics. Second, it is necessary to understand the related capabilities and methods of the system physics resources for the discipline requirements of avionics system applications and functions, to determine their discipline capabilities types and operating modes. Finally, for the requirements of the avionics system applications and functions and their configured dedicated computing and processing resource capabilities, it is necessary to establish the requirements for the system discipline function operation and process, to realize self-management mode for the dedicated computing resources.

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6. Integrated technology for physical resources of the avionics system

6.3.1 Dedicated computing resource organization Dedicated computing and processing mode is oriented to specific discipline function process. Dedicated processing mode aims at the discipline processing domain of system applications and functions, and based on the functional decomposition of system applications and functions, the processing requirements, processing modes, and processing logic for system functions are clarified; system-specific processing flow, processing protocols, and processing algorithms are determined; the systemic dedicated processing resources, processing environment, and processing performance requirements are constructed; and system-specific processing procedures, processing results, and processing conditions are established. The avionics system consists of a number of discipline subsystems, each of which is composed of numerous discipline functions. For the operation and processing requirements of these subsystems and discipline functions, in addition to the use of general computing resources to solve the public common procedural processing mode, there are also a large number of processing requirements for the processing characteristics of subsystems and discipline functions. The processing requirements of these characteristics of subsystems and discipline functions form a system discipline processing mode. The system discipline processing mode is oriented to system discipline function processing, such as air-ground communication data link CDPLC, ADS-B 1090 ES communications, airborne navigation enhancement system ABAS and so on. Most of the system-specific processing is also a procedural processing system, that is, the system uses a collaborative combination of computing resources and dedicated resources and builds dedicated function processing to implement a system-specific application mode. In order to distinguish the system discipline physical operation processing resources (nonprogram processing mode), the dedicated processing resources (dedicated CPU, memory, IO, etc.) based on the program are named here as dedicated resource organizations. For dedicated processing requirements, first the composition of system-specific functions is considered. The system-specific function requirements are: based on the specific mode of the system applications and aiming at the systemic general programmatic processing function status, the goals and requirements of system-specific function are established, the logic and processing modes of system-specific functions are built, and the resource types and capabilities of system-specific functions are determined. Second, a dedicated processing mode is established. The system-specific function is: based on the dedicated operation of the system applications, and aiming at the dedicated function processing logic, the special processing quality and efficiency requirements are established, the dedicated processing environment and conditions of system-specific functions are built, and the system-specific operation resource modes and capabilities are determined. Third, a dedicated process organization is constructed. The system-specific processing process is: based on the system application procedural processing requirements, and aiming at the system-specific function processing logic, a system-specific processing program is established, the dedicated processing procedure of system-specific function is constructed, and the resource organization and process management of system-specific processing procedure are determined. According to the dedicated processing composition of the avionics system, the dedicated computing and processing mode has the following features: First, the discipline computing and processing is for internal processing of specific discipline functions. For system

6.3 Dedicated computing and processing resources

319

applications and functions, the general computing and processing part is implemented by the systemic general computing and processing resources. For the dedicated processing part, according to discipline characteristics and domain division, it needs to establish its own independent discipline processing mode, determine the corresponding function organization for discipline processing, construct the environment and conditions for functional processing in this discipline domain, and form a resource organization that meets the discipline processing of system applications and functions. Second, the dedicated computing and processing mode is closed. Since the dedicated computing and processing mode is the dedicated processing part for system applications and functions, the goal of the dedicated computing and processing mode is to realize the needs of the dedicated processing part of the system applications and functions. The so-called dedicated processing part means that this part cannot meet the requirements of the systemic general computing and processing mode, and it has special processing function requirements for its own typical characteristics. Dedicated processing aims at the specificity of this special processing, and according to the special processing function configuration, a special processing mode is established, dedicated processing resources are configured, and the requirements for the dedicated processing part of the system applications and functions are formed. Third, dedicated computing and processing resources are exclusive. Dedicated processing mode is: for system applications and functions, and aiming at the functional processing requirements for dedicated processing modes, the dedicated processing logic for these functions are determined, the processing programs that implement dedicated processing logic are configured, and the computing resource organization for running and processing these dedicated processing programs are established. Therefore, dedicated computing and processing resources are oriented to dedicated specific processing programs, while dedicated processing programs are oriented to dedicated processing logic, and they are tightly coupled. In this way, dedicated computing and processing resources are exclusive and cannot be used by other dedicated functions. The specific computing resource organization mode for the system application and function-specific parts is shown in Fig. 6.7.

6.3.2 Dedicated computing resource operating mode Dedicated computing resource operating mode is the tightly coupled operation mode of system-dedicated processing functions and resources. The dedicated processing function is the dedicated processing part of the system applications and functions, and it is also a dedicated processing part that cannot be realized by the system general computing resources. Dedicated processing functions are based on specialized domains of discipline processing, aim at the logical organization of dedicated process, address environmental conditions of the dedicated process, construct the processing mode of dedicated processing functions, and establish discipline computing and processing resources in accordance with the processing mode of dedicated processing functions. That is, dedicated computing resources are defined for dedicated computing and processing function operations, and their resource operations and dedicated function processing are tightly coupled. The system-specific computing resource operation mode describes the system-specific function processing procedure, which is oriented to the implementation process of systemspecific function operation. According to the system application requirements, and the

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6. Integrated technology for physical resources of the avionics system

Universal function area 1

Discipline function area 1 Discipline function process program

General purpose function program

CPU General function program area 1 Discipline function application data

General function program area n Discipline function connection instruction 1 Discipline function connection instruction k

CPU General purpose function program

Discipline I/O

Discipline function area k Discipline function process program

General purpose function data area 1

CPU Discipline function application data

General purpose function data area n Discipline I/O Discipline I/O

FIGURE 6.7

Dedicated computing resource organization mode of system dedicated part.

characteristics of the system-specific processing functions, system-specific processing functions determine the system-specific functional processing domains and environments, determine the system-specific function processing logic and processes, and build the processing resource requirements of system-specific functions. Therefore, the operation mode requirements for system-specific computing resource mainly include the following aspects: First, the requirements based on the specific operation target of the system should be determined and the system-specific function processing mode and domain should be established. The system-specific application goal is: according to the specific requirements of current system applications, and based on the characteristic analysis of system operation application and environment, determines the system-specific processing scenarios and conditions, determines the system-specific processing events, establishes an independent system-specific processing function, and builds the resource capabilities for the operation of this function. Second, the operating mode based on the system-specific function logics should be determined, and the processing resource types and capabilities of system-specific functions should be established. The system-specific function logic is: based on the analysis of the current systemspecific processing mode, determines the environment and condition requirements for the system-specific function operation, determines the system-specific function processing logic, establishes the system-specific function processing resource operation, and constructs a dedicated function resource organization and operation mode. In addition, the compliance of the system-specific function logic and the specific resource operation should be determined. The system-specific function logic is oriented to the target requirement for the system-specific application. The system-specific resource is oriented to the system resource physical capability and operation mode. The system-specific function processing based on the system resource mode is the guarantee of system application performance and quality. The

6.3 Dedicated computing and processing resources

321

system-specific function processing resource management mode is established. For the dedicated function resource organization, the types, capabilities, operations, and results of system-specific resources are determined through dedicated functional domains, goals, performance, and requirements; dedicated function processing logic is implemented based on the dedicated resource processing procedure; and system application-specific function support capabilities are established, to guarantee system application-specific function processing efficiency. Therefore, the establishment of dedicated computing-processing resource organization oriented to system functions is an important part of avionics system capability. The characteristics of dedicated computing and processing functions and their resource organization are: First, discipline processing resources are based on discipline processing function logic operation mode. For system discipline processing resource requirements, we must first consider the processing domain of dedicated processing functions, clarify the logical organization of the dedicated processing functions, determine the operating mode of the dedicated processing functions, and establish the types, capabilities, and operations of resources that are appropriate for them. Second, discipline processing resources are oriented toward the requirements of specialized processing function algorithms. The system discipline processing function logic is actually the implementation and operation organization of this special algorithm. The algorithm describes the special function processing method and processing flow. The discipline processing resources are based on the processing algorithm and the operation flow, and construct operation activity, quality, and mode of the dedicated resource for the processing operation relationship, in order to meet the requirements of the system-specific processing function. Third, discipline processing resources are tightly coupled with dedicated processing function environments. Dedicated processing resources are oriented to the dedicated processing modes for system applications and functions, and the most prominent feature of the dedicated processing mode of system applications and functions is the input/output of specific requirements. That is, discipline processing resources must support the input/output requirements for those specific requirements. In addition, discipline processing resources must also meet the special processing environment requirements for system applications and functions, and support special processing function processing conditions. In this way, a tight coupling pattern for the dedicated processing resources and the environment and input/output of the dedicated processing part of the system applications and functions is established, forming different dedicated processing resource configurations for the special processing parts of different system applications and functions. The tightly coupled operation mode of system-specific processing functions and resources is shown in Fig. 6.8.

6.3.3 Dedicated processing algorithm resource mode Dedicated processing algorithm resource mode is the system-specific processing algorithm and resource operation combination mode. System-specific processing algorithms are an important part of system-specific processing. From the point of view of the organizational division of the embedded system program operation mode, one type is the embedded system based on the operation flow, i.e., an embedded system based on program control; the other type is an embedded system based on operation events, i.e., an embedded system based on algorithm operation. For the algorithm operation-based system, the system resource

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6. Integrated technology for physical resources of the avionics system

Dedicated processing function 1 Function input/ output driver

Functional processing algorithm

Function process program

Dedicated input/output

Discipline processor

Discipline program memory

Function specific data

Discipline data storage

Dedicated resource organization 1

FIGURE 6.8

Dedicated processing function n Functionspecific event

Dedicated processing unit

Function input/ output driver

Functional processing algorithm

Function process program

Function specific data

Functionspecific event

Dedicated input/output

Discipline processor

Discipline program memory

Discipline data storage

Dedicated processing unit

Dedicated resource organization n

Tightly coupled operation mode of system-specific processing functions and resources.

organization is: based on the composition of the target event and the environmental conditions of the target event, the processing algorithm for the target event is determined, the organization and operation elements of the algorithm are established, and the operation relationship and operation factor (weight) of the algorithm are defined, and the operating mode and operating activities of the algorithm are constructed. The modern avionics system adopts a programmatic processing mode. By establishing a system general computing resource structure, the general operation and processing procedure of the system is greatly improved, and the integration of system physical resources is effectively supported. However, for the complex avionics system, there are core dedicated processing requirements, such as recursive and iterative algorithms based on complex conditions, speech recognition technology, image enhancement modes, etc., which impose very high demands on dedicated processing modes or dedicated processing efficiencies. Dedicated processing requirements for avionics systems mainly include the following features: (1) Dedicated processing capabilities. The avionics system dedicated processing generally is an extremely high requirement for special discipline processing capabilities of the system. Taking the core graphics processing engine as an example, the current high-performance core graphics processing engine is composed of 16*16 or 32*32 graphics processing arrays, which generates extreme high requirement for subsystem dedicated resources processing capability, and the procedural general-purpose computing resources of the system are far from meeting the requirements of the systemic dedicated processing capability. (2) Dedicated processing quality. Dedicated process of avionics systems always requires very high processing quality requirements, such as high processing accuracy, high processing performance, and high processing quality requirements. Taking the system RF input fast Fourier transform (FFT) algorithm as an example, if there are N sampling points, N is equal to 2 to the power of integer, and the algorithm for the matrix vector product calculation of N/32 is established, the algorithm raises extremely high processing performance and quality requirements for the processing resources. The systemic general computing resources cannot support the special processing procedure and satisfy the performance and quality requirements. (3) Dedicated processing efficiency. Another important feature of avionics system-specific processing is an extremely high demand for processing efficiency. Also taking the system RF input FFT algorithm as an example, although the FFT can use numerical analysis algorithm and the system general computing resources (such as GPU processor, system program memory, system data memory, inputs and outputs, etc.) to achieve FFT calculation and processing through

6.3 Dedicated computing and processing resources

323

programmed programming, this kind of general numerical processing mode is far from meeting the corresponding requirements of the real-time processing of the system. So the FFT of the system RF input is often implemented using high-performance signal processing array in the avionics system, especially in the complex avionics system of a large civil aircraft. Therefore, avionics system-specific processing and its resource organization are important parts of system capabilities, performance, and quality. For avionics system-specific processing modes and dedicated resource organizations, according to the requirement analysis of system dedicated features and dedicated processing, and based on system-specific processing algorithm design, system-specific processing operations are determined, and resource organizations that implement dedicated operation integration are constructed. The idea based on the system-specific processing algorithm and resource operation combination mode is: First, the system-specific algorithm is based on the organization and implementation of resource operation mode algorithm. Systemspecific processing algorithms are oriented to specific dedicated algorithm requirements for system applications and functions. That is, according to the specific processing requirements of the function, the function processing mode is determined, a processing method for implementing the processing mode is established, and an implementation algorithm based on the resource capability and operation method is constructed according to the resource feature capability and operation mode. The resource operation-based algorithm satisfies the system-specific functional processing requirements. Second, algorithm processing and resource operations are tightly coupled. The main characteristics of the system-specific processing algorithms are independence and high efficiency. This independence and efficiency are based on the coupling of algorithm processing and resource operations, without system program planning, organization, and scheduling, and the algorithmic results are output directly through resource operations. Dedicated computing and processing modes are oriented to dedicated processing parts for system applications and functions (e.g., invalid processing operations such as instructions, discrimination, and transfer). That is to say, from the point of the usual view of general processing, the system processing algorithm based on resource operation greatly increases the effective processing part of the system, and greatly reduces the processing preparation section. The dedicated computation processing mode is closed. Third, algorithm processing is achieved through resource operations. The dedicated algorithm processing mode is implemented through resource operation activities. That is, system resource types, capabilities, operations, and performance are defined according to algorithm processing activities. We need to first determine the algorithm processing mode, specify the algorithm processing activities, and then select and determine the resource operation requirements to meet the algorithm processing activities. That is, the algorithm-oriented resource operation organization is determined based on the algorithm operation mode, and the organization and composition of resources is determined according to the algorithm processing. Therefore, the system-specific processing algorithms and resource operation modes are closely organized and coupled, with the highest resource utilization algorithm implementation. However, it also has a very prominent resource exclusivity. For example, FFT algoN1 P rithm is: xðkÞ ¼ xðnÞWNnk ; k ¼ 0，..，N  1, and the algorithm implementation n¼0

operation mode and resource organization are shown in Fig. 6.9.

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6. Integrated technology for physical resources of the avionics system

FIGURE 6.9

Operational mode and resource organization of FFT algorithm implementation.

6.4 Dedicated physical resources Another form of resource composition is dedicated physical mode operation resources. The dedicated physical mode operation resource means that the resource operation mode has nothing to do with the external requirements of system applications, functions, and algorithms, but depends on the physical characteristics, performance, and capabilities of the resource itself, such as system power organization, system analog circuits and analog processing, RF processing, etc. These resource organizations and operations do not rely on system operation processing and management but rather on the inherent characteristics and working modes of the resources. We call this kind of resource dedicated physical mode operation resource. The modern avionics system is a management system oriented to information processing. All applications and functional processing modes of avionics systems are based on information organization, capabilities, and the environment, and the goals and requirements of the system are achieved through information processing, control, and management. However, the organization and processing of any information system is based on the physical organization environment, that is, any information is composed through the sensing, conversion, driving, and transmission of the system physical resources. Especially for avionics systems, since the avionics system is an embedded management system for airborne flights, all information has to be converted through operational modes of physical resources (such as sensors, actuators, antennas, and power supplies) to establish the application and function processing

6.4 Dedicated physical resources

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modes of avionics system based on the information environment. Therefore, it is an important aspect of avionics system resource management to determine the capability organization and operation mode of physical resources. Dedicated physical mode operating resource is: based on the discipline characteristics of the system applications and functions, according to the capability requirements or input/ output requirements (that is, the support for application and function processing, not the internal processing part of applications and functions) of system applications or functions, aiming at operation domains and conditions of system applications and functions, and based on relevant resource characteristics and physical organizational capabilities, a resource organization of dedicated physical operation is established for the support requirements of system application and function processing. Therefore, for the dedicated physical mode operation resources, in order to establish the support requirements for system application and function processing, it is necessary to first understand the avionics system application and function discipline processing mode, establish the operation environment support requirements for system applications and functions, specify the operating requirements of all applications and functions, and establish the element forms and performance requirements that form the operation; second, it is necessary to understand the related capabilities and performance requirements of the systemic physical resources for the application and function operation of avionics systems, and determine the operational modes and results of related (dedicated) resources; and finally, for avionics system application and function requirements and its configuration of the dedicated physical mode resource capabilities, it is necessary to establish the environmental element support for system and function operation, and realize the operational capabilities and efficiency modes of dedicated physical mode resources.

6.4.1 Dedicated analog processing physical resources Dedicated analog processing physical resources refer to analog circuits processing and converting resources. Dedicated analog physical resources are mainly for the organization of those system dedicated resources for noncomputing operations, mainly concerned with those previous to the establishment of the information processing system and those connected to the external physical environment of the system, and transfer the system physical environment factors into system information elements that can be applied, operable, and processable by the system. The avionics system is an airborne embedded control management system, which is a flight management system embedded in the airspace physical environment. The information processed by the avionics system is all derived from dedicated analog processing physical resources. It senses, is aware of, and converts the physical factors of the current flight environment through the system-specific analog processing of physical resources, forming an elemental information environment processed by the avionics system. Therefore, the system-specific analog processing physical resources are indispensable key resources for the avionics system. The avionics system is a procedural processing system based on an embedded system with no physical connection in the airspace. For avionics systems, the organization and management of the systemic flight process mainly depend on the systemic awareness and response to the aircraft external flight environment. This kind of awareness and response to the

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external world is through the mutual transformation between the external physical environment of the system and the internal information environment of the system, namely, digitalto-analog conversion and analog-to-digital conversion. Therefore, the digital-to-analog and analog-to-digital conversion resource based on the external physical environment of the system and the internal information environment of the system is a very important resource part of the avionics system. For the avionics system organization and resource composition, the systemic digital-toanalog and analog-to-digital resource is the interface between the avionics system internal processing and the external physical environment. It is also the carrier of the avionic system input sensing and output response. Therefore, the systemic digital-to-analog and analog-todigital conversion resource is based on internal analog processing mode resources of the physical resources. The internal operation of the resource is not transparent and belongs to a dedicated resource organization of noncomputing operation, which is called a dedicated analog processing physical resource. Although the dedicated analog processing physical resource operation process is closed, and a processing operation exclusive resource, the analog processing physical resource capabilities and operation performance have a great impact on the avionics system. The effects of dedicated analog physical resource capabilities and operations are: First, dedicated analog processing physical resources are the source of application requirements and functional organization of avionics systems. The application of the avionics system is: based on the external environment of the system, and according to system analysis and decision-making, the functional processing for the response is selected. That is, the category of dedicated analog processing physical resource capabilities determines the processing performed by avionics systems. Therefore, the capability of dedicated analog processing of physical resources has become an important factor of the application and function organization of avionics systems. Second, the dedicated analog processing physical resources are the basis for application operation and functional processing performance of avionics systems. Since the avionics system application operation and function processing are based on dedicated analog processing physical resource operation processing results and parameters, the dedicated analog processing physical resource operation quality determines the avionics system processing performance. Therefore, the dedicated analog processing physical resource operation quality has become an important factor of the application and function operation and processing of avionics systems. Third, dedicated analog processing physical resources are the focus of avionics system reliability. The internal processing resource composition of the avionics system is a digital system, while the system external environment interaction resource (system digital to analog and analog to digital conversion resource) is an analog system. For system reliability, one of the greatest contributions of digital systems to reliability is the ability to manage system reliability. The analog system is based on the physical operation of resources. The system reliability capability can only rely on its own physical analog operational reliability and does not support system reliability management. Since the dedicated analog processing physical resources are the interactions between the avionics system and the external environment of the system, all applications and functional processing of the avionics system rely on inputs provided by dedicated analog processing physical resources and all application and function responses of the avionics system depend on the output provided by dedicated analog processing physical resources.

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327

Therefore, dedicated analog processing physical resources have become a bottleneck in the reliability of avionics systems. Dedicated analog processing physical resources have a great influence on system capabilities and performance. The establishment of high-performance and high-quality dedicated analog processing physical resources has become an important part of the avionics system resource composition core and system capabilities and performance. The idea of dedicated analog processing physical resource organization is: First, establish the external physical environment awareness capabilities required for avionics system applications and functions. System application and function operating environments are the basis for dedicated analog physical resources. As an airborne flight management system, the avionics system determines the relevant missions and implemented functions based on current flight and management requirements. Because the current flight and management requirements are based on the current flight environment, physical resources based on dedicated analog processing have to provide the awareness capabilities of the current flight physical environment for avionics system application and function processing. Second, establish information parameters that support the application operation and function processing operation of avionics system. System application and function processing requirements are the goals of dedicated analog processing physical resources, and system application and function processing rely on the effective parameters and results of the conversion operations of dedicated analog processing physical resource. Because the current flight environment factor is endless, avionics systems need to determine the factors used to determine the applications and functions that are currently required to run. The applications and functions that are currently started are determined based on the association of the current flight environment elements with the system applications and functions. The purpose of the dedicated analog processing physical resources is to provide the information elements needed for the current related applications and functions of the system, supporting the related applications and function operations and processing. Third, establish avionics system dedicated analog processing physical resource conversion performance, quality, and effectiveness. The system application and function processing quality is based on the result performance provided by the dedicated analog processing physical resources, and any system operation efficiency and processing quality first depends on the input features of the system and the performance of the processing conditions. Since the system application and function processing are based on the awareness and conversion for the external flight environment of dedicated analog processing physical resources, the analog processing physical resource operation quality and output result performance is the guarantee of system application and function processing. Therefore, dedicated analog physics resources are not only the basis for application and function organization of avionics systems, providing system application and functional operating elements and processing conditions, and its own processing quality and performance are also the support of avionics system application and function processing performance and effectiveness. Below we take a typical analog value conversion circuit (DAC 1008D750) as an example to describe the process of transferring systemic external physical environment factors into system digital information elements, as shown in Fig. 6.10.

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FIGURE 6.10

Typical analog-to-digital conversion resources (circuit) - DAC 1008D750.

6.4.2 Dedicated RF processing physical resources Dedicated radio frequency processing physical resources refer to high-frequency electromagnetic signal processing and conversion resources. These resources are parts of the avionics systemic core resources. It is known that an aircraft is an independent flight motion system. In other words, the aircraft is the same as all other motion systems and equipment. There is no direct physical interaction between motion systems and management workstations, between motion systems, between motion systems and other systems, and information interactions of them are implemented through antennas and RF processing. Aimed at the antenna configurations for aircraft layout, airborne dedicated RF processing physical resources are based on the antenna frequency band division, determine the signal processing range of the antennas, construct a dedicated RF processing resource, and realize aircraft awareness and communication with external environments through the processing and conversion of external interaction signals. With the rapid development of aeronautical communications technology, the demand for communication between avionics systems and the outside environment has increased dramatically. It proposes strong requirements for aircraft communication due to higher and higher airspace density, more and more complicated flight environment, more and busier airport environment, and more and more complex airspace traffic management. At the same time, with the rapid development of specialized functional technologies for avionics systems, such as satellite navigation communications, satellite mobile communications, flight status surveillance communications, air-ground flight management communications data links, and airline flight planning and flight path communications, etc., a high-density information communication network is formed. In addition, the airborne detection system is an important part of the flight environment awareness. Especially for active detection parts, such as onboard meteorological radars, airborne

6.4 Dedicated physical resources

329

interrogation transponders, etc., they have formed airborne flight awareness capabilities. At present, the frequency allocation of these communications and detections covers the entire frequency band, placing a strong demand on avionics system RF processing. For the avionics system organization and resource composition, the system RF resource completes the RF processing from the system antenna signal to the internal information of the system. The system RF resources are oriented to the processing of analog signals within the system, and implement the RF processing requirements of different frequency bands, different frequencies, different amplitudes, different intensities, different noises, and different energies. The RF processing procedure is the RF discipline processing procedure based on signal filtering, modulation, conversion, amplification, and refinement. It is based on the RF resource operation mode, is completed by the self-looping, is transparent to the avionics system application and function processing procedures, and is called a dedicated radio frequency processing physical resource. The effects of dedicated radio frequency processing physical resource capabilities and operations are: First, dedicated radio frequency processing physical resources are the processing resources that avionics systems contact with the external world. The aircraft is an independent aircraft in the air, and the aircraft has to establish communication frequency bands through the antenna for external awareness and communication, and realizes radio signal acquisition, signal processing, and digital conversion of the flight space according to radio frequency processing. The functions and flight application management of avionics communication with external are based on RF processing. Second, dedicated radio frequency processing physical resources are the guarantee of signal processing effectiveness in complex airspace and meteorological environments. It is known that currently the airspace flight density is getting higher and higher, requiring the flight meteorological environment to become wider and wider. It has become one of the core capabilities of avionics systems to realize real-time signal processing of complex environmental conditions. The dedicated radio frequency processing physical resources are based on the antenna signal collection, and perform high-precision, strong real-time, high-quality enhanced signal processing to provide an effective interaction capability between the aircraft and the external environment. Third, dedicated radio frequency processing physical resources are the basis for the effective use of current high-density aviation frequency resources. Currently the known civil radio frequency band is allocated from 10 KHz to 10 GHz, providing different frequency bands for navigation, HF, VHF, airborne weather radar, and ground detection radar and so on. The dedicated radio frequency processing physical resources are based on the external environment signals collected by the antenna in each frequency band and the radio frequency front-end processing, provide phase establishment and identification of different signal frequencies, establish the organization and processing of various frequency band signals, and then establish the system parallel communication channel through frequency modulation processing. As the aircraft interacts with the external environment more and more closely, the accuracy and efficiency requirements are getting higher and higher, and the demand for dedicated radio frequency processing physical resources is increasing. Current airborne dedicated analog processing physical resources account for almost half of the entire avionics system in terms of weight and volume, as well as power consumption and cooling requirements. Therefore, the organization and optimization of dedicated radio frequency processing physical resources have become a very important area for the integration of avionics system resources.

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6. Integrated technology for physical resources of the avionics system

Therefore, the system dedicated radio frequency physical resources are the key resources for the external information awareness and interactive communications of avionics systemic. The idea based on the organization of dedicated radio frequency physical resources is: First, the system interaction organization and airborne antenna layout are the basis of dedicated radio frequency physical resources. As an airborne flight management system, the avionics system needs to establish information communication and service among aircraft communication service providers, air traffic management, and airlines, and build flight environment detection and awareness to realize information interaction with ground stations, mobile communication satellites, global navigation satellites, and airports, and to provide voice communication, communication data links, and surveillance data link information transmission links. According to the organization of aircraft information communication interaction, and aiming at the detection and awareness of the current flight environment, dedicated analog processing physical resources are based on the layout and division of the system interaction frequency band, and establish relevant radio frequency processing operation resources, to realize the demand for aircraft information interaction. Second, antennaoriented RF signal processing is the content of dedicated radio frequency processing physical resources. The awareness and communication of external environment for the aircraft is based on the organization and layout of the antenna. Different antenna frequency bands, locations, and features have different RF resource processing capabilities and performance requirements. The dedicated radio frequency processing physical resources are based on the frequency band and characteristics of the antennas, and establish radio frequency signal processing modes, and implement radio frequency transceiver processing and conversion through differential, mixed frequency, amplification, modulation, and other radio frequency processing technologies. Third, high reliability and antiinterference technologies for system interaction are core capabilities and technologies for dedicated radio frequency processing physical resources. Radio frequency resources are the awareness and processing resources of radio frequency signals that the aircraft interacts with external. For the communication organizations between aircraft and external, no matter what information channel is used, i.e., either voice information or data link, communication speed and integrity (error rate) are the core capabilities of RF resource processing. According to the layout of system communication interaction, dedicated RF processing physical resources aim at different communication environments, communication distances, and meteorological conditions, establish high reliability and antiinterference radio frequency processing resources to realize the RF processing requirements of complex flight environments. Therefore, dedicated RF physical resources not only provide RF signal processing of different antenna layouts for the communications between aircraft and external but also need to meet the requirements of highly reliable and interference-free RF signal processing for various flight conditions and weather conditions. Below we describe the system RF resource organization and processing mode through a general airborne communication RF processing circuit diagram, as shown in Fig. 6.11.

6.4.3 Dedicated power supply organization physical resources The dedicated power organization physical resources refer to the subsystem basic capability assurance resources. Their capabilities are related to their own status and have nothing to do with the system operation process and operating mode. The dedicated power

6.4 Dedicated physical resources

FIGURE 6.11

331

Typical system RF resource organization and processing mode.

organization physical resources are the core resource parts of the avionics system. Any electronic system relies on the support and guarantee of power capabilities. Avionics system is the same, its tasks and results are all based on the systemic power capabilities and quality. The power capability is the same as the communication RF resource capability discussed in the previous section. It is the resource capability support beyond the information processing content of the avionics system. The communication RF resource capability establishes the acquisition operating environment for the avionics system processing requirements, and the power capability provides the operable capability of avionics system. The dedicated power processing resources mentioned here are viewed from the perspective of the overall system resource organization. The power resources belong to a dedicated resource in the system resource composition, which have their own resource processing mode and resulting performance. The avionics system consists of multiple subsystems. Each subsystem is composed of multiple equipment. The system is also equipped with various sensors and actuators. Different requirements on the types and capabilities of power supplies are proposed due to these subsystems of different professions, equipment of different types, sensors of different domains, and actuators with different roles. At the same time, the hardware composition of avionics system is divided into digital circuit system and analog circuit system. Digital circuit system and analog circuit system produce different requirements on the quality of system power supply. In addition, due to the different safety level requirements for system applications and functions, different requirements are placed on the power supply to the system. The system power resource operation mode is the same as the system RF operation mode, which is the device self-operation mode. It is transparent to the avionics system application and function processing program, and is called the dedicated power source physical resource. For complex avionics systems, the dedicated power source physical resources are important parts of the system resources, which have a great impact on the system capabilities and performance.

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For the avionics system, the dedicated power physical resource organization mainly considers the following factors: First, establish a power supply that meets standard specifications. For avionics systems with a large number of systems and equipment, complex operating environments and diverse system levels, a unified standard system must be established to cover the requirements of system equipment types, operating environment and safety levels, reduce redundancy and duplication, and form a consistent system standard, such as power supply AC, DC, frequency conversion, constant frequency type standards, power supply accuracy, noise, surge and transient performance standards, as well as environment and reliability standards. Second, establish a power supply oriented to the characteristics and types of resources within the system. According to the requirements of the system, subsystems, equipment, and chips, a consistent power conversion and supply oriented to object performance and quality is established to meet the power supply requirements of each independent object of the system. Third, establish an internal power supply organization and conversion efficiency mechanism. According to the power output capability and quality requirements and the power conversion and processing resource capabilities, the power bandwidth is increased and the power density is increased to improve the power conversion output power. At the same time, a monitoring mechanism for the output power of the payload is established, to ensure the electrical safety for the system and equipment. Therefore, an avionics system hardware architecture organization is constructed, and avionics system power supply standards and specifications are established, to cover types, quality, and power requirements for the different objects of the system. It is the goal and requirement of the avionics system dedicated power organization physical resource organization to improve power conversion output power. The aircraft power supply provides the power capability of the entire aircraft through converting the mechanical power provided by the engine into a 115V 400 MHz 3-phase AC (including the APU power supply) by generator and a 28V DC (including battery backup power) converted by the RTU, generally referred to as primary power supply. Since the subject of this book is the avionics system, the power supply capability model of the avionics system is mainly discussed here. That is, for avionics system requirements, the power supply capability modes converted from primary power supply can be used for different avionics systems and equipment, which is also called the secondary power supply. The avionics system is known to consist of many specialized systems, equipment, sensors, and actuators, each of which has its own type, capability, quality, and condition requirements. Therefore, the dedicated power organization physical resources are the key resources for the avionics system operation capability and operation quality assurance. The idea of the organization based on a dedicated power supply physical power resource is: First, dedicated power supplies establish a distributed power supply mode. The avionics system has many subsystems. Each subsystem has its own specialized domains and equipment composition and is distributed in different areas within the aircraft. The physical resources of the avionics system need to be based on different subsystems and equipment, establish relevant processing modes and resource organization, and provide different power supply capabilities and quality; at the same time, they determine the resource processing conditions of the power supply according to the subsystem and equipment operating environment, and establish corresponding processing mode to meet different system and equipment environment and performance requirements. Second, dedicated power supplies create the requirements of different types and quality of power supplies. On the basis

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of distributed configuration, the dedicated power supply resources need to determine the type and mechanism of power supply, such as
15V,
5V, and MOS electrical level, according to the different application mechanism requirements of application objects, and specify the performance and quality of the power supply, such as noise, surges, and transients, etc., to build power hazard protection, such as overvoltage, undervoltage, and overcurrent protection, and support and protect the systemic internal resource operation capability. Third, dedicated power supplies establish the requirements of dedicated high-quality power supplies. For the current generation of avionics system, in order to further improve the system operation, processing speed and operation accuracy, some high-frequency processors (GPUs) are selected, and special independent supply of high-precision low-level power supplies such as 3.3V or 1.8V is needed. Others, like high-precision digital-analog converter reference power supplies and dedicated high-speed bus protocol chips, have raised the requirements for high-quality and high-precision dedicated power supply. For a variety of dedicated power requirements for avionics systems, dedicated power supplies need to provide a high-precision and high-quality power supply for feature chips based on the related resource organization and special processing modes. Therefore, the dedicated power supply organization physical resources are oriented to different capability requirements for systems (global), modules (internal), and chips (local) of the avionics system. They aim at the feature requirements of systems, modules, and chips, and establish guarantees that meet the avionics system integrated operation capabilities according to operation environments and processing modes of systems, modules, and chips. Below we describe the system power resource organization and processing mode through a general airborne power resource organization and processing mode schematic diagram, as shown in Fig. 6.12.

6.5 Resource organization and integration The previous sections discussed the characteristics and composition of avionics system resources. This section will systematically discuss the organization and integration of avionics system resources. The known avionics system integration is based on the requirements of the system and the characteristics of the system, aims at system targets, and improves the system

FIGURE 6.12

Schematic diagram of general onboard power supply processing.

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6. Integrated technology for physical resources of the avionics system

capabilities, system efficiency, and system effectiveness of the avionics system through the integration of system applications, system functions, and system physics. Among them, the system capability consists of: system application capability, system function capability, and system resource capability. The system efficiency consists of: system application capability guarantees efficiency, system function capability processing efficiency, and system resource capability operation organization efficiency; the system effectiveness consists of system application status effectiveness, system function capability processing effectiveness, and resource capability operation effectiveness. Resource capability is the basis for the integrated system capabilities. Resource capability organization is the guarantee for resource capability allocation, resource energy organization, and resource efficiency improvement. For integrated systems, it is known that different resource requirements result in different resource configurations, and different resource configurations contain different resource capabilities. For the requirements of system resource operation capability, it is the foundation of system capability support to achieve organizational support for resource capabilities through resource configuration based on system capabilities. The resource efficiency is the basis for the integrated system efficiency. Resource efficiency organizations are guaranteed through the integration of resources and improvement of the effective utilization of resources. For an integrated system, it is known that different resource requirements result in different resource capability organizations, and different resource capability organizations have different resource capability integration methods. For the requirements for system resource operation capability, resource sharing is achieved through the integration of resources based on system application requirements, to increase the maximum benefit of resource capability and effectively improve the resource efficiency. Resource effectiveness is the basis for the integrated system effectiveness. The resource allocation is the carrier of the system application operation. The resource capability is the support of the resource carrier for the system application operation. The resource effectiveness is the provided application operation effective capability based on the resource status. For integrated systems, a resource effectiveness organization is formed through the integration of system management based on resource status. The integration of avionics systems is the optimization process of system integration thought. The goal of the integration of avionics systems is: aiming at the complex features of avionics systems. System integration technologies are used to achieve the maximum of system application efficiency, the optimization of system profession combination and collaboration, the minimum of system resource organization configuration, the maximum of system function processing efficiency, and maximum of system operation effectiveness.

6.5.1 Mechanism and ideas of physical integration Physical integration uses the integration methods of physical resource capabilities, operations, and management to improve the resource utilization, function processing efficiency, and results reliability of the system physical operation organization. That is, based on the system application and function operation requirements, and the physical structure organization of the system, it is oriented to the system resource operation capability, efficiency, and effectiveness to improve the utilization of system resources, improve system resource operation

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efficiency, and enhance system reliability. The action field of physical integration is: through reuse and time sharing of system resource configuration types, the utilization rate of system physical resources is increased; through reuse and result inheritance of system physical operation processes, the operation efficiency and the operation result utilization rate of system physical resources are improved; through monitoring and management of system physics operation status and failure modes, the integrity and availability of system resource operation results are improved. The physical integration organization mode is: establish the independent structure of system applications and resource allocation, to implement the integration of physical resource capabilities based on resource sharing; establish the independent structure of system general processes and resource operations, to implement the integration of physical resource operation processes based on process reuse and result inheritance; establish the independent structure of system operation mode and failure mode detection, to implement the integration of physical resource status based on fault control. The integration mechanism of system physical resource capabilities is based on resource sharing, which improves resource utilization and efficiency. The system physical resource capability integration is: based on the organization of the system resource platform, and the time distribution base capability requirements for the system applications and functions to resources, time-sharing-based resource sharing is achieved through resource capability organization and deployment, resource utilization efficiency is improved, system resource configuration is reduced, the impact of complexity is decreased, and the efficiency of system resources is enhanced. First, based on the requirements of the system resource organization, and the different capabilities, status, and nature of the resources, the system physical resource capability integration forms a resource configuration and management mode through resource organization management. Second, based on system resource organization and configuration, the system physical resource capability integration aims at the resource type composition, determines resource operation capabilities, clarifies the resource operation modes, and forms the physical integration mode based on resources. Finally, based on the operation type, operation process, and operation partition organization of the system resource configuration, the system physical resource capability integration constructs the resource operation capability, operation process, and operation capability modes, and forms the physical resource integration. Therefore, the integrated method of system physical capabilities is: First, establish a system physical resource classification mode. Through the system physical architecture resource capability classification mode, a configuration mode of the system applications and functions and the resource capability classification is constructed, to support the capability organization of the service of system independent resource types and capabilities for all system hosted applications and functions. Second, establish a process classification mode for system physical resources. Through the system physical architecture resource process classification mode, a configuration mode for system applications and functions and resource process classification are constructed, to support the process organization of the service of system independent resource operations and processing capabilities for all system applications and functions. Third, establish a target classification mode for system physical resources. Through the system physical architecture resource target classification mode, a configuration mode of system application and function and resource target classification is constructed, to support the

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target organization of the service of system independent resource operations and processing capabilities for all system hosted applications and functions. The overall process of system physical resource capability integration is as follows: (1) Organization of input information physical resource The organization of input information physical resources separates the physical organization of the input information from the equipment composition, and builds independent, general, and shared input signal physical interfaces. For example, based on radio frequency classification, an aperture integration based on antenna integration is realized. (2) Organization of dedicated processing physical resources The organization of dedicated processing physical resource separates the dedicated processing physical organization from the equipment composition, and constructs an associated architecture for dedicated processing and general processing, to achieve sharing of dedicated processing results through the shared capabilities of general processing, such as construction of the RF and signal processing channels that are integrated with antenna apertures. (3) Organization of general processing physical resource The organization of general processing physical resource organization separates the general processing physical organization from the equipment composition, and builds an independent general processing platform that matches the application operation type and the use frequency, such as system general processing platform architecture. (4) Organization of output control physical resource The organization of output control physical resource separates the output control physical organization from the equipment composition, and constructs an independent integrated management output for the output target classification, such as task integrationebased sensor management and integrated display control. The integration mechanism of system physical resource operation is to reuse processes and share results of the system physical operations, so as to improve the process utilization rate and the result efficiency of resource operations. The system physics resource operation integration is based on the system resource platform organization and the requirements of system resource operation processes and processing result efficiency improvement, aims at the operation process and operation period of the different resources of the system, and the system resource operation processes are organized to enhance the reusability of system resource operation process, to achieve the extended application of resource operation result sharing, to improve the utilization of resource operations results, and to improve the efficiency of system resource operation processes and results. First of all, based on resource operation type requirements and resource operation organization mode, system physical resource operation integration forms a resource operation configuration and management mode through different resource operation capabilities, status, and nature. Second, based on the system resource operation organization and composition, the system physical resource operation integration aims at the resource type and operation classification, determines the resource operation capability, clarifies the resource operation organization, and forms an integration mode of

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resource operation. Finally, according to the target capability, processing mode, and result form organization of the system resource operation process, the system physical resource operation integration constructs a process mode, a reuse mode, and a result mode of resource operations and forms a system resource operation integration. Therefore, the integrated method of system physical capabilities is: First, establish the availability mode of system physical resource operation classification. Through the availability mode of physical resource operation classification, the configuration mode of system applications and functions and resource operation classification is constructed, to support the operation classification organization of the service of system, independent resource operation process for all system applications, and functions. Second, establish the reusability mode of system physical resource operation classification. Through the reusability mode of system physical resource operation classification, the configuration mode of system applications and functions and resource operation classification is constructed, to support the operation process organization of service of the independent resource operation and processing for all the hosted applications and functions of the system. Third, establish a shared mode for the operation result classification of system physical resources. Through the shared mode of system physical resource operation result classification, the configuration mode of system applications and functions and resource operation result classification is constructed, to support the operation result organization of the service of the independent resource operation and processing for all the hosted applications and functions of the system. The overall process of system physical resource operation integration is as follows: (1) Organization of input information collection process The organization of input information collection process separates the input information collection process from equipment composition, and builds independent and general input information acquisition and preprocessing procedures based on the input information architecture. (2) Organization of dedicated processing platform The organization of dedicated processing platform separates dedicated processing from general processing. Aiming at discipline requirements and features, it builds a specialized processing architecture based on discipline organizations, establishes an open discipline processing platform, and supports sharing of results of function processing. (3) Organization of general processing platform The general processing platform organization separates the general processing procedure from the specialized ones, builds an independent general function and process processing platform for operation and capability requirements, and supports the reference and the result sharing of function processing. (4) Organization of functional output capability and architecture The organization of functional output capability and architecture separates functional output from task architecture. Aiming at the target categories of task organization, it builds an independent general function and process processing platform, and supports the establishment of function integration organization architecture based on task capabilities.

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The integration mechanism of system physical resource status is: through building a system resource operation status management platform, the resource/defect, function/ error, and task/failure status management of system resource platform operation is realized, to improve the effectiveness of resources, functions, and tasks of system operation. According to different application status and capabilities, functional status and capabilities, resource status and capabilities of the system, the system physical resource status integration utilizes the system task construction, functional organization, and resource configuration of the system, and integrates the current system remaining effective capability according to task failures, functional errors, and resource defect status to realize the organic organization of tasks, functions, and resources based on status monitoring and to improve overall system efficiency. First of all, the system physical resource status integration is based on system application operation, function processing, and resource operation status management, and improves the effectiveness of system application operation, function processing, and resource operation process. Secondly, according to system organization and objectives, the system physical resource status integration determines the system application, function, and resource operation organization for the structure and composition of system applications, functions, and resources, and clarifies system defects, errors, and failure modes, to form an integrated mode of system operation status. Finally, according to system task objectives, functional quality, and resource capability requirements, system physical resource operation integration is based on system tasks/failures, function/error, and resource/defect mode and constructs the management organization of task/ failure, function/error, and resource/defect. As a result, system physical resource status integration is realized. Therefore, the integration method of system physical capabilities is: First, establish a physical resource operating status organization management mode based on defect patterns. Through the physical resource operation status organization management mode based on the defect mode, the configuration mode of the system application and function and physical resource operation status is constructed, to support the resource defect status management services of the system independent physical resource for all the hosted applications and functions of the system. Second, establish a physical function processing status organization management mode based on the error mode. Through the physics function processing status organization management mode based on the error mode, the configuration mode of the system application and function processing status is constructed, to support error status management services of the system independent physical resources for all the hosted applications and functions of the system. Third, establish a physical application operating status organization management mode based on error patterns. Through the physical application operating status organization management mode based on error patterns, the configuration mode of system management and application operating status is constructed, to support the fault status management services of the system independent resources for all the hosted applications of the system.

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The overall process of system physical resource status integration is as follows: (1) Effectiveness organization of system resource platform The effectiveness organization of the resource platform separates the resource operations from functional requirements. Based on the types of input acquisition, information processing, and output control, it aims at resource characteristics, capability, and reliability analysis, supports resource defect management, and establishes resource capabilities and an effectiveness management platform for application requirements. (2) Effectiveness organization of system function platform The effectiveness organization of the system function platform separates functional processing from task organization, aims at discipline application types and features, addresses functional goals, criticality and reliability analysis, supports functional error management, and constructs functional capabilities and effectiveness management platform. (3) Effectiveness organization of system application platform The effectiveness organization of the system application platform separates task processing from sensor capabilities, aims at application goals and capability requirements, addresses current task status and capabilities, supports task fault management, and builds task capabilities and effectiveness management platform. (4) Effectiveness organization of system status Effectiveness organization of the system status organizes the system resources, functions, and tasks and forms the current capabilities and effective status of the system, to monitor and maintain the capabilities of resources, functions, and task platforms, and support system failure and safety (degraded) management. Physical integration uses physical resource capabilities, operations, and status integration methods, as shown in Fig. 6.13. Physical resource integration

Resource capacity and type

Resource operation and process

Resource status and management

Resource operation organization 1. Resource operation type 2. Resource operation process 3. Resource operation partition

Operating capability mode 1. Functional target classification 2. Functional processing classification 3. Functional result classification

Status organization mode 1. Mission architecture and goals 2. Functional architecture and quality 3. Resource architecture and capabilities

Resource operation mode organization 1. Resource operation capability configuration 2. Resource operation process reuse 3. Resource operation capability time sharing

Operational organization mode 1. Functional discipline organization 2. Functional process organization 3. Functional result organization

Status failure mode 1. Task failure mode 2. Functional error mode 3. Resource defect mode

Resource integration model 1. Resource type integration mode 2. Resource process integration model 3. Resource time-sharing integrated mode

Operational integrated mode 1. Functional target capability integration 2. Functional process capability reuse 3. Functional result capability inheritance

Status integration mode 1. Mission objectives and fault management 2. Functional quality and error management 3. Resource capacity and defect management

FIGURE 6.13

Physical integration organization of the avionics system.

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6.5.2 Integration of general computing resource Programmatic avionics system is based on the system logic processing algorithm, through computing technology instruction processing guide, based on the program processing flow, through data storage management, to achieve information processing oriented modes for system application and function requirements. These processing modes and processes are based on the organization of system computing resources. Therefore, the integration of avionics system computing resources is the most important domain of system physics integration. According to the characteristics of avionics procedural processing, the general idea of the systemic general computing physical resource integration mainly includes the following aspects: For the integration requirements of general computing resources, first, the storage capability organization and sharing of the system general computing resources are established. That is, a general processing resource organization based on hosted application and function domains is built; organization requirements of system general resource domains, resource capabilities, and resource environments are clarified; and the organization of system resource capabilities, resource operations, and resource managements of the system general computing resources under system application operation and processing conditions is determined, to realize the organization and sharing of resource storage capabilities. Second, the system operation processing and reuse of general computing resources are established. That is, a dedicated functional resource organization based on hosted applications and function domains is built; the system dedicated resource domains, resource conditions, and resource status organizational requirements are clarified; and the system resource type organization of the system computing resources under the system application operating and processing conditions is determined, to achieve the operation processing reuse of system general computing resources. Third, system general input/input resource data sharing is established. That is, a general input/output resource organization that supports hosted application and function operating environments is built; the system input/output action areas, scope, and performance organization requirements are clarified; and the system input/output operation requirements that support system application operation and processing environment are determined, to implement the system general input/output resource data sharing. The physical integration of general computing resources must establish a physical resource environment that effectively supports the physical integration of the system. With a system physical integration space built, the system physical integration can be effectively implemented. The physical resource environment based on the integration of general computing resources mainly includes the following aspects: 6.5.2.1 Independence between system resources and system hosted applications Independence between system resources and system applications means that system hosted applications are based on their own operating modes and independently form the requirements for system resources. System resources also independently form resource configuration according to the operational requirements of system applications. The relationship between them is independent, which is dynamically configured. The independence between system resources and system applications provides multiple capabilities for system applications to share system resources. Its main idea is: First, establish an independent resource

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capability organization for system resources platform, and form the sharing integration of the general resource capabilities of the general process oriented platform. That is, through platform resource capability organization, it covers system application requirements, supports resource sharing, reduces idle time of resources, improves resource utilization, improves resource efficiency, and reduces resource configuration requirements. Secondly, establish the independent operation mode of the system hosted applications, and form the integration of general application processing oriented to the process platform. That is, by setting up general processing requirements for system hosted applications, the resource operation process of system hosted application processing is built; the system application processing resource domains, resource conditions, and resource status requirements are clarified; the system resource type organization based on system application operating processing conditions is determined; and the operation and processing reuse of the general computing resources of the system are established, to realize the operation and processing reuse of the general computing resources of the system. In addition, establish the independent operation mode of system general input/output resources, and form the integration of general input/output resources of the general process-oriented platform. That is, general input/output resource organization that supports hosted application and function operating environments is built; the system input/output action fields, scope, and performance organization requirements are clarified; and the system input/output operation requirements that support system application operation and processing environment are determined, to implement the data sharing of system general input/output resources. 6.5.2.2 Time-sharing of system resources The time-sharing of system resources means that multiple system hosted applications can share the same system resource through the division of time slices, that is, multiple system applications share system resources. The time-sharing of system resources is the guarantee of the sharing of computing resources of programmatic processing systems. Its main idea is: First, establish a system standard resource capability unit mode for system hosted applications. The system hosted application operation is based on the system standard resource capability unit organization. That is, through functional partition, system grading, and resource categorization modes, the unit organization oriented to system capabilities is established, and the standard resource capability unit requirements for system hosted application operations that are matched with the supplies of standard resource capability unit of the system resource platform are established, to form the unified capability organization and supply mode of system hosted applications for system shared resources. Secondly, establish a system standard resource capability unit operation mode for system hosted applications. The system hosted application operation is based on the system standard resource capability unit operation organization. That is, through functional processing, system status, and resource operation modes, the unit operation organization for system capabilities is established and the standard resource capability unit operation process requirements for system hosted application operation that are matched with the standard resource operation process of the system resource platform are established, to form the unified operating organization and supply mode of system hosted application for system shared resources. In addition, establish the time-slice management mode for system hosted application system resources based on standard capabilities and standard operations. The system hosted application operation is based

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on the organization and operation mode of standard resource capability units of the system time slice. That is, through the function operation, system management, and resource operation time slice organization, the unit and operation time slice mode oriented to system applications and resources are established, and the resource operation time slice requirements of the system hosted application operation that are matched with the resource capability supply time slice of the system resource platform are established, to form the unified time slice organization and supply modes of the system hosted applications for the system shared resources. 6.5.2.3 System resource partition protection The system resource partition protection refers to when multiple system hosted applications share the same system resource, the resource partitioning is used to suppress mutual interference and protect independent program and data safety, that is, information partition protection when multiple system applications share system resources. System resource partition protection is the guarantee of the computing resource sharing safety of the procedural processing system. Its main idea is: First of all, establish the system virtual address program partition mapping mode for system hosted applications, and form the corresponding relevant system virtual address program space of system application program access space. That is, each application of the system can only access its own program space, which establishes a program protection mechanism oriented to system hosted applications, and supports the access management of the entire system virtual program. Secondly, establish partition separation mode for shared resource data of system hosted applications, form a data space that the system application itself organizes and processes independently to implement separation and protection of data space. That is, system virtual storage resources establish access management oriented to system applications, support data protection of access separation among system applications, form data protection mechanisms for system applications, and support virtual data access management for the entire system. In addition, establish a system operating status protection mode for system program operation and data access to form task/failure, function/error, and resource/defect management of the system operation. That is, the protection and processing mechanism for system application operation failures is established to support the system application status monitoring and implement system application fault processing and management. The protection and processing mechanism of system function processing error is established to support system function status monitoring and implement system function error processing and management. The protection and processing mechanism for system resource operation defects is established to support system resource status monitoring, and implement system resource defect management and management. According to the above characteristics of general computing resources, based on the general computing resource physics integration, through resource capabilities and nature organization (resource capability types, resource operation modes, resource period access characteristics, flight environment task requirements, resource operation status), the resource specification organization and scope modes (standard capability units, standard operating procedures, unified operational status) are established, and the general computing resource physical integration (capacity sharing, process reuse, status management) is implemented to improve system resource utilization capabilities, efficiency, and effectiveness (resource support capabilities, resource operations efficiency, resource result performance, resource

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utilization, resource effectiveness). The system physics integration based on a general computing platform is shown in Fig. 6.14.

6.5.3 Integration of dedicated computing resource For the avionics system physical resource composition, the general computing resources of the processing system make up the system procedural processing mode. In addition, there are also certain specialized processing requirements that often require high-quality, highefficiency, high-availability, and high-integrity and discipline processing requirements. These high-quality, high-efficiency, high-availability, and high-integrity discipline processing requirements place very high demands on system resource capabilities and quality. They cannot be achieved by the entire avionics systems, resulting in the requirements for system dedicated processing. That is, to deal with specific discipline processing requirements, high-performance and high-quality resource organizations are used to meet the particular discipline processing requirements, both to improve the overall processing capability and quality of avionics systems and to keep the system resource organization in a reasonable status. For the high-resource cost requirements for system dedicated resources, it is the concerned key area for system resource organization and operation management as well as the core area of system physics integration to efficiently use and exhaust these dedicated processing resources for aviation systems. The dedicated computing processing resources are dedicated process resource configurations for the discipline features of avionics system applications and functions. The dedicated computing and processing resources are based on the discipline characteristics of the system applications and functions, and according to the decomposed discipline processing functions

Resource support capability

Resource operation efficiency

Resource result performance

Resource utilization

Resource availability

Physical integration Ability sharing

Process reuse

Status management

Standard capability unit

Standard operating procedure

System status

Resource organization

Resource capability type

Resource operation mode

FIGURE 6.14

Periodic access mode

Flight environment requirements

Resource operation performance

System physical integration based on general computing platform.

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by system applications or functions, address the discipline processing algorithms and establish a resource organization to support discipline processing. The idea of system dedicated computing resource integration mainly includes the following aspects: For the integration requirements for dedicated computing and processing resources, it is necessary to first aim at the discipline organization requirements, determine the dedicated processing domains, determine the dedicated processing targets, and establish dedicated processing resource capabilities. The main feature of the system special discipline processing is the acting capability specificity that is different from the system general processing. This dedicated processing capability specialization manifests in: the types of resource capabilities are organized through determining the discipline processing domains, resource operation target performance is organized through the establishment of discipline processing goals, and ultimately the system discipline processing resource capability is formed to support system-specific discipline high-processing capability requirements. Secondly, for dedicated processing requirements, it is necessary to determine the discipline processing algorithm and the discipline processing mode, and establish a dedicated processing resource operation. The main feature of the system special discipline processing is the operation process specificity that is different from the general processing of the system. This specialization of discipline processing manifests in: resource operation modes are organized through determining discipline processing algorithms, resource operation processes are organized through clarifying discipline processing modes, and finally a system discipline processing resource operation mode is formed, to support system dedicated discipline high-processing efficiency requirements. Finally, it is necessary to determine the discipline processing status, determine the discipline management mode, and establish a dedicated processing resource operation status management for the dedicated operation requirements. The main feature of the system special discipline processing is the operating status management specificity that is different from the system processing. This specificity of dedicated operation status management manifests in: the management of resource operating processes is organized through determining the characteristics of discipline technologies, the operation process management of resource operations is organized by clarifying the features of discipline operations, and finally a system discipline processing resource operation management mode is formed to support system discipline specific high-level processing effectiveness requirements. For the physical integration of dedicated computing resources, the coupling relationship between system dedicated computing resources and discipline functional areas, discipline processing algorithms, and resource operating modes must be established, and the system dedicated computing resource organization and operation space must be established in order to effectively implement the physical integration of system dedicated computing resources. The associative coupling mode based on the physical integration of dedicated computing resources mainly includes the following aspects: 6.5.3.1 The tightly coupled mode of dedicated computing resource type and discipline processing function domain The core area of system-specific processing effectiveness is the compliance of discipline processing resource capabilities with the requirements of dedicated processing functions. The dedicated processing is based on the system-specific functional characteristics and processing requirements, configures the appropriate discipline resource capabilities to form

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the organization of the matched and consistent common action spaces, and scopes and targets for system dedicated function processing with system-specific resource capabilities. The tightly coupled mode of system-specific computing resource types and discipline processing function domains is the guarantee for the effectiveness of system-specific processing. Its main idea is: First, establish a system-specific processing resource capability consistency organization for system-specific function processing areas, and form the compliance of the dedicated resource processing type with the dedicated processing function action space. That is, according to the system-specific function characteristics and processing space, the resource processing capability types that are directly related to dedicated function features and processing are established to cover the requirements of the system discipline function processing capabilities, reduce the deviation of resource operation capability, decrease idle waiting time for resources, and improve the system resource operation result effectiveness. Secondly, establish a system-specific processing resource operation consistency organization for system-specific function processing logic to form the compliance of the dedicated resource processing method with the dedicated processing function action process. That is, according to the system-specific function characteristics and processing scope, the resource processing operation processes that are directly related to dedicated function logics and processes are established to cover the processing logic requirements of system discipline processing function, reduce the deviation of resource operation process, reduce resource assisted operation time, and improve system resource operation result availability. In addition, a systemspecific processing resource result consistency organization for system-specific function processing targets is established to form the compliance of the dedicated resource processing results with the dedicated processing function target. That is, according to the system-specific function characteristics and processing trends, the resource processing result patterns that are directly related to dedicated function goals and processes are established to cover system discipline processing function target requirements, reduce deviations of resource operation results, decrease resource management operation time, and improve system resource operation results integrity. 6.5.3.2 The seamless organization mode of dedicated computing resource operation and discipline processing algorithm The core area of system-specific processing quality is the compliance of discipline processing resource operations and dedicated processing function processing algorithms. The dedicated processing is: according to the system-specific function logic organization and processing requirements, the appropriate discipline resource operation mode is configured to form the organization of matched and consistent processing capabilities, processing environments, and processing procedures for the system-specific function processing algorithm and the system-specific resource operation mode. The seamless organization mode of dedicated computing resource operation and discipline processing algorithm is the guarantee of system-specific processing quality and efficiency. The main idea is: First, establish a system-specific processing resource operation pattern consistency organization oriented to the system-specific function processing algorithm logic, and form the compliance of the dedicated resource operation capability with the action space of the dedicated processing function processing algorithm. That is, according to the system-specific function processing algorithm features and processing logic, the resource processing operation modes that are directly

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related to the dedicated function algorithm features and processing procedures are established to cover the system discipline function processing algorithm requirements, reduce the deviation of resource operation mode and function processing algorithm, reduce the invalid mode resource operation time, and improve system resource operation efficiency. Secondly, establish a system-specific processing resource operating condition consistency organization for the system-specific function processing algorithm environment to form the compliance of the dedicated resource operation conditions and the action environment of the dedicated processing function processing algorithm. That is, according to the systemspecific function processing algorithm features and processing environment, the resource processing operating conditions that are directly related to dedicated function algorithm features and processing environment are established to cover the system discipline function processing environment requirements, reduce the deviation of resource operating conditions and functional processing algorithm environment, decrease the invalid mode resource operation time, and improve system resource operation effectiveness. In addition, a system-specific processing resource operation quality consistency organization for system-specific function processing algorithm performance is established to form the compliance of the dedicated resource operation quality with the action performance of the dedicated processing function processing algorithm. That is, according to the special features and processing performance of the system dedicated function processing algorithm, the resource processing operation quality that is directly related to dedicated function algorithm features and processing performance is established to cover the processing performance requirements of the discipline functions of the system, reduce the deviation of resource operation quality and function processing algorithm performance, decrease resource operation time, and improve system resource operation quality. 6.5.3.3 The tightly coupled mode of dedicated computing resource capability and system resource operation The core area of system-specific processing efficiency is the compliance of dedicated computing resource capabilities with their resource operating modes. The dedicated processing is: based on the system dedicated resource capability organization, the corresponding resource operation mode is configured to form the organization of matched and consistent operation mode, operation process and operation result of system resource capability performance and resource operation mode. The tightly coupled mode of system-specific computing resource capabilities and system resource operations is the guarantee of system-specific processing capabilities and effectiveness. Its main idea is: First, establish the consistency organization of system-specific independent computing resource capabilities and related resource operating modes to form a tightly coupled mode of system-specific independent computing resource capabilities and related resource operations. That is, for different dedicated computing resource type configurations in the system, according to the system-specific computing resources feature capabilities, the consistent dedicated operation mode of the system-specific computing resource physical characteristics and the computing resource status is determined, and the computing resource operation activities that satisfy the characteristic are realized, and the independent computing resource operation result is provided to reduce the deviation of the computing resource capability and the computing resource operation, decrease the operation time of the invalid mode computing resources, and improve the

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processing efficiency of the system-dedicated independent computing resource. Secondly, establish the organization of the operation mode continuity and the operation result transitivity among the various computing resources of the system, and form the tightly coupled mode of system computing resource capability independent activities and operating processes continuous processing. That is, for the configurations of different system resource types, according to the operation mode of each resource of the system, a continuous operation mode for the configuration and process organization of the dedicated physical computing resource capability is determined for the system-specific resource operation result and target requirement, so as to realize the transitive mode that satisfies each system dedicated computing operation result, provide the overall result processing and output of the system-specific computing resources, reduce the waiting time of the transfer of the operation separation and operation result for different computing resources, improve the efficiency of system resource operation, and improve the overall system-specific processing efficiency. In addition, establish a consistent capability scope and operational performance organization among the various computing resources of the system, and form the consistency mode of action space, numerical range, and result performance of system computing resource capabilities and operation process. That is, for the configurations of different system resource types, the overall action space of the system dedicated computing resources is built according to the capability action space of the system resource capabilities, the overall operating scope of the system-specific computing resources is built according to the operating range of each system resource, and the overall operational performance of a dedicated computing resource is built according to the operation result performance of each resource, so as to reduce the inconsistency of the capabilities, operations, and results of different system computing resources and enhance the overall operating performance of the dedicated computing resources of the system. According to the above characteristics of the dedicated computing resources, based on the physical integration of dedicated computing resources, through the organization of resource capabilities and performance (dedicated resource capability type organization, dedicated resource operation mode organization, coupling of dedicated resource type and dedicated function domain, coupling of dedicated resource operation and discipline function algorithm, and coupling of dedicated resource capabilities and dedicated resource operations), dedicated resource specification organization and scope modes (dedicated capability units, dedicated operational processes, coupling of capability and operation) are established, characteristic physical integration of dedicated computing resources (capability space, efficiency space, performance space) are implemented, to improve the effectiveness of systemspecific computing resource usage capabilities, status, and results (discipline processing target effectiveness, discipline processing result integrity, discipline processing capability availability, discipline processing procedure efficiency, discipline processing resource utilization). The physical integration based on dedicated computing resources is shown in Fig. 6.15.

6.5.4 Integration of dedicated physical operation resource For the composition of avionics physical resources, there is an important resource called dedicated physical operation mode resources. The dedicated physical mode operation resources refer to the resource organization of dedicated capabilities beyond the active running

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Discipline processing target effectiveness

Discipline processing result integrity

Discipline processing capability

Discipline process efficiency

Discipline processing resource utilization

Dedicated computing resources Capacity space

Efficiency space

Performance space

Dedicated capability unit

Dedicated operation process

Capability and operational coupling

Dedicated computing resource organization

Dedicated resource capability type organization

Dedicated resource operation mode organization

FIGURE 6.15

Dedicated resource types are coupled to discipline functional areas

Dedicated resource operation coupled with discipline function algorithms

Dedicated resource capabilities coupled with discipline resource operations

Physical integration of dedicated computing resources.

program control of avionics system. The avionics system is facing a complex external environment, and the processing applications and functions are digital information environments. The ability of the system to convert the external physical environment into an internal information environment is the system-specific processing capabilities described in this section. The system program processing, such as the conversion of the external analog signal of the system and the internal digital information of the system, the RF processing and conversion of the external radio signal and the digital signal of the information capability, and the supply of the system processing energy are called system-specific capabilities. Since the processing and operation of these dedicated capabilities are nondigitized and independent of the system program operation process, these dedicated capability resources are generally referred to as dedicated physical operation resources. With more and more applications and functions of the avionics system, the interface between the system and the external environment becomes wider and wider, and the scale of radio interconnection between the system and the external becomes larger and larger, and the requirement for the system power supply energy is also increasing. At present, the number of system dedicated physical operation resources exceeds one-third of the total avionics system resources, and the power consumption of system dedicated physical operation resources approaches onehalf of the entire avionics system power consumption. Therefore, the integration of dedicated physical resources for avionics systems is of great significance. An important feature of the avionics system dedicated physical resources is that its resource operation and processing modes are independent of system applications, functions, and algorithms, and depend on the physical characteristics, performance, and capabilities of

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the resource itself, such as system power organization, system analog circuits and analog processing, RF processing, etc. The organization and operation of these resources do not depend on system operation processing and management but depend on the inherent characteristics and working modes of the resources. So these resources are generally referred to as dedicated physical mode operation resources. Dedicated physical mode operation resources are for specific discipline processing requirements and aim at system application and function processing requirements. They are based on the system application and function operating domains and conditions, and based on relevant resource characteristics and physical organization capabilities, establish the dedicated physical operation resource organization to support system application and function processing. In other words, discipline processing resources are nonprogrammatic processing organizations beyond the system general and dedicated processing resources, and do not participate in system application and system function processing, and are discipline resource organizations that prepare and support for system application and system function processing. Therefore, for the dedicated physical mode operation resources, firstly according to the composition of the external operating environment of the avionics system, and the overall work organization mode of the avionics system, the operation requirements and capability requirements of the system-specific physical resources shall be constructed for the entire program operation requirements of the avionics system. At the same time, through the technical field of system-specific physical resource operations, the technical characteristics and classification of dedicated physical resource operations are determined, the technical effects and processing organization of dedicated physical resource operation are defined, and the technical capabilities and performance of dedicated physical resource operations are established. Finally, based on the operational requirements of the avionics system, and aiming at the technical effect domains of system-specific physical resource operations, system-specific physical resource organization is established, the operational results of the system-specific physical resources are determined, and the operational result performance of the system-specific physical resources is determined. The idea of system-specific physical resource integration mainly includes the following aspects: For the requirements of dedicated physical operation resource integration, firstly the dedicated processing domain is determined, the special processing discipline is determined, and a dedicated processing resource model is established. Generally, “general” means that the space for system construction is relatively small, and the discipline and capabilities for selection are relatively few. “Dedicated” means that the space for system construction is very large, and the discipline and capabilities for selection are many. Therefore, the dedicated processing areas and activities depend on the dedicated requirements of the discipline processing of the system hosted applications, and the limited discipline requirements of system hosted applications determine the selection of the system discipline. Secondly, it is necessary to determine the operation result of the dedicated resources, determine the result performance of the dedicated operations, and establish a dedicated operation result pattern. Any dedicated operating area and processing mode have different result forms, which mainly depend on the supportability of dedicated operations to system hosted applications. Therefore, the dedicated processing results depend on the dedicated requirements of the system hosted applications, and the dedicated processing performance requirements are established through the system hosted application operating environment. In addition, it is necessary to determine the dedicated resource operating environment, determine the scope of dedicated operations,

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and establish the effectiveness of dedicated operations. Different dedicated operation domains and operation environments have different dedicated operation performances, which depend primarily on the limitations of the dedicated operation area and operation required conditions. Therefore, the dedicated operation environment depends on the requirements of the system domains and the limited conditions of operations and the requirements for the dedicated environment are defined through the system domain limitation. For the integration of dedicated physical resources, it is necessary to establish specialized domains where the system effectively supports the integration of dedicated physical resources, and to construct the result patterns of system physical resources so as to realize the integration of physical resources. The integration of dedicated physical resources, physical goals, and physical environments mainly includes the following aspects: 6.5.4.1 Sharing of the system external physical environment The sharing of system external physical environment is an important aspect of the integration of system-specific physical operation resources. The sharing of system external physical environment is: according to the system application and function processing requirements, the system external environment capabilities and scenarios are defined, the supports of system external scenarios and environment for system application and function processing are identified, the interaction mode between system processing and the external environment of the system is determined, the organization and conversion requirements of external signals and internal information for systemic interaction are established, the conversion mode based on system physical resources is provided, to achieve the conversion result sharing of the external signals of the system, reduce the requirement for system function individual conversion, decrease system-specific physical operation resource configuration, and meet requirements of the optimized organization and usage integration of system resources. Therefore, sharing of system external physical environment is the guarantee for realizing the effectiveness of the system-specific physical resource organization. Its main idea is: First, establish an independent and integrated factors sharing organization for system external physical environment, covering the operating conditions and external interaction requirements of the entire avionics system applications and functions. For the avionics systemic application and function configuration, although different system applications and functions have their own operating conditions and external interaction modes, the external environment of the system is certain and the external factors required for system operation are determined for the entire system, which does not depend on the system running applications and functions. Therefore, for the requirements of system resource integration, through establishing an independent system external environment awareness capability, the system external signal and system internal information conversion mode that are independent of system program processing is constructed to realize the sharing of system external environment and signal. Second, establish an independent parameter sharing system for system application operation and function processing operation to cover the operation and processing requirements of entire avionics system applications and functions. It is known that system applications and function processing requirements are based on the current environmental conditions and factors of the external system. Although the current flight environment changes infinitely, the reference external environment factors by the system applications and functions are determined in advance. The system applications and functions acquire the updated data through

6.5 Resource organization and integration

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the system operating parameter system, to meet the processing and operational requirements of system applications and functions. Therefore, for the requirements of system resource integration, an independent parameter system for system application operation and function processing operation is established to cover the application mode and operation requirements of system applications, and realize the sharing of system external environment and signals. Third, establish the systemic unified conversion performance and processing frequency for shared external signal to meet the operation and processing quality requirements of entire avionics system applications and functions. It is known that system application and function processing quality (accuracy, real-time performance) and performance (integrity, accessibility) depend on the system current external environmental conditions, factor performance, and processing frequency. However, different system applications and functions have their own processing quality and performance requirements, and there is a lot of duplication and overlap. With the increase of the number of system applications and functions, this duplication and overlap will also increase significantly. Therefore, it is necessary to establish an independent parameter system for the system highest quality and performance requirements, to cover the entire system application and functional quality and performance requirements, and achieve the sharing of system information processing performance and quality. 6.5.4.2 Sharing of system communication capabilities and information environments Sharing of system communication capabilities and information environments are an important aspect of the integration of system-specific physical operation resources. System communication is an important part of the interaction between the avionics system and external systems, and it is also an important channel for many applications and functions of the system to interact with external systems. The sharing of system communication capabilities and information environments are based on system operation requirements, define the communication requirements between system and system external organizations (communication service providers, air traffic management, airlines, etc.), external systems (ground stations, mobile communication satellites, navigation satellites, airports, etc.), and communication media (voice communications, data links, surveillance, etc.), establish system radio frequency processing modes for communication mechanisms with different frequency bands of system external radio signals, construct interaction between external organizations and system applications and functions and the organization and conversion of internal information, such as commands, messages, reports, alarms, etc., to achieve the sharing of system communication capabilities and information, reduce the requirements for the individual communication conversion of system functions, reduce the configuration of system-specific physical operation resources, and meet the requirements for optimized organization and usage integration of system resources. Therefore, the sharing of system communication capabilities and information environments is an important aspect of improving the system-specific physical resource organization efficiency. Its main ideas are: First, establish an independent system communication link sharing organization to cover the communication requirements of all applications and functions of the entire avionics system with external systems. As the interaction between modern avionics systems and external becomes more and more closer, many application and function operations of the system involve communication messages. Although different communication messages have different meanings, commands and requirements, the system interaction communication service providers are certain, that is, the

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communication links adopted by the system are consistent. The current avionics system communication links mainly include: ACAS, CDPLC, 1090 ES. Therefore, for the requirements of system resource integration, through establishing a system communication mechanism that is independent of system applications and functions, messages, reports, and alarms covering the system application and function information requirements are constructed, to achieve the communication sharing of system communication link. Second, establish an independent system communication information and parameter system to cover the communication parameter processing requirements of entire avionics system applications and functions. It is known that the operations and processing of many applications and functions are based on the system communication parameters. Although system applications and functions have their own communication message performance, quality, and real-time requirements, the communication messages of most system applications and functions are duplicated or overlapped. System applications and functions can organize system-independent communication messages to meet the message processing requirements of system applications and functions. Therefore, for the requirements of system resource integration, through the establishment of an independent system communication message organization, the message requirements of system applications and application modes are covered, and system communication messages are shared. Third, establish an independent system communication RF processing capability and resource sharing mechanism to cover the antenna and RF processing requirements of the entire avionics system. It is known that system modes and capabilities are based on the organization and division of system communication frequency bands. Different communication frequency bands have their own communication antennas and radio frequency processing to achieve radio signal acquisition, signal processing, and digital conversion in the flight space. Therefore, for the requirements of system resource integration, communication links oriented to system frequency band division are established to realize the sharing of antennas based on radio frequency division, reuse of radio frequency processing, reference of signal processing results, and integration of system radio frequency processing resources. 6.5.4.3 Sharing of system power supply environment The sharing of system power supply environment is another important aspect of the integration of system-specific physical operation resources. Any physical system needs a power supply. The current scale of avionics systems is large, involving analog systems, digital systems, and different quality and types of power supplies for various quality requirements. At the same time, the power supply is the basic condition for system operation, and different system reliability levels raise different reliability requirements for the power supply. Therefore, the system power supply has become an important part of system resource organization. The integration of system power resources also becomes an important part of the systemic physical resource integration. Its main idea is: First, establish a unified power supply system to achieve system power supply sharing. It is known that system power supply is provided to the entire system. Because the avionics system has different discipline subsystems, different types of equipment, sensors in different domains, and actuators with different functions, and different requirements are imposed on the type and quality of the system power supply. Therefore, in order to reduce the configuration of the system power supply, it is necessary to integrate the system power supply organization resources and establish the requirements that are resource independent, satisfy the total system power consumption and

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cover the system equipment type, operating environment, and safety level, in order to reduce redundancy and duplication, form the unified standard specification for the system, support the independent power supply organization and management of the system, and realize the integration for the entire system power supply classification. Second, establish a standardized power quality, achieve the unification of system categories and quality, and meet system power sharing requirements. Avionics systems have many power supply categories and quality requirements. For different power supply categories of the system, a unified system power capability standard is established, such as power supply AC, DC, inverter type standards, power supply accuracy, noise, surge and transient performance standards, as well as environmental and reliability standards, to meet the requirements of the total system power consumption, cover the highest power quality requirements of the system, provide consistent power conversion quality supply for the system, reduce the quality of different types of power supplies, and realize the integration of power quality and performance based on power classification of the system. Third, establish a conversion efficiency mechanism for power processing and capability to support the reuse of power processing resources. This section discusses the power supply of the airborne avionics system, that is, the aircraft secondary conversion power supply. For airborne secondary power supply of civil aircraft, the input is a 115V 400 MHz variable frequency AC power supply provided by the aircraft generator, and the output is 115V 400Hz AC and 28V,
15V,
5V, 5V, 3.3V and 1.8V DC power supply, that is, the unipolar type input generates multitype output. The system power processing and conversion resources adopt an integrated organization processing mode to reuse power conversion and processing resource capabilities, expand power supply bandwidth, realize resource reuse, increase overall power density, and increase power conversion output power. According to the above characteristics of the dedicated physical operation resources, based on the dedicated physical operation resource integration, through the resource capability and nature organization (external physical signal resource organization, external RF signal resource organization, system power supply resource organization), a dedicated resource specification organization and scope mode (sharing of external environment, sharing of information environment, sharing of supply environment) is established, to implement feature physical integration of dedicated physical resources (utilization, availability, execution), and improve the effectiveness of the usage capability, status, and results of system-specific physical resources (system-oriented unified parameter system, system-oriented unified information quality, system-oriented unified communication message, system-oriented unified communication quality, and system-oriented unified power supply mode). For the integration of dedicated physical operating resources, see Fig. 6.16.

6.6 Summary This chapter introduces the equipment resource requirements and organization mode of the system, namely equipment resource types and classification, equipment resource operating, and operation and equipment resource capabilities and integration. As well, it discusses system equipment resource type characteristics and capabilities, namely the capability organization and operation mode of general computing resources, discipline computing resources, and dedicated physical resources. In addition, it also discusses the

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System-oriented unified parameter system

Unified information quality for the system

System-oriented unified communication message

System-oriented unified communication quality

System-oriented unified power supply mode

Discipline physical resource integration Utilization rate

Effectiveness

Confidence

Shared external environment

Shared information environment

Shared supply environment

Discipline physical resource organization

External physical signal resource organization

External RF signal resource organization

FIGURE 6.16

System power supply resource organization

External environmental conditions

Internal resource processing mode

Integration of dedicated physical operation resources.

system equipment physical integration ideas and methods, namely physical resource integration mechanism, general computing resource integration mode, dedicated computing resource integration mode, and dedicated physical resource integration mode. This chapter mainly includes the following aspects:

6.6.1 Establish system physical integration modes and domains This chapter discusses the system physical resource capabilities and composition, describes the resource organization mode and the physical integration requirements for the system equipment operation. It introduces the computing information processing mode for the processing methods and programs of general system applications and functions, the discipline information processing mode for the processing activities and events of system applications and functions, and the dedicated physical operation mode for the processing behaviors and modes of dedicated system applications and functions, and discusses the requirements of system equipment resource types and their corresponding physical integration ideas.

6.6.2 Establish general computing resource oriented organization mode and integration method This chapter discusses the features and requirements of the system general computing and processing resources, describes the capabilities and organization of computing and logic operation instructions, hosted program storage, and data operation management, and

References

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introduces the operating modes of the function operation scheduling period, the operating environment scheduling period, and the system management scheduling period, and it also discusses the independence of resources and hosted applications, the time-sharing use of resources, and resource partition protection mechanisms, and discusses the general computing resource integration method for storage capability organization and sharing, input/output resource data sharing, reuse of operation and processing, and operation status management.

6.6.3 Establish dedicated computing resource oriented organization mode and integration method This chapter discusses the features and requirements of system-specific computing and processing resources, describes general program storage, dedicated processing procedure, and dedicated resource capabilities and composition. It also introduces the operation mode for information organization analog conversion, dedicated RF processing algorithms for signal processing, and the tightly coupled environment processing mode, discusses the exclusive resource mode of discipline processing functions, the independent resource organization of discipline processing algorithms, and the coupling mode of discipline processing operations. It discusses the result sharing based on the discipline processing function resource exclusive mode, process reuse based on dedicated processing algorithms, and status management integration method based on resource operation coupling.

6.6.4 Establish dedicated physical resource oriented organization mode and integration method This chapter discusses the features and capabilities of system-specific physical resources, describes the features and composition of system analog processing resources, dedicated RF processing resources, and power conversion processing resources. It also describes the dedicated processing procedures of analog circuit systems, the signal processing procedures of RF circuits, and the conversion and processing procedures of power circuits, discusses the operation modes and conditions of typical analog circuit systems, the signal processing organization and conversion of RF circuits, and the processing supply and sharing of power supply circuits. In addition, it presents the methods of the shared external physical environment interface resource integration, the information fusion based on shared system signal, and the reuse and integration based on shared system power supply.

References [1] R.T.C.A. (Firme), Integrated modular avionics (IMA) development guidance and certification considerations, RTCA, 2005. [2] Airlines Electronic Engineering Committee, Avionics application software standard interface, Aeronautical Radio, 1997. [3] AEE Committee, Aircraft data network part 1, systems concepts and overview, ARINC specification 664, Aeronautical Radio, Annapolis, Maryland, 2002. [4] AEE Committee, Aircraft data network part 2, ethernet physical and data link layer specification, ARINC specification 664, Aeronautical Radio, Annapolis, Maryland, 2002.

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[5] ADS2 Avionics Development System 2nd Generation User Reference Manual [EB/OL]. http://www.techsat. com. [6] G. Wang, Integration technology for avionics system, in: Digital avionics systems conference (DASC), 2012 IEEE/AIAA 31st, IEEE, 2012, 7C6-1-7C6-9. [7] X. Zhu, Y. Huang, Standard analysis and development prospect of integrated modular avionics system, Avionics Technology 41 (4) (2010) 17e22. [8] F. Ditore, R. Cutler, S. Jennis, The coming of age of the software communications architecture, Microwave Journal (2010) 82e88. [9] G. Ren, X. Chai, Q. Jiang, ASAAC standard based BIT design, Computer Engineering 38 (12) (2012) 228e231. [10] S. Lim, J. Hyun, M.S. Sang, et al., A feasibility study for ARINC 653 based operational flight program development, in: Digital avionics systems conference. IEEE, 2012, 6C2-1-6C2-7. [11] T. King, An overview of ARINC 653 part 4, in: Digital avionics systems conference. IEEE, 2012, 6B1-1-6B1-4.

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The integration of avionics system organization O U T L I N E 7.1 Organization of system application, capability, and equipment 360 7.1.1 Flight application task organization 364 7.1.1.1 Flight application objective 364 7.1.1.2 Flight application environment 365 7.1.1.3 Flight application tasks 366 7.1.1.4 Flight application capability 367 7.1.2 System function capability organization 368 7.1.2.1 System capability organization 369 7.1.2.2 Discipline function organization 369 7.1.3 System physical equipment organization 370 7.1.3.1 Equipment capability organization 371 7.1.3.2 Operation process organization 372 7.2 Integration of system application task process

The Principles of Integrated Technology in Avionics Systems https://doi.org/10.1016/B978-0-12-816651-2.00007-1

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7.2.1 Application task architecture organization 374 7.2.2 Task generation and organization process 376 7.2.3 Organizations of task capabilities, activities, and behaviors 377 7.2.4 Organization and integration of tasks 378 7.3 Integration of system function processing 7.3.1 Organization of system function architecture 7.3.2 Function generation and organization process 7.3.3 Organization of functional capabilities, logic, and operations 7.3.4 Function organization and integration

380 381 382

384 386

7.4 Integration of system physical resource operation process 387 7.4.1 Organization of system physical architecture 388

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© 2020 Shanghai Jiao Tong University Press. Published by Elsevier Inc. All rights reserved.

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7.4.2 Resource generation and organization process 7.4.3 Organization of resource capabilities, operations, and status 7.4.4 Resources organization and integration 7.5 System organization process and integration 7.5.1 System integration space and comprehensive task composition 7.5.2 Contents of system task integration, functional integration, and physical integration 7.5.3 Architecture of comprehensive technical classification and technical organization 7.5.3.1 Organization and architecture of system technology

7.5.3.2 Organization and architecture of discipline technology 7.5.3.3 Organization and architecture of equipment technology

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392 393 395 396

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7.6 Summary 7.6.1 Establish organization and integration mode of system application task 7.6.2 Establish organization and integration mode of system function processing 7.6.3 Establish organization and integration mode of system physical resource 7.6.4 Establish integrated technical organization architecture

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The avionics system organization consists of application tasks, system functions, and equipment resources. The system integration consists of application task integration, system function integration, and physical resource integration. It is known that the system organization is integrated, the system environment is the entire space, and the system operation is a global activity. Therefore, the integration of avionics systems organizes and builds an integrated system application, function, and equipment integration model to achieve the systemic overall capacity, process, and performance goals, which must be based on the overall space, system organization, and overall operation. In Chapter 4, we introduced the avionics application task integration. In Chapter 5, we introduced the avionics system functions. In Chapter 6, we introduced the avionics system physics integration and described the system application task organization, system capability, and system physics resources in terms of comprehensive mechanism, results, and methods. From the point of view of system organization, avionics system integration is a systematic effect organization process. It not only cares about the pros and cons of certain applications, activities, and processes but also focuses on the goals, benefits, and balances of the overall system organization. The avionics system integration is a system dynamic organization process, which is not only concerned with the systemic independent capabilities, processes, and results but also with the organization, operation, and management of the entire system process. It is a system-wide organization process, not only concerned with system independent tasks, functions, and equipment operation but also concerned about the efficiency, effectiveness, and efficacy of the overall system integration operation.

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Therefore, the avionics system organization is a system-structured organization and is divided into application task layer, system function layer, and physical equipment layer. Each layer has its own independent organization and operation mode. Different layers support and relate to each other, forming the overall system organization and integration capabilities. The avionics system integration is a systematic and dynamic comprehensive organization that realizes the integration and optimization of system applications, functions, and equipment. This is the basic idea and content discussed in this chapter. The avionics system integration organization must first consider what kind of system application requirements to complete, namely what kind of flight process the avionics system provides to meet the needs of the aircraft mission (aircraft operation target); secondly, what kind of system capacity should be considered for the avionics system. That is, what is the function of the avionics system to support the requirements of flight applications. And finally, what kind of technology should be considered in the avionics system, that is, what kind of technology is used in the avionics system to achieve the system function requirements. The main considerations of the avionics system organization integration are as follows: how to set up the avionics system application task process, construct the system application task integration process, realize the goal of system application process organization optimization; how to set up the avionics system function processing process, and construct the system functional comprehensive process, to achieve the goal of system function processing and organization optimization; how to set up avionics system physical resource operation process, build up system physics resource operation integration process, realize the system physical resource organization optimization goal; finally, how to establish avionics system application task, system function, the comprehensive structure of equipment resources, organize the systemic task operation, function processing, and resource operation collaborative integration process, and establish the integrated goals of system task requirements, function capabilities, and resource results, and realize the avionics system integration requirements. As the demand for avionics system application tasks is greatly expanded, the demand for system functions is greatly increased, and the demand for physical resource capabilities is greatly increased, the performance requirements of the systemic goals, processes, and results are also greatly improved, and the organization and operation of avionics systems become increasingly complicated. The avionics system integration technology aims at the aeronautical electronic system with increasing complexity. It adopts an integrated system process approach to achieve an integrated model of the avionics system application task process, system function processing quality, and equipment resource capabilities to achieve avionics system integration on the optimized system operation process organization, that is, through the application of the task process organization and integration, to improve system task application efficiency; through the system function processing organization and integration, to enhance the system function processing utility; and through the system physical resource operation process sharing and integration, to improve system resource operation and availability. The integration of avionics system organization is divided into three major spaces: application space, capability space, and physical space. Through the systematic application of spatial organization, the activities of application tasks, organizations, and goals are integrated, and the goals and performance of different application objects, environments, and

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modes of the system are optimized. Through the system capability space organization, the scope, role, and logical information of the system are integrated. The system quality and effectiveness of different system goals, environments, and status are optimized; through the system physical space organization, the system physical capabilities, modes, and operations are integrated to form resource utilization (minimum resource allocation) and operating efficiency, and the result confidence optimization. The avionics system process organization integration is based on the system task architecture, functional architecture, and physical architecture to achieve system integration and optimize the organizational process. The goal is to address the complexity of avionics systems to achieve system task process capability maximization and performance optimization, and system function process quality optimization and capability optimization, system resource configuration and operational process minimization and efficiency maximization through the use of system integration technology. The avionics system process organization synthesis is a multiflight process application mode based on the characteristics of complex systems. It is a variety of operational function processing and multiclass process resource organization and optimization. For multiobjective, multicapacity, and multiprocess avionics systems, due to the existence of explicit and implicit, direct and indirect, independent and cross-linked, weighted and lightweight system elements, the goals, circumstances, capabilities, and outcomes of the process have different impacts. The activities, roles, and capabilities of any single process do not reflect system capabilities and responses. Therefore, the organization, operation, and management of the avionics system process must be based on the integration of the system processes. The integration of avionics system organization is based on the organizational structure of the system. The avionics system architecture is known to consist of a task architecture, a functional architecture, and a physical architecture. The task architecture is oriented toward system application requirements. By establishing task-oriented application capabilities, taskoriented process organization is constructed to achieve the task-targeted operational results; functional architecture is oriented toward task-based system discipline competence organization through the establishment of a task-oriented discipline processing mode, and a discipline processing procedure oriented toward task operation is constructed to achieve the discipline processing results oriented toward the task goal; the physical architecture is an equipment resource type organization oriented toward the hosted function discipline, by establishing an equipment resource capability oriented toward the hosted function processing, the equipment resource operation mode oriented toward the hosted function processing, to achieve the equipment resource performance requirements for the hosted function condition. Therefore, the integration of avionics system is based on the system application task process, system functional processing procedure, and organization and integration of system physical resource operation process.

7.1 Organization of system application, capability, and equipment The avionics system integration architecture describes the applications, capabilities, and comprehensive optimization organization of resources of avionics system. The avionics system organization integration is an effective way to organize and optimize multiple

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application operation modes, multicapacity process organization, and multiclass operation resource operation based on the characteristics of complex systems. The avionics system integration process and organization aims at the task organization of system applications, the functional organization of system capabilities, and the resource organization of system equipment by establishing the requirements and scope of system optimization, and the organizational business, goals, fields, elements, and types. The classification of the system is based on the classification of the system discipline organization, goals, processes, roles, relationships, conditions, and events, as well as the classification of types, goals, methods, factors, operations, and status of the system resource organization, to achieve the most effective application of the system optimization, system function processing efficiency optimization, and system resource operation efficiency optimization. The avionics system organization integration is based on the system task architecture, function architecture, and physics architecture, and realizes the integration and optimization of the organizational process. The goal is to address the complexity of avionics systems to achieve system task process capability maximization and performance optimization, and system function process quality optimization and capability optimization, system resource configuration and operational process minimization, and efficiency maximization through the use of system integration technology. The application task system is oriented toward a multimode application task organization process for complex flight environments. The application task organization process is also oriented toward a variety of specialized system function processing procedures for complex system processing capabilities. The system function processing is also oriented toward multiple types of operational organization processes for complex equipment resources. The various types of operational organization processes, this multitask operation mode, discipline function processing, and resource operation processes, must be established under effective system organization and collaborative management. Through system integration, application objectives, system efficiency, and resources minimization can be satisfied. Therefore, the avionics system must first determine the relevant application environment for different application requirements, organize different corresponding patterns, and construct corresponding application tasks; secondly, for different application task organizations, identify relevant task goals and organize different corresponding ability to construct corresponding functional processing; and finally, for different functional capabilities, determine the system processing quality, organize different corresponding operations, and establish corresponding physical resources. Therefore, the avionics system organization integration is a comprehensive organization based on the application task realization process, system function realization process, and physical resource operation realization process. The avionics system architecture organization is to organize three elements for the architecture according to the requirements of system tasks, functions, and physical organization: architecture organization (goals, elements, and relationships), architecture capabilities (events, behaviors, and processes), and architecture results (conditions, activities, and results), building organization elements (requirements, patterns, capabilities, responses, organization, management), and architectural goals requirements (goals, processes, roles, relationships, conditions) that achieve the integration of avionics systems. Therefore, the avionics system organization integration achieves the maximization of system application process capabilities (architecture organization elements, architecture target requirements) through

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the organization of the aircraft application task architecture (architecture organization, architecture capability, construction results); through the system-oriented functional architecture (architecture organizations, architecture capabilities), to achieve system function processing capabilities (architecture organization elements, architecture goals requirements) are optimized; and to provide system operation capability optimization through an organization oriented to system resource architecture (architecture organization, architecture capabilities, build results) (architecture organizational elements, architecture target requirements). Therefore, the purpose of establishing an avionics system architecture is to maximize the system application capability through flight task-oriented organization; to optimize system function capabilities through system-oriented organization; and to provide system organization capability optimization through capability structure-oriented organization. The system application establishes the system application architecture. The purpose is to determine the task requirements of the application scenarios and objectives, and to build a capability framework that supports the composition of the task. This is shown in Fig. 7.1. The application view must first be considered in an avionics system. That is, according to the flight demand, and the application mission of the aircraft, through the application of the aircraft and the design of the scene, the target of the mission is determined, the mission process is defined, the role of the aircraft is determined, the capacity requirements are constructed, and the application and demand for the aircraft are finally formed. For the application view system design process described above, the avionics system determines the background and requirements of the avionics system based on the orientation, planning, organization, and management of the flight mission. That is, according to the application requirements of the flight, the application target of the avionics system is constructed; according to the capability requirements of the flight scenario, the avionics system capacity support is constructed; and according to the determined execution requirements, the avionics

Application view Application and demand organization Mission and needs

Application and scene

Tasks and processes

Goals and requirements

Application organization and system requirements

Application requirements and task organization

System organization Application and application goal and result capabilities form System capability and Technical view System view functional organization Environment and capacity organization Pathway and results organization Scene conditions and constraints Process capability and efficiency

Target area and area Result form and performance

Process organization and result status

Application task requirements

Functional process requirements

Operational requirements

Result status requirement

FIGURE 7.1 System organization architecture.

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system resource guarantee is constructed, and finally the avionics system requirement framework is formed. The system flight application mode aims at the mission requirements of the aircraft, and according to the flight scenarios and conditions, realizes the target organization mode of the flight. As a flight application requirement, the primary goal of the avionics system is to realize the application process organization of the aircraft application task. The avionics system aims at the aircraft application mode to achieve mission and process organization. The main requirements are: first, to meet the needs of the flight application target organization, that is, the mission organization based on the application mission objectives; second, to meet the organizational needs of the flight application process, i.e., the process organization based on the flight phase; and third, to meet the needs of the flight application environment organization, that is, the task role organization based on the cross-linking relationship mode. The application mode requirements of avionics system are based on the objectives of the mission planning, targeting the flight environment, and depending on the current task, to optimize the flight process, support the coordinated mode, and implement the avionics application mode organization based on current conditions. The system capability model is based on the requirements of the flight application task organization and the definition of the flight scenario to realize the functional organization mode of the flight process. As the mission capability requirements, the avionics system builds a system function operation process organization based on the mission realization process. The avionics system is aimed at the mission system capability mode to achieve the aircraft function organization. The main requirements are: first, to meet the target type organizational needs of the application task, that is, the functional discipline organization based on the task process; second, to meet the capacity organization needs of the application task, that is, the functional quality organization based on the task process; and third, to meet the performance result needs of the application task, that is, function processing organization based on the task process. The requirements of the avionics system capability mode are based on the mission objectives and requirements of the flight application system, the process model of the task type, and the ability model of the task behavior to form functional discipline ability of task organization, to determine the functional discipline type processing ability, and to clarify the input capabilities of function processing requirements, to achieve avionics system functional mode organization. The system physics mode is for the organization requirements of the aircraft functional capabilities, and it is based on operational requirements of the flight scene to achieve functional operation and organization modes. As the mission capability requirements, the avionics system builds the systemic physical operations organization based on the aircraft application mission process. The avionics system is aimed at the physical mode of the mission system to realize the organization of the aircraft physical operation process. The main requirements are: first, to meet the discipline-type organization needs of functional goals, that is, organization of the functional discipline based on the physical type; second, to meet the functional capability and performance organizational requirements, that is, organization of functional processes based on the physical operation; and third, to meet the effectiveness requirements of functional results, that is, organization of functional processing based on the physical status.

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7. The integration of avionics system organization

The avionics system operating mode requirements are based on the processing and logical capability requirements of the flight function system. Based on the functional discipline and capability-type mode, the physical structure of resources and capabilities is formed, the resource organization of the physical architecture is determined, the resource organization operation mode is determined, and the management organization of operational effectiveness is determined, to achieve the operational requirements of avionics systems.

7.1.1 Flight application task organization Flight application task organization is based on the application mode of the system and the application task organization oriented to the flight process. That is, for the complex application environment of avionics system, according to the definition of the system application layer, define the application of the organization, determine the application of the target, clarify the application response, and build a mission framework oriented toward the avionics application organization. For the task organization, according to task capability requirements, support task awareness, build task process, determine the execution mode, support task analysis, and realize the task goal process. The system task operation organization is oriented toward application task capability, organization, decision-making, and management organization processing process of the system. According to the system application task goal, system task integration builds task management, task pattern, and decision organization based on task application integration; according to the requirements of system application task management, it builds task planning, task assessment, and task capability based on task capability integration; according to the requirements of system application task management, it builds a situation awareness, situation recognition, and situation inference based on the task situation. The objective of system task integration is to effectively improve system application tasks and target response, capability optimization and organization, result effectiveness and efficiency, and to achieve the effectiveness, efficiency, and efficacy of avionics application organization, system awareness, and system decision-making capabilities. 7.1.1.1 Flight application objective For the requirements of flying organizations, we must first determine the application objectives of the flight, establish the desired demand of the application, determine the composition of the application scenarios, define the scope of the task, and clarify application result requirements. The flight application objective defines the objective requirements to be achieved during the flight of the aircraft. For the flight process, we must first determine the mission and needs of the flight, that is, the type of aircraft, transport ability, flight range, flight efficiency, and so on. The mission and requirements of flight form the needs of users. Second, is to determine the flight applications and scene, i.e., flight routes, airspace requirements, weather conditions, airport status, etc. The application and the scene of the flight determine the environment to which the aircraft is adapted. Third, is to define the mission and the process of the flight, namely, the flight area, flight phase, flight status, flight requirements, and so on. The mission and process of the flight determine the process organization of the flight. Fourth, is to define the flight results and requirements, that is, flight environment, flight safety, flight process, and flight efficiency. The mission and process of flight determine the status of flight to be

365

7.1 Organization of system application, capability, and equipment

achieved. Therefore, we define the flight application objective as F1(x). The flight application objective organization process is shown in Fig. 7.2. F1 (application objective) ¼ f1 (mission and requirements, applications and scenes, tasks and processes, results and requirements) 7.1.1.2 Flight application environment For the needs of the flight environment, the application environment should define the status of the flight scene based on the application of the objective organization, determine the mission scope, the activity process ability, and the result requirement conditions. The flight application environment defines the environment requirements to be met during the flight of the aircraft. For the flight application environment, it is necessary to determine the requirements on the flight application objective, i.e., the goals and requirements of the flight phase, flight region, planned route, and weather conditions. The application objective requirements of the flight form the desired flight environment requirements. Second, is to determine the scope of the mission, that is, the mission components of the aircraft phase, such as taxiing, takeoff, climbing, cruising, descent, approach, and landing missions. The mission role and scope of the flight determine the mission composition of the flight phase. Third, is to define the activity processing ability of the flight, that is, the type of process, mission objectives, process conditions, and process capability of the mission during the flight phase. The mission activity process of the flight determines the realization of the flight. Fourth, is to define the flight results and conditions, that is, the objectives of the flight phase mission process, the conditions of the mission process, the efficiency, and the results of the mission process. The result of the flight requires that conditions determine the status and results to be achieved by the aircraft mission. Therefore, define the flight application objective as F2(x). The flight application environment organizational process is shown in Fig. 7.3.

Flight mission and application requirements

Flight scene 1

Flight mission l

Flight scene 2

Flight mission m

Flight mission l

Flight scene n

Flight mission m

Flight mission l

Flight mission m

Flight process 1

Flight process w

Flight process 1

Flight process w

Flight process 1

Flight process w

Flight process 1

Flight process w

Flight process 1

Flight process w

Flight process 1

Flight process w

Result and status 1

Result and status w

Result and status 1

Result and status w

Result and status 1

Result and status w

Result and status 1

Result and status w

Result and status 1

Result and status w

Result and status 1

Result and status w

Application target 1: 1. Mission and needs 2. Application and scene 3. Tasks and processes 4. Results and requirements

Application target 2: 1. Mission and needs 2. Application and scene 3. Tasks and processes 4. Results and requirements

FIGURE 7.2

Flight application objective organization.

Application target n: 1. Mission and needs 2. Application and scene 3. Tasks and processes 4. Results and requirements

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FIGURE 7.3

Flight application environment organizational architecture.

F2 (application environment) ¼ f2 (application objective requirement, task scope, activity process capability, result requirement condition) 7.1.1.3 Flight application tasks For the flight mission requirements, the application task organization must define the activities and scope of the flight, the status of the scene, determine the scope of the mission, the ability of the activity process, and the result requirements based on the application of the objective organization, and the application environment of flight. The flight application task defines the tasks and requirements to be completed during the flight. For the applications mission of flight, it is necessary to detail the requirements of the application objective scenes of the flight application missions, that is, mission objectives with different flight phases, different flight scenes, different planned routes, and different weather conditions. The application goals of the flight form the goals and requirements of the flight operations. Second, is to determine the flight events and conditions, that is, the corresponding events in the flight phase, such as flight instructions, collision avoidance alarms, separation requirements, and meteorological condition events. Flight events determine the tasks that are activated during the flight phase. Third, the process capability field of flight is clearly defined, that is, the distance-keeping, maneuver-avoidance, separation monitoring, and landing or missed approach process of the flight event task. The field of process capability of the flight determines activity of the flight. Fourth, is to define the performance of flight results, that is, the requirements, conditions, results, and effects of the flight phase tasks, events, and processes. The flight result requirements determine the results and performance to be achieved by the mission. Therefore, define the flight application task as F3(x). The flight application task organization process is shown in Fig. 7.4. F3 (application task) ¼ f3 (application objective scene, flight event condition, process capability domain, resulting status performance)

7.1 Organization of system application, capability, and equipment

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FIGURE 7.4 Flight application task organization.

7.1.1.4 Flight application capability For flight capability requirements, based on the application objectives and the environment organization, application capabilities must define the activities and scope of the flight, the status of the scene, determine the mission scope, the activity process capability, and the result requirements based on the flight application environment. Flight application capabilities define the ability to complete the flight process. For the flight application capability, first is to build a flight objective capability platform for the flight application objective capability requirements, that is, different applications, different application types, different application processes, and different application results. The flying application capability platform supports the objective requirements for flight applications. Second, is to determine the flight environment ability needs. That is, the scene requirements of the flight phase, scene types, scene relationships and scene results, build an application environment capabilities platform. The flight environmental capability platform determines the operating environment requirements for the aircraft application. Third, is to clarify the capability requirements of the flight mission, that is, mission requirements, mission types, mission conditions, and mission results of the flight, building a mission capability platform. The flight capability platform determines the operational mission requirements of the flight process. Fourth, is to define the flight results capability requirements. That is, the flight process needs, process types, processing procedure, and process results, building a flight process results capability platform. The resulting capability platform for the flight determines the result requirements of the flight process. Therefore, define the flight application task as F4(x). The flight application capability organization process is shown in Fig. 7.5. F4 (application capability) ¼ f4 (application objective capability, application environment capability, application task capability, application result capability)

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Application capability organization Application requirements

Application types

Application process

Application result

Application environment platform capability

Scene demand

Scene type

Scene relationship

Scene result

Application task platform capability

Task requirement

Task type

Application result platform capability

Process requirements

Application target platform capability

Process type

Task condition

Task result

Process processing

Process result

FIGURE 7.5 Flight application capability organization.

7.1.2 System function capability organization The system function capability is based on discipline classification and capability composition. Based on discipline technology and processing mode, and the requirements of the flight application task, according to the definition of the system function layer, the composition of the system discipline field is determined, the requirements for discipline competence are defined, and discipline logic and processing modes are established, to build a functional architecture oriented toward avionics system capacity organization. That is, first, a discipline organization builds system functions, implements a functional organization process based on functional requirements, functional modes, and functional capabilities, and forms a functional task organization (function and objective requirements, processing modes, and discipline capabilities) and functional process organization (functional results requirements, logical patterns, and process capabilities) and functional condition organizations (functional environment requirements, constraints, and processing status). Second, the process of constructing system functions shall be implemented to realize the functional processing capabilities based on functional input, functional elements, and functional logic discipline processing organizational modes to form function discipline capabilities (functional discipline, quality, and capability based on task status), function processing capabilities (elemental organization, quality, relationship based on functional discipline) and function input integration (sensor input, performance, level based on functional element) process organization to meet functional processing quality, performance, and effectiveness requirements. The system function capability organization is oriented toward the capability, scope, logic, and process organization of flight application tasks. The flight function capability organization is mainly to define the system capability composition for mission requirements, define the system function organization, establish the function processing, and determine the system equipment resource requirements. Therefore, system capabilities and functional organization consist of system discipline, system operation functions, system function processing procedures, and system support equipment resource requirements.

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7.1 Organization of system application, capability, and equipment

7.1.2.1 System capability organization The system capability is based on the capability of the mission. According to the capability requirements of the system application task, the system discipline organization field is defined, the functional organization of the system specialized field is defined, and the logical processing result of the function is determined. The system capability defines the capability requirements of the flight mission requirement. For the system capability, the requirements of the relevant discipline capabilities must first be established to meet the requirements of the mission capability, to meet the flight mission requirements for different flight phases, different flight scenarios, different flight conditions, and different flight processes. Second, according to the status of discipline fields, the requirements for discipline ability classification are established to meet the requirements of different discipline fields, different discipline capabilities, different discipline scopes, and different discipline results. Third, for discipline function status, discipline function requirements are established to meet the requirements of different processing objectives, different processing events, different processing conditions, and different scopes of discipline function components. And finally, according to the function processing status, the discipline function form is established to meet the requirements of different functional processes, different processing logics, different processing results, and different processing performance. Therefore, define the flight application task as F11(x). The flight application capability organizational process is shown in Fig. 7.6. F11 (system capability) ¼ f11 (application capability organization, discipline type organization, functional logic organization, process organization) 7.1.2.2 Discipline function organization The discipline ability aims at the organization and composition of the system capabilities, defines the system functional requirements and components, establishes the system functional goals and requirements, determines the functional organization and logic capabilities

Application capability organization

Application field System capability 1

function a

function n

System capability N

Discipline field Subsystem N

Discipline field Subsystem 2

Discipline field Subsystem 1

aim 1

System capability 2

aim I

function b

aim J

function m

FIGURE 7.6

function c

function i

aim K

function d

function j

aim G

function e

function k

System capability organizational architecture.

aim H

function f

function h

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7. The integration of avionics system organization

of the system, and defines the system functional processing and operating conditions, and determines the logical processing result of the system functionality. Discipline functions define the composition of system capabilities. First, for the composition mode of system capability, is to establish the relevant discipline functional classification organizational needs, meet the needs of the system ability to form goals, events, environments, and conditional organizations. Second, according to the operating mode of system capability, is to establish relevant discipline function processing capability requirements to meet the requirements for the process, capability, efficiency, and effectiveness of the system capability. Third, according to the organizational status of system capabilities, is to establish the relevant discipline function processing logic requirements to meet the input, logic, output, and scope requirements of system capability activities. Fourth, for the discipline functional organization mode, discipline functional management is established to meet the requirements for the roles, relationships, cross-linking, and collaborative processing of the system capacity organization. Therefore, define the flight application task as F12(x). The flight application capability organization process is shown in Fig. 7.7. F12 (discipline function) ¼ f11 (function type organization, function performance organization, function processing organization, function management organization)

7.1.3 System physical equipment organization The system physical equipment is based on the classification of system equipment. Based on the capabilities and operating modes of equipment resources, for the equipment hosted applications and functional requirements, the system physics structure is defined according to the definition of the system physical layer, the requirements for equipment capabilities are defined, resource capabilities and fields and modes of operation are established, and a

System capability target organization

System capability goal 1

Functional area 1

System capability goal n

Functional area n

Functional area 1

Functional area n

Functional boundary condition 1

Functional boundary condition i

Functional boundary condition j

Functional boundary condition k

Functional boundary condition 1

Functional boundary condition q

Functional boundary condition m

Functional boundary condition n

function 1

function i

function j

function k

function 1

function q

function m

function n

Functional organization 1: 1. Functional target demand 2. Functional area 3. Functional processing mode 4. Function scheduling management

Functional organization 2: 1. Functional target demand 2. Functional area 3. Functional processing mode 4. Function scheduling management

FIGURE 7.7

Functional organization m: 1. Functional target demand 2. Functional area 3. Functional processing mode 4. Function scheduling management

Functional organization n: 1. Functional target demand 2. Functional area 3. Functional processing mode 4. Function scheduling management

Discipline functional organizational architecture.

7.1 Organization of system application, capability, and equipment

371

physical architecture for avionics system capability organizations is built. That is, first, a type capability organization for a system equipment is constructed to implement an equipment capability requirement, a resource operation mode, a resource result performance requirement, a capability organization for forming a system physical resource (capability type, role space, processing content, result nature), and a resource operation organization (access space, operation mode, process efficiency, result performance) and resource condition organization (resource-effective environment, resource operating conditions, and resource operating status). Second, is to build the operating mode of the system equipment and implement the hosted application, processing environment, operation type, result form, forming equipment resource operation capability (input/output capability, operation computing capacity, logic processing), and equipment resource residency organization ability (information storage, program storage, data storage, status management) and equipment resource status management capabilities (zoning isolation, defect reporting, error processing, fault protection) are organized to meet functional processing quality, performance, and availability requirements. System equipment resources and operations are capabilities, scopes, logic, and processprocessing organizations that are oriented to system-hosted applications and functions. They are organized according to resource capabilities, types, operations, scope, and performance to satisfy the requirements of systemic operation and processing of the applications and functions that the system resides on, while providing system equipment resource configuration capability organization, system application and functional operation protection, system equipment capability defects, processing errors, and operational fault management, providing system equipment resource operational effectiveness status. 7.1.3.1 Equipment capability organization Equipment capabilities describe equipment resource organization and operation capabilities that support the residency of system functions, override system functions, and satisfy system performance. That is, for the organization and requirements of the equipment hosted function, the equipment capability type and resource composition are defined according to the features and areas of functional discipline. For the hosted functional processing objectives and requirements, the equipment capability mode and operational process is defined according to the functional logic organization and processing process; for the performance and requirements of the hosted function results, equipment capability operations and result performance are defined based on functional processing conditions and process quality. The equipment defines the composition of system capabilities and the operational platform for discipline functions. For equipment capabilities, first, for the organization of the system capability types and system functional characteristics, the relevant equipment capabilities to classify organizational requirements are established to meet the system capability of processing capabilities, logic, and processing requirements. Second, for the system capability operation requirements and the logic mode of system functions, the related equipment processing capacity needs are established to meet the requirements of the system function operation process, efficiency, and availability. Third, for the system capability status and system function performance conditions, the related equipment operation performance requirements are established to meet the accuracy, performance, and quality requirements of the system function processing results. Fourth, for the system capability working environment and

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functional operating conditions, the performance requirements of the equipment working environment are established to meet the requirements for the harsh conditions, working environment, and effectiveness of the system functional operation. Therefore, define the flight application task as F13(x). The flight application capability organizational process is shown in Fig. 7.8. F13 (equipment capacity) ¼ f14 (function area, equipment type, equipment handling, equipment performance) 7.1.3.2 Operation process organization The operation process is based on the capabilities and components of the system equipment, according to the operational logic and operations of the system functions, the operating mode of the system equipment is determined. For the capabilities and performance of the equipment and capabilities and performance of support equipment the operating performance of the system equipment is determined. For functional coordination and management, it supports the classification and organization of equipment capabilities, and determines equipment operation dispatching and management. The operation process defines the organization mode of the application task running process, system function running process, and resource running process. For the operation process organization, first, for the application task capability and operation requirement, establish the task activity organization, determine the activity behavior, form the application task operation process, and meet the application task processing requirements. Second, for the system functional capabilities and operational requirements, a functional logic organization mode is established to determine the functional logic operation process and meet the requirements for system function operation. Third, for the operation and processing requirements of the system equipment, the operation process of the system equipment resources is determined to meet the system equipment operation process requirements. Fourth, for the application task activity and behavior process, according to the system function logic operation process, and the equipment resource operation process, the entire system application, System equipment capabilities and goals

Equipment profession and field 1

Equipment function and performance 1

Equipment function and performance m

Equipment profession and field 2

Equipment function and performance 1

Equipment function and performance m

Equipment profession and field n

Equipment function and performance 1

Equipment function and performance m

Equipment resources and types 1

Equipment resources and types 2

Equipment resources and types n

Discipline equipment 1: 1. Equipment capabilities and goals 2. Equipment profession and field 3. equipment function and performance 4. Equipment resources and types

Discipline equipment 2: 1. Equipment capabilities and goals 2. Equipment profession and field 3. equipment function and performance 4. Equipment resources and types

Discipline equipment n: 1. Equipment capabilities and goals 2. Equipment profession and field 3. equipment function and performance 4. Equipment resources and types

FIGURE 7.8

Equipment capability organization architecture.

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7.2 Integration of system application task process Equipment operation process

Behavioral activity process of the application task 1

System function logic running process 1

Equipment resource operation process 1

Behavioral activity process of the application task n

System function logic running process i

Equipment resource operation process i

Equipment resource operation process j

Operation process 1: 1. Application task behavior process 2. System fuction logic running process 3. equipment resource operation process 4. Process conditions and scheduling management

FIGURE 7.9

Equipment resource operation process k

System function logic running process j

Equipment resource operation process m

System function logic running process k

Equipment resource operation process n

Equipment resource operation process s

Equipment resource operation process w

Operation process n: 1. Application task behavior process 2. System fuction logic running process 3. equipment resource operation process 4. Process conditions and scheduling management

Equipment capability organizational structure.

capability, operation process dispatching, and collaborative management are established to meet the entire system operation process requirements. Therefore, define the flight application task as F14(x). The flight application capability organization process is shown in Fig. 7.9. F14 (operation process) ¼ f14 (task activity behavior, function logic organization, equipment resource mode, operation process organization)

7.2 Integration of system application task process The primary task of avionics system integration is to establish the optimal organization for the application of the system. The comprehensive optimization of applications for complex systems is aimed at the complex application environment of avionics systems, determining the organization of applications, clarifying the objectives of the application, building a mission framework oriented toward avionics application organization, and proposing a comprehensive application of the goals of the system and the ability to fulfill the task. The comprehensive optimization of the application of avionics system is based on the system level division. According to the requirements of the system application environment, the system task organization is established based on the system flight process definition. The system task structure is based on the system task organization, according to the system capability directory, and the current environment, through the task awareness ability, to build the task plan organization, and form the task operation management. The mission structure of the system is based on the flight process scene and environment, and the requirements of the system application are established according to the objectives and requirements of the flight process. The benefits of system task organization and application are determined based on the flight process results and results. The task organization architecture is oriented toward application organization mode of a task system. Based on the complex application environment of avionics system, the organization and objectives of the avionics system are determined based on the organization of

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the system architecture. For avionics system application environment requirements, through the decomposition of task organization goals, capabilities, processes, methods, roles, and results organization, a hierarchical process and feature process organization are established to form a hierarchy of activities at each level of the task behavior. The task structure consists of task mission, task type, task mode, task response, task organization, and task management. The application task requirements consist of task scenarios. The task types consist of task goals, processes, abilities, roles, and events. The task patterns consist of functional discipline, logic, results, relationships, and conditions. The task response consists of situation type, scope, and perception, identification, and speculation; task organization consists of mission planning, process, results, assessment and decision-making; and task management consists of task objective monitoring, process monitoring, status monitoring, task management, and next task management. Application task integration is based on the integrated process of system application perception, organization, optimization, and management. System task integration is an integration oriented toward situational awareness, mission organization, and application goals for avionics systems. It is an integration based on the system environment, task status, and system capabilities and system task. It is based on the task requirements of the system application task, to build a comprehensive task management, task model and decisionmaking organization on task application integration; according to the needs of the system application task management, to build a task plan, task assessment and task capability on the task capability comprehensive integration; and according to the needs of the system application task organization, to build integration of situational awareness, situation recognition, and situation inference on task situation integration. System task integration effectively improves system application tasks and objective response, capability optimization and organization, and results effectiveness and efficiency, and achieves the effectiveness, efficiency, and efficacy of avionics application organization, system awareness, and system decisionmaking capabilities.

7.2.1 Application task architecture organization The task architecture organization is oriented to avionics system application goals. Based on the system application scene, and system capabilities and environment, it supports the system architecture for the organization, operation, and management of application tasks. The task framework aims at the flight and mission requirements of the aircraft and defines the flight application mode by decomposing the flight application requirements. Mission architecture organization aims at the application mode of aircraft and builds the mission organization of avionics systems. That is, for task operation and task organization, first, according to the task requirements of the application operation, is to determine the application task operation organization: task operation requirements, capability requirements, and process conditions, and build the application mode of the application task; second, is to determine the application task organization capabilities according to the task requirements of the application components: task requirements, task patterns, task capabilities, task response, task organization, and task management, and construct an organizational model for application tasks; and finally, based on the capability requirements of task operations, is to

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7.2 Integration of system application task process

determine application operating capability elements: goals, capabilities, processes, roles, relationships, environments, and organizational elements for building application tasks. The application mode, organization mode, and organizational elements of the task framework are shown in the following Equations F1 (task application mode), F2 (task organization mode), and F3 (task organization factor), and the relationship is shown in Fig. 7.10. Application mode of application task: F1 (task 1, ., task n) ¼ f (operation mode, capability organization, process conditions) Organization mode of application task: F2 (task 1, ., task n) ¼ f (requirements, mode, capability, response, organization, management) Organization elements of application task: F3 (Task 1, .., Task n) ¼ f (objective, process, role, relationship, environment) The task organization architecture is a task organization for system applications. The task organization architecture consists of the task operation organization, the task pattern organization, and the task element organization. The mission operation organization establishes flight capability management by establishing flight operations management: flight scenarios, flight modes, missions, mission organization, and task management; determines flight capability organization: application environment, mission objectives, task coordination, mission performance, and role areas; and clarifies operating conditions: scenario conditions, task conditions, capability conditions, operating conditions, and collaborative conditions. The task element organization determines the complex application environment of the flight process through task process organization. Based on the organization method of the system architecture, the flight process operation management, capability organization, and process conditions are determined, namely, task goals, task processes, task roles, task relationships, and task conditions. The task pattern organization forms the composition of activities at all levels of task behavior through building hierarchical processes and feature processes organization.

Task organization element Task target Task requirement

Operation management

Task mode Task organization mode

Mission ability Task response Task organization

Task process

1. Flight scenario 2. Flight mode 3. Flight mission 4. Task organization 5. Task management

Task role

Capacity organization

Task relationshi

Process condition

1. Application Environment

1. Scene condition

2. Mission target 3. Task coordination

2. Task condition 3. Ability condition 4. Operation condition

4. Task performance 5. Field of action

5. Synergistic condition

Task management

FIGURE 7.10

Task condition

Application task organizational architecture.

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That is, the task pattern organization consists of task requirements, task patterns, task modes, task capabilities, task response, task organization, and task management.

7.2.2 Task generation and organization process The task generation process and the task organization process describe an application process that determines the task organization mode (task requirement, task mode, task capability, task response, task organization, task management) by in-depth and refinement of task organization activities for task execution process requirements. According to the concept classification of application task construction, one is what kind of tasks need to be provided, that is, task design oriented to application requirements e task generation process, which is mainly to describe what kind of tasks to build to meet the mission support requirements; the other is what tasks need to be operated, that is, the task organization for the application running e the task organization process, mainly to describe what kind of task the organization runs, and meets the operational requirements of the flight mission. Therefore, the task generation process and task organization process are composed of the following components: task requirements and management, F11 (task requirements) and F12 (task management); task composition and organization, F21 (task composition) and F22 (task organization); tasks capability and response, F31 (task capability) and F32 (task response), and the relationship is shown below in Fig. 7.11. Application task requirements and application task management: F11 (task requirement) ¼ f1 (application objective, application scene, application capability, application environment, application condition) F12 (task management) ¼ f2 (flight environment, flight objective, mission process, system status, flight status)

Flight situation management

Flight application target

Operation management

Flight application scenario

Task requirement

System status management Task process management

Flight application capability Flight application environment

Flight target monitoring

Flight application event

Flight environment monitoring

Task decision organization

Mission goal composition

Capacity organization

Task mode composition

Task mode

Task relationship

Task planning organization

Environmental awareness

Task process logic

Mission ability

Task role outcome capability Task relationship support ability Task condition constraint

FIGURE 7.11

Task organization Task organization process

Task activity organization

Task condition

Mission target discipline ability

Task result organization Task process organization

Task role composition

Task generation process

Task management

Situational result speculation Situational organization identification Situational awareness

Task response

Situation response range Situation type pattern

Task generation process and task organization process architecture.

7.2 Integration of system application task process

377

Application task composition and application task organization: F21 (task configuration) ¼ f1 (task objective, task mode, task role, task relationship, task condition) F22 (task organization) ¼ f2 (task plan, task activity, task process, task result, task decision) Application task capabilities and application task awareness: F31 (task capability) ¼ f1 (objective specialization, process logic, role result, relational support, constraints) F32 (task response) ¼ f2 (trend type, response range, ability perception, environment recognition, result estimation) The task generation process is oriented to task capability and composition of the flight application requirements, which consists of task requirements, task patterns, and task capabilities. The mission requirements are oriented to the flight application objectives. For flight application scene, the mission requirements that meet the definition of the aircraft flight mission are established based on the flight application capabilities, the flight application environment, and the flight application conditions. The task pattern is based on the composition of task goals, and is composed of task-oriented processes. Based on the composition of task roles, and the task relationship, task patterns are constructed to establish the mission organization mode that meets the requirements of application tasks. The task ability is based on the task objective discipline ability, and is oriented toward task process logic ability. According to the task character result ability, based on the task relation support ability, and according to the task condition constraint ability, the flight task ability requirement meeting the task organization pattern is established. The task organization process is oriented to the task organization and management of flight application operations, and consists of task response, task organization, and task management. The mission response is oriented to the flight environment situation awareness type pattern, and based on the situation response scope, and situational awareness, according to situation organization recognition, and on the basis of the situation results inference, the situational awareness, recognition, and speculation for the flight environment are established. The task organization is based on the task planning organization of flight environment awareness, task-oriented organization, according to task process, task results, and task decision-making, to establish mission task organization mode for current situational awareness. Task management is oriented to mission organization operation, based on flight environment monitoring, for flight objective monitoring, according to task operation process management and system operation status management, for flight status management, to establish flight task operation process and status management for meeting mission organization mode.

7.2.3 Organizations of task capabilities, activities, and behaviors Section 7.2.1 describes the organizational architecture of the application task, determines the application of the task model, organization mode, and process elements, and establishes the requirements, capabilities, and conditions for flight application tasks. Section 7.2.2

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describes the process organization of the task, determines the needs and management of the task, composition and organization, ability and response process, and establishes the task generation process and the task organization process. This section describes task capabilities, activity and behavior organization requirements, defines the task organization mode, the composition of task organization elements and task organization types, and identifies the capabilities, activities, and behavioral organization among task organization models, task organization elements, and task organization types, and forms the ability process of task organization and operation. Task capabilities, activities, and behaviors organization describe the organizational form, affecting process, and affecting area of the system application task process. The capacity of the task process is organized in the form of F (task organization mode): task requirements, task modes, task capabilities, task responses, task awareness, task management, to form the task generation processes and task organization process components; task process activities in the form of F (task element organization): task goal, task process, task role, task relationship, task condition, requirements and conditions for forming the task activity space; task process behavior field is F (task type organization): task service, task function, task environment, task scope, task performance, role space requirements, and conditions for the formation of mission operations. Therefore, task process capability is constructed through the task process organization form F1(x), action process F2(y), and action domain F3(z) association, projection, and decomposition. The organizational architecture of the task process: F1 (task management mode) ¼ f1 (task requirements, mission modes, mission capabilities, mission response, mission awareness, mission management) F2 (task organization element) ¼ f2 (task objective, task process, task role, task relationship, task condition) F3 (task organization type) ¼ f3 (task service, task function, task environment, task scope, task performance) According to the definition of F1 (task organization mode), F2 (task organization component), and F3 (task organization type), establish different levels of task organization, according to the different roles of the task, and different types of tasks, to form the task process capabilities. This is shown in Fig. 7.12.

7.2.4 Organization and integration of tasks The known flight process is complex and is accomplished by multiple tasks. Each task has its own goals, environment, capabilities, and processes. The flight process is organized by these different goals, environments, capabilities, and processes. For the flight process, there is not only hope that the organization completes the flight but also hope to optimize the organization through multiple tasks, promote the objective organization, expand the application space, enhance the capability support, enhance the environmental adaptability, and finally improve the application capability, result efficiency, and application efficiency of the flight process. This is the task integration.

379

7.2 Integration of system application task process Task organization type

T o ask el rga em ni en zat t ion

service

relationship role

process target

Task organization mode

Flight business application scenario

area

Flight business function scenario Flight business function target

Flight business organization target

Flight function organization target

Task mode

Mission business target organization

Mission ability

Mission business target capability

Task response Task organization

Flight environment organization scene

Flight range organization scene Flight range organization target

Flight performance demand capability Flight performance demand scenario

Flight performance organization goal

Flight environment organization target

Flight range organization target

Task function target organization

Task environment target organization

Task area process organization

Task performance target organization

Task function target ability

Mission environment target capability

Task range target ability

Mission performance target capability

Business situation pattern type

Functional situation pattern type

Environmental situation pattern type

Range situation pattern type

Performance situation pattern type

Task business plan organization

Task function planning organization

Task environment planning organization

Task area planning organization

Task performance planning organization

Flight business Flight function Flight traffic environment monitoring environment monitoring environment monitoring

FIGURE 7.12

Flight performance support conditions

Flight performance support environment Flight range organization capability

Flight environment organization target

performance

Flight range organization condition

Flight business capability

Task requirement

Task management

environment

Flight business function environment

Flight business application environment

Flight business application capability

Flight business application target

function Flight business function event

Flight business application event

condition

Flight performance organization goal

Flight performance environment monitoring

Task organization, activities, and behavioral processes.

Task integration is oriented for system application performance. The flight process is based on the flight requirements of the aircraft, and the current flight environment; the flight mission is organized and the flight organization is managed according to the flight mission capabilities. The mission integration determines the flight requirements through situational awareness integration; through the situation identification integration, the flight scene is determined; through the situation inference integration, the flight objective is determined; through mission decision integration, finally, the flight mission is determined, and through the mission status integration, flight process management is achieved. Task organization and integration are shown by the following formula. F1 (task integration) ¼ f (f1 (task-aware integration), f2 (task organization integration), f3 (task operation integration) F1 (task-aware integration) ¼ g (g1 (situation-aware integration), g2 (trend recognition integration), g3 (trend inference integration) F2 (task organization integration) ¼ g (g1 (task plan integration), g2 (task capability integration), g3 (task condition integration) F3 (task operation integration) ¼ g (g1 (task objective integration), g2 (task process integration), g3 (task environment integration) Task integration is through the establishment of task integration processes (environment awareness, relationship organization, capability allocation, affecting area, task management, system management), to support subtask task types (service, function, environment, degree, condition) and task integration goals (objectives, roles, relationships, processes, conditions, competencies), formed by each subtask integrated scope (objective area, capacity area, environmental area, support area), and ultimately forming the flight mission objectives integration (objectives, roles, relationships, processes, conditions, capabilities). This is shown in Fig. 7.13.

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7. The integration of avionics system organization

FIGURE 7.13

Task process integration.

7.3 Integration of system function processing System function integration is a comprehensive process based on the field of system capabilities, logic, processing, and quality. The system function integration process is aimed at avionics application organization, task structure, and capability requirements, and builds a comprehensive classification of discipline classification, discipline competence, and discipline scope organization based on system capability field. As well, it builds a combination of operational goals, operational domains, and operational events based on system logic organization; and builds a comprehensive system-based processing scope, processing, and processing performance. In addition, it builds a combination of organizational performance, processing performance, and performance based on system performance organization; and finally, it builds a functional architecture for avionics systems and proposes system integration in terms of the objectives and capabilities of the resource platform to achieve the type and capacity requirements. The system function integrated organization divides according to the system level, and the system task ability demand, and establishes the system function organization according to the system function organization definition. The system function architecture is based on the system task organization, for the system application capability requirements, and the current task operation mode, to determine the functional capabilities, build the system function processing logic, and determine the function to process the input information organization. The system function architecture is based on the organization of system capabilities, and the organization and processing of system functions, the discipline capabilities of system functions, and the quality of results are determined. The system function integration effectively enhances the system discipline ability combination and discipline field capability, improves the system logical organization and logic processing capability, improves the function processing capability and processing efficiency, and improves the performance, efficiency, and effectiveness of the system function operation organization.

381

7.3 Integration of system function processing

7.3.1 Organization of system function architecture The functional architecture organization is oriented to the avionics system capacity organizational requirements. Based on system discipline capabilities and logical processing modes, it builds an organizational structure that satisfies the system task capability requirements and supports system resource operations. According to system requirements, objectives of system function framework define functional requirements, establish the functional organizations, determine the functional conditions, and construct the system functional organizations. And the functional architecture organization is to build the functional logic organization, process capability, and processing quality of the avionics system in response to system tasks and operating modes and capability requirements. That is, according to the functional goals and functional organization, first, for the operation mode of system task, it is to determine the functional requirements of the system: task capability, discipline field, processing logic, operation process, and result conditions, and to establish a functional demand organization covering the task running of the system. Second, for the constructed functional requirements, it is to determine the organizational capabilities of the system function: objective organization, domain scope, logic algorithm, process organization, and input information, and to establish the organizational model of system functions. Third, for the constructed functional organization, it is to determine the environment and conditions for function operation: environmental conditions, discipline conditions, logic conditions, process conditions, and information performance, and to build the guarantee conditions for system function operation. Finally, for the ability requirements of task operation, it is to determine the system function operating capability elements: domain, type, status, operation, condition, performance, and to build system functional organizational elements. The application requirements, organization mode, and organization elements of the functional architecture are shown as Equations F1 (Functional Application Requirements), F2 (Functional Organization Mode), and F3 (Functional Organizational Elements), and the relationship is shown in Fig. 7.14. Functional organization element Functional area Functional Requirements Functional ability Functional organization mode

Functional organization Functional discipline

Functional process

Functional Requirements 1. Mission ability 2. discipline field 3. Processing logic 4. Operation process 5. Result condition

Functional role

Functional relationship

Processing conditions

Functional organization 1. Target organization 2. Field area 3. Logical algorithm 4. Process organization 5. Input information

Functional condition

1. Environmental conditions 2. discipline condition 3. Logical condition 4. Process condition 5. Information performance

Functional element Function input

FIGURE 7.14 System function organizational architecture.

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7. The integration of avionics system organization

Application requirements for system functions: F1 (function 1, ., function n) ¼ f (functional requirements, functional organization, processing conditions) System function organization mode: F2 (function 1, ., function n) ¼ f (requirements, capabilities, organization, specialization, elements, input) The organization elements of system functions: F3 (function 1, ., function n) ¼ f (domain, process, role, relationship, condition) The functional organization architecture is a functional organization oriented toward the task system. The functional organization architecture consists of application function requirement organization, function mode organization, and function element organization. The application function requirements organization provides support for mission operational capability requirements and builds functional areas, capabilities, logic, and results requirements through establishing functional requirements; through the establishment of functional organizations, it provides system function organizational capabilities, and builds functional processing goals, scope, approaches, and input requirements; through the establishment of processing conditions, it provides system function operation mode, and builds functional operating environment, conditions, and performance requirements. The system function element organization establishes the functional role space by determining the functional domain organization; it constructs the function operating mode through determining the process of the system function; it constructs the function capability through the system function organization; it constructs the function collaborative management through the system function cross-linking mode; and it constructs functional operation management through the determination of system functional conditions. Functional mode organization forms the structure of each level of functional organization by establishing a hierarchical process and characteristic process organization: functional requirements, support for system task requirements; functional capabilities, support for task activities; functional organization, support for task scopes; functional discipline, support for tasks domain; functional elements, support for mission operations; and functional input, support for mission incentives.

7.3.2 Function generation and organization process The function generation process and the function organization process are the functional processes that describe the functional operation process requirements, defining functional organization patterns (function requirements, functional capabilities, functional organization, functional discipline, functional elements, and function inputs) through in-depth and refinement of functional organization activities. What kind of functions need to be built, that is, the functional design for task requirements e the function generation process, which mainly describes what functions are built to meet the requirements of task operation support. While the other is the function that needs to be run, that is, the functional organization oriented to the system operation e the functional organization process, which mainly describes what functions the organization runs and meets the system function operation requirements.

7.3 Integration of system function processing

383

The function generation process and function organization process are composed of the following parts: functional requirements areas, F11 (functional requirements) and F12 (functional discipline); functional capabilities and logic, F21 (functional capabilities) and F22 (functional elements); functional organization and input, F31 (functional organization) and F32 (functional input) are shown in Fig. 7.15. System function requirements and functional areas: F11 (functional requirement) ¼ f1 (task objective, task process, task capability, task role, task event) F12 (functional profession) ¼ f2 (discipline goals, discipline areas, discipline quality, discipline range, discipline conditions) System function capability and function logic: F21 (functional capability) ¼ f1 (objective organization, domain organization, logic organization, element organization, environmental conditions) F22 (functional element) ¼ f2 (elemental objective, elemental organization, elemental quality, range of elements, organizational conditions) System function organization and function input: F31 (functional organization) ¼ f1 (functional results, discipline processing, logic processing, process, constraints) F32 (function input) ¼ f2 (input objective, input organization, input performance, input range, input conditions) The function generation process is a function and is a composition of task-oriented operations. It consists of functional requirements, functional capabilities, and functional organization. The functional requirements are oriented toward the definition of task goals. Based on

FIGURE 7.15 Function generation process and function organization process architecture.

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7. The integration of avionics system organization

task capability organization, according to the role of the task, and the task event conditions, the system function requirements to meet the system task running are established. Functional capabilities are based on discipline goals and capabilities. They are oriented toward specialized areas, organized according to discipline logic, and based on the composition of processing elements, and for the restriction of environmental conditions, establish functional and organizational modes that meet the functional requirements of the system. The functional organization is based on functional objective result requirements, oriented to functional discipline in organization mode, organized and processed according to functional logic, and based on functional process capabilities, establishing a functional processing organizational mode that satisfies functional requirements and functional capabilities based on functional processing constraints. The functional organization process is oriented to the functional organization and management of system task operations. It is composed of functional input (incentive), functional elements (processing), and functional discipline (operation). The functional input is oriented to task-running sensor-aware input, that is, for the sensor input conditions, according to the sensor input range, based on sensor input configuration, determines the sensor input status, and establishes sensor-oriented input function guidance, posture, and identification. Functional elements are processing elements (variables) based on system function processing environment and processing logic, that is, to determine functional element composition requirements according to functional processing objectives; according to the function processing logic, to determine the functional element organization. As well, according to the function processing results, it is to determine the functional element quality; according to functional environmental conditions, to determine the scope of functional elements; according to functional areas, to determine the organizational conditions of the elements. Finally, it is to establish element organization and processing mode oriented to function processing. The functional discipline is oriented to function organization operation, that is, the function operation result is determined according to the task operation requirements. It is to determine the functional processing area according to the task activity space and the functional processing quality according to the task operation ability; to determine the scope of the discipline function according to the task result requirements; to determine functional operating conditions according to the task operating environment; and to establish function operation and management oriented to task operational requirements.

7.3.3 Organization of functional capabilities, logic, and operations The first two sections describe the organizational architecture of the system functions and the process organization of the system functions, and establish the function generation process and the function organization process. This section describes the functional capabilities, logic and operational organization requirements; defines the functional organization mode, the functional organization elements, and the functional organization types; determines the capabilities, logic and operational organization among the functional organizational mode, organizational elements, and organizational types; and forms the functional ability to organize and run processes. Organization of functional capability, logic, and operational describe the organizational forms, processes, and functional areas of the system functional processes. The functional

385

7.3 Integration of system function processing

process is organized in the form of F (functional organization mode): functional requirements, functional capabilities, functional organization, functional discipline, functional elements, functional input, formation of functional generation processes, and functional organizational processes; functional process capabilities in the form of F (functional element organization): functional areas, functional processes, functional roles, functional relationships, functional requirements and conditions for the formation of functional process organizations; functional areas for functional operations are F (function type organization): functional discipline, functional type, functional environment, functional status, functional performance, requirements, and conditions for the operational space and capabilities that form the functional operating process. Therefore, the task process capability is constructed through the association, projection, and decomposition of the functional process organizational form F1(x), action process F2(y), and action domain F3(z). The organizational architecture of the task process: F1 (functional organization mode) ¼ f1 (functional requirements, functional capabilities, functional organization, functional discipline, functional elements, functional input) F2 (functional organization element) ¼ f2 (functional area, functional process, functional role, functional relationship, functional condition) F3 (functional organization type) ¼ f3 (function discipline, function type, functional environment, functional status, functional performance) According to the definitions of F1 (functional organization mode), F2 (functional organization element), and F3 (functional organization type), different levels of functional organization are established. According to the different elements of function scope, the function process capability is formed based on different types of functional types. This is shown in Fig. 7.16.

Functional organization type

F o unc e l rga tio e m ni na e n zati l t on

discipline

relationship role

process field Functional Requirements Functional ability

Functional organization mode

Functional organization Functional discipline Functional element Function input

type

Mission event discipline condition

condition

Task organization discipline ability

Task space discipline role Task processing discipline process

Mission target area of expertise

environment Task event function environment

Task event function type

Task organization function environment

Task organization function type Task space function type

Task processing function type Task target function type

Task space functional environment Task processing function environment

Task target function environment

status

Task organization function requirements

Task space functional requirements

Task processing function requirements Task target function requirements

performance

Task event function requirements

Task event function performance

Task organization function performance Task space function performance

Task processing function performance Task target function performance

Mission target area of expertise

Task target function type

Task target function environment

Task target function requirements

Task target function performance

Discipline area functional goals

Functional type target

Functional environmental goals

Functional status goal

Functional performance goal

Discipline function result requirements

Function result type

Functional result condition

Result status of the function

Functional result performance

Functional discipline target organization

Functional discipline type organization

Functional discipline environmental organization

Functional discipline status organization

Functional discipline performance organization

Discipline functional element organization

Discipline function element type

Discipline functional element condition

Discipline functional element condition

Discipline functional element condition

Discipline function sensor input

Function sensor input type

Functional sensor input condition

Discipline function sensor requirements

Functional sensor input performance

FIGURE 7.16 Functional capabilities, logic, and operational procedures.

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7. The integration of avionics system organization

7.3.4 Function organization and integration The function organization is oriented to system application task requirement, which is organized by multiple professions, multiple functions, and multiple scopes. Since each function has its own capabilities, conditions, logic, and processing, the system application task is accomplished through the ability, condition, logic, and processing of these different functions to cooperate in response. For the system function organization, not only does the organization want to complete the function operation but also hopes to organize and optimize through multiple functions, expands the capacity space, expands the environmental conditions, enhances the processing efficiency, enhances the processing quality, and finally improves the capability range and processing efficiency of the system functions and result performance. This is the function integration. The function integration is oriented to the integration of system function support capabilities and operational efficiency. The system function capability is oriented to the task requirements of the system task, according to the discipline composition of the task capability, constructing the functional organization based on the discipline field; according to the functional composition of the task process, constructing the integration of the function logic organization; and according to the functional input of the task event, constructing the integration of the functional sensor. The integration of functional discipline capabilities is through a combination of multiple functional discipline types, extending the functional coverage; through the integration of multifunctional capabilities, to enhance the areas of functional capabilities; through the integration of multifunctional processing capabilities, to enhance the functional operating quality. The function processing capability is integrated through multiple function processing methods to extend the scope of function processing; through the multifunction processing logic integration, to improve the function objective quality; and through the integration of multifunction processing processes to improve the function processing efficiency. The function input capability is integrated through a variety of functional sensor input types to improve the function input parameter performance; through the integration of multisensor input methods, to increase the function input parameter range; and through the integration of multiple function sensor input types to improve the function input parameter validity. Functional composition and integration are shown by the following formula. F1 (functional integration) ¼ f (f1 (functional discipline), f2 (functional processing capability), f3 (functional input capability) F1 (integration of functional discipline) ¼ g (g1 (discipline competence type), g2 (discipline competence area), g3 (discipline competence quality) F2 (integration of function processing capabilities) ¼ g (g1 (function processing mode), g2 (function processing logic), g3 (function processing procedure) F3 (functional input capability integration) ¼ g (g1 (sensor input type), g2 (sensor input method), g3 (sensor input performance)) Through the establishment of functional integration processes (capability types, capability areas, discipline logic, discipline processing, input range, input performance), function integration supports the functional type of subfunctions (profession, type, environment, status, performance) and functional integration goals (capability, type, relationship, process, condition, element). As well, it forms the scope of the various subfunctions (objective area,

7.4 Integration of system physical resource operation process

FIGURE 7.17

387

Functional process integration.

redundant area, role area, support area), and further forms the system function goal integration (capacity, type, relationship, process, conditions, elements). This can be shown in Fig. 7.17.

7.4 Integration of system physical resource operation process System physics integration is a comprehensive process based on the ability, efficiency, performance, and effectiveness of system resources to organize system tasks and functions. First, the system physics integration aims at the application of task capability requirements for the system, according to the logical organization requirements of the system functions, it builds resource types and capabilities based on the support of mission objectives and functional logic, and it improves resource utilization and availability through resource sharing integration. In addition, the physical integration is aimed at the hosted task operation mode, according to the hosted function logic processing, the process is based on the support of the hosted operation and management and hosted function processing and operation process, and through the process reuse and result inheritance, to improve the operation process capability and effectiveness. Finally, physical integration aims at the safety and reliability requirements of hosted tasks and hosted functions, and builds task failures, functional errors, and resource defect management based on the ability to support system tasks and functions, to improve system tasks and functional safety and reliability. System physics integration is the organization and optimization process of system resources. The physical comprehensive optimization for complex capabilities is to determine the types of resources, resource capabilities, resource performance, and resource operation modes for avionics system for a complex application environment, task architecture, functional architecture, and resource requirements, and propose performance requirements on comprehensive resource goals and resource capabilities. The physical comprehensive

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7. The integration of avionics system organization

optimization is based on the hierarchical classification of the system, and it addresses the system functional operation and processing requirements, according to the system resource organization definition, the system physical architecture organization is established. It is based on the task organization of the system, determines the functional processing modes and requirements for the system capability requirements, builds discipline resource type organizations, forms physical resource processing capabilities, and specifies the physical resource operation modes. The system physical architecture is the organization of system resource operations; based on the system resource types and operating modes, the systemic operational capabilities and effectiveness are determined.

7.4.1 Organization of system physical architecture The organization of system physics architecture is oriented to resource organization and operational process requirements of the tasks and functioning of avionics systems. Firstly, according to the requirements of resource-hosted tasks, by decomposing the domain and form of hosted function, the capability types and the scope of the resources are defined; through analyzing and interpreting the functional organization logic and processing, the operation types and operation modes of resources are defined. The physical architecture organization aims at the tasks and functional requirements of the system, builds a resource capability platform, satisfies the requirements for system tasks and functions, for application and operation requirements of hosted task and hosted function, builds an operation mode of resource capability that meets the requirements of system tasks and functional operational capabilities and efficiencies; for the different requirements of the systemic various hosted tasks and hosted functions and processing performance requirements, it builds a resource status management mode to meet the system tasks and functional process performance and results performance requirements. Physical integration addresses the needs of hosted tasks and functional organizations, and builds system resource requirements: the goals of hosted tasks, the discipline of hosted functions, the performance of application results, functional logic processing, and operating environment conditions; and for the determined system resource requirements, the system resource organization is built: operational requirements, resource types, resource ranges, operation modes, and performance requirements can be met; for the determined resource requirements and resource organization, it builds resource operation conditions: application conditions, environmental conditions, operating conditions, performance conditions, and input conditions. At the same time, according to resource application requirements and operational requirements, a system resource organization mode is constructed: hosted task requirements, hosted functional requirements, resource capability requirements, resource capability organization, resource process organization, and resource management organization. The physical architecture builds the resource operating capability elements based on the capability requirements for hosted tasks and functions: resource types, resource capabilities, resource operations, resource conditions, and resource performance. The application mode, organization mode, and organizational elements of the physical architecture are shown in the following formulas F1 (resource operation mode), F2 (resource organization mode), and F3 (resource organization element), and the relationship is shown in Fig. 7.18.

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7.4 Integration of system physical resource operation process

Resource organization element Resource Type Hosted application requirements Hosted function requirement Resource organization model

Resource capacity requirement Resource capacity organization Operational process organization Operation management organization

Operational ability

Resource requirement 1. Hosted application target 2. Hosted function 3. Application result performance 4. Functional logic processing 5. Operating environment conditions

FIGURE 7.18

Resource operation

Resource condition

Resource organization 1. Operational demand 2. Resource type 3. Resource range 4. Operating mode 5. Performance requirements

Resource performance

Operating condition 1. Application condition 2. Enviromental conditions 3. Operating condition 4. Performance condition 5. Input condition

System physical organization architecture.

System resource operating mode: F1 (resource 1, ., resource n) ¼ f (resource requirements, resource organization, operating conditions) System resource organization mode: F2 (resource 1, ., resource n) ¼ f (task, function, capability, organization, process, management) System resource organization elements: F3 (resource 1, ., resource n) ¼ f (type, capability, operation, condition, performance) The physical organization architecture is an organizational mode that is oriented toward hosted tasks and functions. The physical organization architecture consists of resource operation organization, task pattern organization, and task element organization. The resource operation organization establishes resource operation modes by defining resource requirements for defining tasks and functional objectives. As well, it determines system resource types and capabilities, supports system tasks and function hosted: defining task and function operating requirements, determining system resource operation modes, and supporting hosted tasks and function operating and processing. In addition, it defines tasks and functional operating conditions, determines the resource operating environment, and supports hosted tasks and functional operating constraints and functional environments. Secondly, the physical architecture is through resource elements organization, identifying resource types, to support the residing of tasks and functions, to determine resource capabilities, to support tasks and function processing. As well, it is to establish resource operations, support tasks and functional processes, determine resource conditions, support tasks and functional operating environments, define resource performance, and support mission and functional performance requirements.

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7. The integration of avionics system organization

In addition, the physical architecture forms a hierarchical process and feature process organization, forms a composition of activities at all levels of resource application, operation, and management. It is to establish hosted task requirements, support task operation and management, establish hosted function requirements, support function organization and processing, establish resource capability requirements, support task and function resource capabilities, establish resource organization, and support task and function status management based on resource capabilities. It is also to establish a resource process organization to support the management of tasks and functions based on resource capabilities, and establish a resource management organization to support operational reliability and effectiveness management of tasks and functions based on resource capabilities.

7.4.2 Resource generation and organization process Resource generation process and resource organization process describes hosted tasks and functional requirements, determines the organization mode of resources through the deepening and refinement of the resource organization mode (hosted task requirements, hosted functional requirements, resource capacity requirements, resource capability organization, operation process organization, operation management organization), builds system resource capabilities, and provides resource organization for system-hosted tasks and function operations. From the perspective of system resource capabilities and system resource organization, the ability to build system resources is oriented to the hosted tasks and functional requirementsdresource generation process, which mainly describes what kind of resources to build to meet the hosted tasks and functional requirements; the other is under what circumstances to operate to the meet the current scheduling operation requirements, a resource configuration organization for the operation of hosted tasks and functions is establishedda resource organization process, which mainly describes what kind of resources the organization supports for the current task and function operation requirements. The resource generation process and resource organization process are composed of the following components: hosted task requirements and operation management organization, F11 (hosted task requirements) and F12 (operation management organization); hosted functional requirements and operation process management, F21 (hosted functional requirements) and F22 (operational process management); resource capacity requirements and resource capacity organization, F31 (resource capability requirements) and F32 (resource capability management) are expressed below in the formula; their relationship is shown in Fig. 7.19. Hosted task requirements and operation management organizations: F11 (hosted mission requirement) ¼ f1 (aims and capabilities, types and organizations, relationships and modes, activities and quality, interfaces and types) F12 (operation management organization) ¼ f2 (task status, function status, resource status, system status, failure mode) Hosted functional requirements and operation management organizations: F21 (hosted function requirement) ¼ f1 (results and capabilities, discipline and process, relationship and organization, logic and processing, constraints and conditions)

7.4 Integration of system physical resource operation process

391

FIGURE 7.19 Resource generation process and resource organization process architecture.

F22 (operational organization) ¼ f2 (task type, discipline function, resource operation, operation status, failure mode) Resource capability requirements and resource capability organization: F31 (resource capacity requirement) ¼ f1 (task field, function scope, resource type, resource operation scope, resource operation status) F32 (resource capacity organization) ¼ f2 (objective type, operation process, capability mode, relationship organization, result performance) The resource generation process is oriented to the operation requirements of the hosted functions, and the system resource organization is established according to the resource capability characteristics. The resource generation process consists of hosted tasks, hosted functional requirements, and resource capability requirements. The hosted task is oriented to the task organization and operation mode defined for the system task organization, and determines the role of the resource according to the task goal and ability. As well, it determines the resource ability conditions according to the task type and organization, the resource operation interface according to the task relationship and mode. In addition, it also determines the operation and performance of the resource according to the task activity and quality, and the output requirements of the resource according to the task result and type. The hosted function is the functional definition and logical organization defined by the organization oriented to the system function architecture. According to the function results and capabilities, the ability and input of resources are determined; according to the functional discipline and process, the type and organization of resources are determined; according to the functional relationship and organization, the process and interface of resources are defined; according to the functional logic and processing, determine the operation and process of the resource; determine the performance and environment of the resource

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7. The integration of avionics system organization

according to the function constraints and conditions. The resource capability requirements are based on the hosted tasks and hosted functional requirements, determine resource types and capabilities, specify resource organization and operations, and establish resource performance effectiveness. The resource composition process is oriented toward the resource organization and management of the system running tasks and functions, and it is composed of the resource capability organization, operation process organization, and operation process management. The resource capability organization is task-oriented and function-oriented operation requirements. Based on the functional logic processing requirements for the objective task response scope, resource capabilities and types for system tasks and function operations are established based on the system reliability capabilities and requirements, and in accordance with the resource type and capability status and performance configuration. The operation process organization is oriented to the hosted tasks and functional operation process organizational requirements. According to the function logic processing, and the function logic processing, based on the resource operation process, and the system operation status, according to the system failure mode, it establishes task-oriented operational organization and functional operation processes and resource capabilities. The operation management organization is oriented to the management requirements of hosted tasks and functional operation processes. For monitoring and management of task operation status, through system operation, based on the flight environment monitoring, according to task operation process and management, according to function operation status and management, it establishes the organization and management of resource operation status, provides system status management and resource configuration, and supports system failure mode and resource management.

7.4.3 Organization of resource capabilities, operations, and status The first two sections described the application task architecture and system function architecture organization, discussed the resource operation requirements, organizational requirements and organizational elements, and established the resource generation process and resource organization process. This section describes resource capabilities, operation and status organizational requirements; defines the resource organization mode, resource organization elements, and resource organization types; and identifies the capabilities, operations, and status organization between resource organization modes, resource organization elements, and resource organization types; and forms the capability process of resource organization and operation. Resource capability, operation, and status organization describes system resource in terms of the form of resource organization, form of action, and role area in which to run hosted tasks and functions. The organizational form of resource capacity is F (resource organization mode): hosted task requirements, hosted functional requirements, resource capability requirements, resource capability organization, operation process organization, operation management organization, task awareness, forming the resource generation process and resource organization process. The form of resource function is F(resource element organization): resource type, operation capability, operation process, operation condition, operation performance,

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7.4 Integration of system physical resource operation process

forming the resource operation requirement and condition. The resource effect field is F (resource organization type): operation field, function space, parameter range, operating environment, result validity, requirements and conditions that form the role of resource operation process. Therefore, resource process capabilities are constructed through the association, projection, and decomposition of the resource organization form F1(x), action form F2(y), and action type F3(z). The organizational architecture of the resource operation process: F1 (resources organization mode) ¼ f1 (task requirements, functional requirements, resource requirements, capability organization, operation organization, processing organization) F2 (resource organization element) ¼ f2 (resource type, operation capability, operation process, operation condition, resource performance) F3 (resource organization type) ¼ f3 (operation area, function space, parameter range, operation environment, result validity) According to the definition of F1 (resources organization mode), F2 (resources organization factor), and F3 (resource organization type), different levels of resource organization are established. According to the different roles of resources, different types of resources are used to form resource operation process capabilities. This is shown in Fig. 7.20.

7.4.4 Resources organization and integration System resource organization is oriented to system-hosted tasks and hosted application tasks. It is organized by various types of resources, multiple operations, and multiple role

Resource organization type

R o eso e l rga urc e m ni e e n zati t on

area performance

condition

operation capability type

Task target condition field

Task target field of operation Mission goal capability area

Task target type field

range

Task target condition space

Task target operation space Mission target capability space

Task target type space

Mission target performance range Task target condition range

Task target operating range

Task target condition environment

Task target condition validity

Mission goal capability effectiveness Task target type environment

Task target type validity

Task target type field

Task target type space

Task target type range

Task target type environment

Task target type validity

Functional target type field

Functional target type space

Functional target type range

Functional target type environment

Functional target type validity

Resource capacity requirement

Resource target type field

Resource target type space

Resource target type range

Resource target type environment

Resource target type validity

Resource organization type environment

Resource organization type validity

Resource capacity organization

Resource organization type field

Resource organization type space

Operational process organization

Operational process type field

Operational process type space

Operation management organization

Operation management type field

Resource organization type range Operating process type range

Operation management Operation management type space type range

effectiveness Mission target performance effectiveness

Task target operating environment

Mission target capability range Task target type range

environment Mission target performance environment

Hosted function requirement

Hosted task requirement

Resource organization model

space Mission target performance space

Mission target performance area

Operational process type environment

Operational process type validity Operation management type validity

FIGURE 7.20 Resource capabilities, operations, and status process.

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space. Since each resource has its own capabilities, conditions, operations, and performance, the system resource organization builds resource types, operational processes, and performance that support and meet these requirements based on the hosted tasks and functional objectives, capabilities, processes, and space requirements. For system resource organization, it is not only desirable to support and complete the operation of hosted tasks and functions but it is also hoped that resources can be integrated to achieve resource sharing and improve resource utilization. Through process reuse, process efficiency can be improved, and results can be reused to reduce duplicate activities, to improve the confidence of results through status management. This is the system physics integration. Physical integration (also referred to as resource integration) is an integrated technology that addresses system resource utilization, operational efficiency, and outcome confidence. Its goal is to improve the efficiency of system resources, operational efficiency, and effectiveness of results. First, according to the hosted tasks, functional requirements, and the resource types and capabilities, task operations, and functional logic, sharing and integration through hosted tasks and functional capability requirements and resource capabilities improves resource utilization. Second, according to task activities and functional logic requirements, and the resource type and operation process, for the task and function processing process, reuse and integration through hosted tasks and function processing processes and resource operation processes improves process efficiency. Finally, depending on the state of the resident task and function (such as task failure, functional error), according to resource operation operations (such as defects), for system operation and state management, through the integration of the current system running task fault status, functional error status and resource defect status, the system task running result, function processing result and resource operation result confidence are improved. The physical composition is shown by the following equation. F1 (physical integration) ¼ f (f1 (resource capacity integration), f2 (resource operation integration), f3 (resource status integration) F1 (resource capacity integration) ¼ g (g1 (resource application integration), g2 (resource capacity integration), g3 (resource efficiency integration) F2 (resource operation integration) ¼ g (g1 (operation type integration), g2 (operation capability integration), g3 (operation mode integration) F3 (resource status integration) ¼ g (g1 (capability status integration), g2 (performance status integration), g3 (result status integration) Physical integration supports the ability types (types, capabilities, operations, conditions, performance) and resource integration objectives (the hosted task requirements, hosted function requirements, resource capability requirements, resource capability organization, operation process organization, and operation management organization) of subresources through the establishment of a resource integration process (resource types, resource capabilities, operating modes, operating conditions, resource results, resource status). It further forms a comprehensive integration of resources (capability, type, status, operation, condition, performance) by the various subresources acting areas (capability area, process area, status area, support area). This is shown in Fig. 7.21.

7.5 System organization process and integration

FIGURE 7.21

395

Physical processes integration.

7.5 System organization process and integration System organization and integration is oriented to the system tasks integration of application organization and operation, oriented to system function integration of system capability organization and processing, system physical integration of system resource organization, and operation for system equipment organization. The application integration of avionics system is comprehensively established on the basis of system task organization, and on the application requirements and objective expectations of the system. It is based on the application scenario and environmental conditions of the system, and considering the characteristics, roles, and fields of the task, through task activities, behaviors, and process organization, the implementation of the task organization is united, coordinated, and complementary to achieve the optimization of goals, processes, and results of mission operations. The three basic elements of the system are: application capabilities, effectiveness, and efficiency; organizational capabilities, effectiveness, and efficiency; and operational capabilities, effectiveness, and efficiency. The organizational architecture of the system determines the capabilities and methods of system organization and determines the requirements of the system organization task mode, function mode, and resource mode. The system application task organization architecture determines the systemic application form and capabilities, and determines the systemic application goals, application process, and application result requirements. Therefore, we must establish a system task organization, through the system optimization technology, to achieve system application capabilities, effectiveness and efficiency of the optimization process; system organization capabilities, effectiveness and efficiency of the optimization process; and system operation capabilities, effectiveness and efficiency of the optimization process.

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7. The integration of avionics system organization

7.5.1 System integration space and comprehensive task composition System integration technology aims at system optimization requirement. Based on system requirements architecture and system organization structure and system application goals and requirements, system capabilities, effectiveness and efficiency are optimized based on system organization and capabilities, system integration mode and technology. Therefore, according to the requirements of the avionics system architecture, and the classification of the system organization structure, the avionics system integration technology is divided into three major spaces: application space, capability space, and physical space. Through system application space integration, the application task activity, organization, and objective activity integration are realized to form goals and performance optimization for different application objects, environments, and modes of the system. As well, through system capability space integration, system capability scope, roles, and logic information are integrated, to form the quality and effectiveness of system capabilities in different goals, environments, and status of the system. In addition, through the systemic physical capabilities integration, it is to realize system physical ability, modes, and operations integration, and to form resource utilization (minimum resource allocation), operational efficiency, and results confidence optimization. Therefore, the system integration technology consists of the task integration technology for system application mode, the function information integration technology for system capability, and the system physics integration technology for system resources. This is shown in Fig. 7.22. The avionics system application capabilities and requirements are based on the mission requirements of aircraft applications, according to flight phases and scenes organization, and based on the flight process application mode, capability mode, and physical mode, through organization, integration, and merging, to realize ability requirement organization of task processing. The task system capability requirement is the goal of the avionics system organization, which determines the avionics system capabilities and performance, and lays the foundation for the task system organization, function organization, and physical organization. The avionics systemic capability requirements are: First, to meet the requirements of the system task organization, that is, the application capability organization based on the activity behavior of the task process. Second, to meet the system function organization requirements, that is, the discipline capability organization based on the logic processing of the functional process. Third, to meet the requirements of the system physical organization, that is, based on the operation of the resource process and the ability to run performance capabilities.

7.5.2 Contents of system task integration, functional integration, and physical integration The system task integration technology is an integrated technology for the task application efficiency organization and management process of an avionics system, and is an optimization technology for system application efficiency organization. The main contents of avionics system integration are: system situation integration (perceived organization), task pattern integration (activity organization), and task decision integration (decision organization). The system task integration must firstly determine the task requirements of the

7.5 System organization process and integration

397

FIGURE 7.22 Integrated avionics system architecture organization.

application: situation awareness, task organization, and operation management to establish the space and tasks for system task integration according to the system application model, and determine the comprehensive task organization through the task integration factors: goals, roles, relationships, process, conditions, and capabilities to establish comprehensive mission guidance factors. Through the task integration process, it is to determine the role of the integrated task: service, function, environment, degree and conditions to establish a comprehensive scope of tasks. In addition, through task integration of the objective area, it is to form a comprehensive task improvement space: target area, capability area, environmental area, and support area to establish task capability, scope, and performance improvement space. System function integration is a comprehensive technology for avionics system capability organization and processing efficiency improvement. It is an optimization technology for system function organization. The main contents of avionics system integration are: system function capability integration (discipline organization), system function processing integration (logical organization), and system function input integration (performance organization). The system task integration must firstly determine the integrated functional requirements of the system according to the task capabilities: discipline organization, logical organization, and sensor input organization to establish a comprehensive system of space and tasks;

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7. The integration of avionics system organization

determine the integrated functional organization through the functions integrated elements: capabilities, types, relationships, processes, conditions and elements to establish functional integrated guiding elements. In addition, through the integrated process of functions, it is to establish functional integrated objects: profession, resources, process, degree and conditions to establish functional comprehensive scope. Moreover, through the integrated function of the target area, it is to form an integrated task to enhance the space: target area, discipline area, conditional scope, element scope, and establish functional capability, processing, and efficiency improvement space. System physics integration is an integrated technology for resource organization and operation processing improvement of avionics systems, and is an optimization technology for system physics resource organization. The main contents of the avionics system physics integration are: system resource capability integration (resource sharing), system resource operation integration (process reuse), and system resource status integration (fault/error/ defect). System physics integration must firstly determine the integrated resource requirements of the system according to the hosted tasks and functional requirements: resource capability organization, operation process, and operation status, establish system physics integration space and tasks, and determine comprehensive resource organization through comprehensive physical factors: capabilities, types, status, operations, conditions, and performance, to establish integrated resource guidance elements. It is to establish integrated resources by object integration processes: types, capabilities, operations, conditions, and performance; establish integrated scope of resources; form comprehensive space for resource improvement: capability sharing, process sharing, status sharing, operation reuse, establish resource capability scope, utilization, operation efficiency, and confidence enhancement space. This is shown in Fig. 7.23. Integrated avionics system task organization integration goes through the planning phase, situation integration phase, task management phase, and decision phase. Through the integration of mission objectives, processing methods, and organizational modes, the system mission planning capabilities, organizational capabilities, and effectiveness capabilities are enhanced; through situation awareness, identification, and inferential integration, mission capability assessments are formed for comprehensive mission planning. As well, through the integration of system tasks organization, safety alarms, and task status display, it improves task execution capabilities, monitoring capabilities, and management capabilities; according to the task organization plan or optimization rules, it forms task tree decisions based on target effectiveness. In the entire task organization and integration process, the environmental conditions, environmental capabilities, and effectiveness formed through system awareness and situation recognition are prerequisites for planning, situation integration, task management, and decision-making, and they have a direct influence on improving the systemic task-awareness and organizational capabilities.

7.5.3 Architecture of comprehensive technical classification and technical organization The architecture of comprehensive technology classification and technical organization are methods and ways to describe avionics system application tasks, system functions, and equipment resources. The technical methods and capabilities aim at the complexity of

399

7.5 System organization process and integration

Task integration 1. Integrated task (situational awareness, task organization, operation management) 2. Integrated elements (goals, roles, relationships, processes, conditions, capabilities) 3. Integrated process (business, function, environment, degree, condition) 4. Integrated area (target area, capability area, environmental area, support area)

Functional integration

Functional integration

1. Integrated tasks (discipline organization, functional processing, sensor input) 2. Integrated elements (capabilities, types, relationships, processes, conditions, elements) 3. Integrated process (discipline, resource, process, degree, condition) 4. Integrated area (target area, discipline area, condition range, element range)

1. Integrated tasks (discipline organization, functional processing, sensor input) 2. Integrated elements (capabilities, types, relationships, processes, conditions, elements) 3. Integrated process (discipline, resource, process, degree, condition) 4. Integrated area (target area, discipline area, condition range, element range)

Physical integration

Physical integration

1. Integrated tasks (integrated resource capabilities, integrated operational processes, integrated operational status) 2. Integrated elements (capabilities, types, status, operations, conditions, performance) 3. Integrated process (type, capability, operation, condition, performance) 4. Integrated area (capability sharing, process sharing, status sharing, operational reuse)

1. Integrated tasks (integrated resource capabilities, integrated operational processes, integrated operational status) 2. Integrated elements (capabilities, types, status, operations, conditions, performance) 3. Integrated process (type, capability, operation, condition, performance) 4. Integrated area (capability sharing, process sharing, status sharing, operational reuse)

FIGURE 7.23 Integrated avionics system architecture organization.

avionics systems. System application organization technology, system function processing technology, and resource organization and operation technology are used to maximize system application efficiency, system discipline combination and cooperation optimization, and system resource organization and configuration minimization, as well as maximization of system function processing efficiency, and maximization of system operation effectiveness. According to the above, the system organization consists of system application organization, system function organization, and equipment capability organization. The system processing consists of system application task activity process, system function logic operation process, and equipment resource operation process. Therefore, first of all, the system application technology is aimed at the system application requirements, goals, scenes, and environments. According to the organizational mode of system application tasks, the technical goals, fields, methods, and approaches are constructed based on the processing requirements of the system application activity behavior process. That is, the system application technology implements the application organizational capabilities and processing based on the system application requirements and goals, and forms application task results and benefits. Second, the system functional technology is aimed at the system functional profession, logic, performance, and conditions. Based on the organizational mode of the system functionalities, the system functional logic requirements are used to determine the technical areas, modes, methods, and performance. That is, the system function technology is based on the logical

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7. The integration of avionics system organization

requirements and goals of the system function, and the ability and process of function organization are implemented to form the system function quality and processing results. The system equipment resource technology is for the system equipment resource operation type, process, status, and result. According to the subsystem equipment resource composition mode, and the equipment resource operation processing, the technical capability, scope, method, and result are constructed. That is, the equipment resource technology implements the equipment resource organization ability and processing based on the system equipment resource requirement type and target, and forms the system equipment resource processing result and effectiveness. Therefore, according to the goals of the avionics system, and the classification of system components, the avionics system integration is divided into three major spaces: application space, functional space, and resource space. Through the application of spatial technology processes in the system, the application task behaviors, organization, and goals are processed to form a system application with maximum application efficiency and application optimization effect. As well, through the system function space technology process, the system function processing efficiency is achieved and the system capability requirements are formed, improving system function operation efficiency and effectiveness. In addition, through the system resource space technology process, the equipment resource operation processing and results are achieved, resulting in maximum resource utilization (minimum resource configuration), maximum processing efficiency, and highest result confidence. For avionics systems, since the system architecture consists of system task architecture, system function architecture, and system physics architecture, the technical classification and composition of avionics systems consists of task organization for avionics systems for application requirements: system technology, avionics system function organization oriented to function capabilities; discipline technology, avionics systems organization oriented to operational processing; and equipment technology. 7.5.3.1 Organization and architecture of system technology System technology is oriented to application organization and overall capability requirements, providing system requirements, system architecture, and system integration. The main tasks of system technology are: system application mode organization technology, system capability mode organization technology, system optimization mode organization technology, and system effectiveness mode organization technology. This is shown in Fig. 7.24. The system application mode and organization technology consist of system application requirements design technology, system application environment design technology, system application activity design technology, and system capability design technology. First of all, for the mission of the flight, define the flight objectives and requirements, determine the system application requirements design technology, and construct the avionics system application requirements. Second, for the flight phase of the aircraft, define the flight environment and conditions, determine the system application environment design technology, and construct the avionics system application scene requirements. Third, for flight missions, define mission patterns and activities, determine system application activity design techniques, and construct avionics system flight process requirements. Fourth, for aircraft flight process assurance, define the characteristics and behaviors of the flight process, determine

401

7.5 System organization process and integration

System application mode and organization technology System application requirements design technology

System application environment design technology

System application activity design technology

System application capability design technology

System capability model and organization technology System task design technique

System function design technology

System resource design technology

System architecture design technology

System optimization mode organization technology System task organization and integration technology

System function organization and fusion technology

System resource organization and integrated technology

System status organization and management technology

System effectiveness mode organization technology

System application validation technology

System function validity verification technology

FIGURE 7.24

System resource validity testing technology

System organization effectiveness assessment technique

System technology organization structure.

the system application capability design techniques, and construct the avionics system flight capability requirements. The system capability mode and organization technology consist of system task design technology, system function design technology, system resource design technology, and system architecture design technology. First of all, for the application requirements of the system, define the task requirements of the system application implementation, determine the system task design technology, and construct the avionics system task organization. Second, for the task organization of the system, define the system capability requirements for supporting tasks, determine system function design techniques, and construct avionics system function organization. Third, for the functional organization of the system, define the resource requirements for supporting the function operation, determine the system

402

7. The integration of avionics system organization

resource design technology, and construct the avionics system resource organization requirements. Fourth, for system tasks, functions, and resource organization, define application, capability, and operational integration requirements, determine system architecture design technologies, and construct avionics system organization requirements. The system optimization mode and organization technology consist of system task mode and integrated technology, system function mode and integrated technology, system resource mode and integrated technology, and system status organization and management technology. First of all, for the task organization of the system, define the system mission objectives and capability requirements, determine the system task activity organization mode technology, form the task activity optimization comprehensive technology, and construct the avionics system task integration. Second, for the functional organization of the system, define the capabilities and quality requirements of the system functions, determine the system functional capabilities organization technology, form a functional process optimization integrated technology, and construct a comprehensive avionics system function. Third, for the system resource organization, define system resource types and operational requirements, determine system resource capability organization technologies, support resource optimization and sharing and comprehensive technologies, and construct avionics system resource integration. Fourth, for the organization of system tasks, functions, and resources, define the integrated requirements of applications, capabilities, and operations; determine the tasks, functions, and resource operating status management technologies; and construct the integrated optimization requirements for avionics systems. The system effectiveness mode and organizational technology consist of system application effectiveness validation technology, system function effectiveness validation technology, system resource effectiveness testing technology, and system organization effectiveness assessment technology. First of all, oriented to system application requirements, according to the system task organization, for the system task integration, define the system application objectives, task activities, and task comprehensive validation standards, establish system application effectiveness validation technology to meet the system application effectiveness requirements. Second, oriented to the system functional requirements, according to the system function organization, for system function integration, define the system function capabilities, functional processing, and functional comprehensive verification standards, establish a system function effectiveness validation technology to meet the requirements of system function effectiveness. Third, oriented to system resource requirements, according to the system resource organization, for the integration of system resources, define system resource organization, resource operation, and resource comprehensive testing standards, establish system resource effectiveness testing technology, and meet system resource effectiveness requirements. Fourth, for the integration organization requirements of system tasks, functions, and resources, according to the application, capability, and operation integration, for the status management of tasks, functions, and resources, define the system organization effectiveness evaluation criteria, and establish system organization effectiveness evaluation technology to satisfy the system organization effectiveness requirements. 7.5.3.2 Organization and architecture of discipline technology Discipline technology is oriented to discipline organizations and functional processing requirements, providing discipline domain capabilities, functional logic organization, and

403

7.5 System organization process and integration

processing methods. The main tasks of discipline technology are: establishing discipline technical field classification, determining discipline functional organization, clarifying discipline performance processing, and determining discipline competence. This can be shown in Fig. 7.25. System discipline fields and organization technologies consist of system discipline function classification and organization mode, discipline function role space and scope, discipline function logic mode and domain, and discipline function organization structure and capability. First, for capability characteristics of the task organization, define discipline capabilities and composition requirements, determine the functional classification and organization mode, and meet the task process capability requirements. Second, for the classification and

Discipline field and organizational technology Discipline function classification and organization mode

Discipline function space and area

Dicipline function processing logic and field

Discipline functional structure and organization

Discipline function and organization technology Discipline features and processing

Discipline function logic and ability

Discipline functional processes and capabilites

Discipline functional technology and results

Discipline technology and organizational technology Discipline function technical characteristics and classification

Discipline function processing method technology

Discipline function logic organization technology

Discipline technical status organization and management

Discipline effectiveness organization technology

Discipline functional capability simulation technology

Functional organization and process evaluation techniques

FIGURE 7.25

Functional Processing and Performance Verification Technology

Functional effectiveness assessment technique

Discipline technology organizational structure.

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7. The integration of avionics system organization

composition of discipline functions, define discipline capabilities and characteristics, determine the scope and domain of discipline functions, and meet the scope requirements of task results. Third, for the discipline function composition and scope, define the discipline capabilities and processing methods, determine the discipline function processing logic and fields, and meet the task operation mode requirements. Fourth, for discipline function classification, capability, and processing composition, define the discipline functional types, scopes, and processing logic organizations, determine the functional organization structure and capabilities of the system, and meet the requirements of avionics system functional architecture organization. The system discipline function organization technology consists of system discipline function features and environment, discipline function logic and processing, discipline function process and capability, and discipline function technology and results. First of all, for discipline features and roles, define the discipline type and capability requirements, determine the functional logic and processing, and meet the system capability requirements. Second, for types and areas of discipline functions, define functional capabilities and functional spaces, determine functional logic and processing, and meet functional capability requirements. Third, for the discipline function logic organization, define the function processing method, determine the function process, and satisfy the function processing requirements. Fourth, for functional capabilities, logic, and process composition, define functional goals, processes, and status organization, determine functional conditions, techniques, and results organization to meet the requirements of avionics system functional process results. The system discipline function and technology method consists of system discipline function and technical characteristics and classification, discipline function processing methods and elements, discipline function logical organization and conditions, and discipline functional and technical status and management. First of all, for discipline function features and objectives, define discipline function processing technology requirements, determine the functional and technical features and classification, and meet the requirements of system functional technology implementation. Second, for the processing technology requirements of discipline functions, define the functional technology processing and environment, determine the function processing methods and elements, and meet the requirements of functional technology processing modes. Third, for the processing methods requirements of discipline functional technologies, define the logical process of the functional processing methods, determine the functional logic organization and conditions, and meet the functional technology implementation process requirements. Fourth, for the functional and technical characteristics, processing methods and logic conditions, define functional technology requirements, capability conditions and process status organization; determine the functional and technical status organization and management; and meet the requirements of the avionics system function processing and management. The system discipline function effectiveness method consists of the system function domain and capability simulation technology, function organization and process validation technology, function processing and performance verification technology, and function processing result effectiveness evaluation technology. First of all, for the discipline features and objectives, define the application requirements and demand for discipline functions, determine the functional areas and capabilities simulation technology, and evaluate the functional organizational effectiveness through functional simulation. Second, for the objectives and

7.5 System organization process and integration

405

requirements of the application of discipline functions, define the functional capabilities and organizational requirements and demands, determine the functional organization and process validation techniques, and evaluate the effectiveness of functional processes through functional verification. Third, for discipline function processing logic and performance, define functional logic methods and processing performance, determine function processing and performance verification techniques, and evaluate the effectiveness of the system processing through functional verification. Fourth, for function application simulation, process validation, and logic verification, define functional assessment requirements and demands, determine effectiveness evaluation results of functional processing results, and ultimately verify and evaluate system functional capabilities, processing, and results validity. 7.5.3.3 Organization and architecture of equipment technology Equipment technology is oriented toward resource and platform organization and functional operation of equipment, providing the resource environment supporting for function operation, resource operation process and resource effectiveness method. The main tasks of equipment technology are: establishing discipline classification of equipment, determining equipment functional capabilities, determining performance requirements of equipment, and determining status effectiveness of equipment. This is shown in Fig. 7.26. Equipment discipline organization technology consists of equipment discipline and characteristic technology, equipment environment and condition technology, equipment operation ability and result technology, and equipment operation performance and effectiveness technology. First of all, for the features of the equipment operating functions, define the capabilities and performance requirements of the equipment, determine the equipment discipline and feature definitions, and construct the functional operating requirements that support the equipment. Second, for equipment types and supported functional features, define equipment capabilities and functional environment requirements, determine equipment environment and condition technologies, and establish equipment operating conditions and operating environment requirements. Third, for the type of equipment and environmental conditions, define the equipment operation process and result status, determine the equipment operating capability and the resulting technology, and construct the equipment operation capability and result requirements. Fourth, for equipment types, environments and capability requirements, define the equipment capabilities, conditions and operations, determine equipment operating performance and effectiveness technologies, and establish equipment operating performance and results effectiveness requirements. Equipment function organization technology consists of equipment field and function classification technology, equipment capability and function logic technology, equipment environment and function quality technology, and equipment result and function processing technology. First of all, for the function type of the equipment operation, define the operation and operation requirements of the equipment, determine the equipment field and function classification technology, and construct the area and scope requirements for the equipment with hosted function. Second, for the equipment operation area and the hosted function characteristics, define the equipment operation capability and function operation logic requirements, determine the equipment capability and function logic technology, and construct the requirements for the hosted function operation logic equipment support capability. Third, for equipment capability organization and function processing logic, define

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7. The integration of avionics system organization

Equipment discipline organization technology Equipment discipline and feature definition

Equipment environment and condition design

Equipment capability and result design

Equipment performance and effectiveness

Equipment function organization technology Equipment discipline and functional classification

Equipment capability and functional logic

Equipment environment and functional quality

Equipment results and functional processing

Equipment performance organization technology

Equipment function processing performance

Equipment resource operation performance

Equipment result quality performance

Equipment environmental condition performance

Equipment effectiveness organization technology

Equipment result validation technology

Equipment functional validity verification technology

FIGURE 7.26

Equipment performance effectiveness testing technology

Equipment capability effectiveness assessment technique

Resource technology organizational structure.

equipment operation process and function operation requirements, determine the equipment environment and function quality technology, and construct equipment operation environment requirements for functional operation quality. Fourth, for equipment operation areas, capabilities, and environmental requirements, define requirements for equipment operation and functional processing conditions, determine equipment results and functional processing technologies, and establish requirements for equipment operation results and functional processing effectiveness. The equipment performance processing technology consists of equipment functional processing performance technology, equipment resource operating performance technology, equipment result status performance technology, and equipment environment condition

7.6 Summary

407

performance technology. First, for the type of equipment-hosted function processing, define the equipment operating function processing environment requirements, determine the equipment function processing performance technology, and construct the configurationoriented processing function performance and condition requirements. Second, for equipment resource types and operating characteristics, define the equipment resource usage conditions and operating process requirements, determine the equipment resource operation performance technologies, and construct the performance requirements for resource-oriented operation processes. Third, for the equipment capability organization and function processing logic, define the equipment result form and result performance requirements, determine the equipment result status performance technology, and construct equipment performance requirements for functional operation quality. Fourth, for equipment operation process and result performance, define the equipment operation and result processing conditions and environment, determine the equipment environment condition performance technology, and construct the environment and condition requirements that guarantee the performance of the equipment operation results. The equipment effectiveness assurance technology consists of equipment result validation technology, equipment function effectiveness validation technology, equipment performance effectiveness measurement technology, and equipment capability effectiveness assessment technology. First of all, for the equipment resource operation and the output result requirements, define the operation and result requirements of the equipment, determine the confirmation technology for the effectiveness of the equipment results, and meet the equipment operation effectiveness requirements. Second, for the requirements of the equipment hosted function operation result, define the equipment operation capability and function operation condition, determine the equipment function validity verification technology, and satisfy the equipment hosted function operation efficiency requirements. Third, for equipment capacity and operational process requirements, define the equipment operating performance and operating process conditions, determine the equipment performance effectiveness measurement technology, and meet the equipment operating performance effectiveness requirements. Fourth, for equipment operation and function operating result requirements, define the equipment operation process and function processing condition requirements, determine the equipment capability effectiveness assessment technology, and meet the equipment capacity and function operation result requirements.

7.6 Summary The avionics system organization is a systemic structured organization. The application task layer, system function layer, and physical equipment layer have independent organization, operation and management modes, supporting system tasks, functions and equipment operation and management, and provide overall system organization and management capabilities. By building an avionics system application task layer, system function layer and physical equipment layer integrated organization and management, the avionics system integration constructs system application tasks, function processing, and physical resources integration operation process, to achieve system application tasks, function processing, and physics resource integration optimization goals.

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7. The integration of avionics system organization

This chapter introduces the system applications, capabilities, and equipment components. It describes the flight application mission, system function capabilities, and equipment physical resources integration mode. For the system integration organization, it describes the system task composition and organization process oriented to the target requirements of flight applications, the system function structure and organization process oriented to application task operation requirements, and the equipment resource composition and organization process oriented to system function processing requirements. Then, it describes the system function mode of system applications, functions, and equipment. Finally, it describes the comprehensive technical organization architecture of system application tasks, system functions, and equipment resources. The main focus is the following:

7.6.1 Establish organization and integration mode of system application task This chapter firstly introduces the system task organization architecture, describes the task organization based on application task architecture, that is, the application task application mode, organization mode, and organizational elements, supporting the system application task capability organization; secondly, it introduces two modes of system application task organization. One is the task organization of system application capability, which is oriented to application capability requirements-task generation process, and the other is system operation task organization, which is oriented to task operation requirements-task organization process, supporting system application task process organization. Then it introduces the organization of capabilities, activities, and behaviors, that is, the task process organization form, action process and role field, supporting the integration organization of the system application task. Finally, it introduces the integration of application tasks, that is, task-aware integration, task organization integration, and task operation integration.

7.6.2 Establish organization and integration mode of system function processing This chapter firstly introduces the system function organization, describes the functional organization based on system functional architecture, that is, system function application requirements, organizational modes, and organizational elements, supporting the system discipline function organization. Then it introduces two modes of system functional organization. One is the system discipline capability function organization, which is oriented to the task capability requirementsdfunction generation process; the other is the system operation function organization, which is oriented to the function operation requirementsd the task organization process, and supports the system function processing organization. In addition, it introduces the system function capability, logic and operation organization, that is, functional process organization form, role process and role area, and supports system function processing integrated organization. Finally, it introduces system function integration, including function discipline integration, function processing integration, and function input integration.

References

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7.6.3 Establish organization and integration mode of system physical resource This chapter firstly introduces the physical organization architecture of the system, describes the organization of the resources based on the system physical architecture, that is, the operating mode, organizational mode, and organizational elements of the system resource, supporting the organization of the physical resource capability of the system. As well, it introduces two modes of system resource organization. One is system hosted capability resource organization, that is oriented to the hosted capability requirementsdresource generation process; and the other is the system resource operation organization, that is, oriented to resource operation requirementsdresource organization process, supporting system resource operation process organization. Then, it introduces the system resource capabilities, operations, and status organization, that is, system resource organization forms, role forms, and role types, supporting the integrated organization of system physical resources. Finally, it introduces the integration of system resources, that is, the resource capabilities integration, resource operation integration, and resource status integration.

7.6.4 Establish integrated technical organization architecture For system task, system function, and system physical architecture, according to system tasks, system functions, and system physics integration mode, this chapter introduces system task technologydoriented to task organization and integration; system function technologydoriented to function organization and integration; and system equipment technologydoriented to resource organization and integration. It discusses the system task technology composition, namely system application mode technology, system capability mode technology, system optimization mode technology, and system effectiveness organization technology. As well, it discusses the system function technology composition, namely discipline functional field technology, discipline function processing technology, functional process performance technology, and function result effectiveness technology as well. Finally, it discusses the system resource technology composition, namely equipment capability organization technology, equipment operation processing technology, equipment operation performance technology, and equipment result effectiveness technology.

References [1] V. Januzaj, S. Kugele, F. Biechele, et al., A configuration approach for IMA systems, SEFM, 2012, pp. 203e217. [2] J. Rosa, J. Craveiro, J. Rufino, Safe online reconfiguration of time- and space-partitioned systems, in: IEEE international conference on industrial informatics, IEEE, 2011, pp. 510e515. [3] R. Wolfig, M. Jakovljevic, Distributed IMA and DO-297: architectural, communication and certification attributes, Dasc 2008. Ieee/aiaa. IEEE, 2008:1.E.4-1-1.E.4-10, in: Digital avionics systems conference, 2008. [4] B. Annighöfer, F. Thielecke, Multiobjective mapping optimization for distributed modular integrated avionics, in: Digital avionics systems conference, IEEE, 2012, pp. 6B2-1e6B2-13. [5] M. Lauer, J. Ermont, F. Boniol, et al., Latency and freshness analysis on IMA systems, vol. 19 (6), 2011, pp. 1e8. [6] L. Tang, Research on functional isolation mechanism in secure operating system, University of Science and Technology of China, 2007.

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[7] A. Easwaran, I. Lee, O. Sokolsky, et al., A compositional scheduling framework for digital avionics systems, in: IEEE international conference on embedded and real-time computing systems and applications, IEEE, 2009, pp. 371e380. [8] W. Li, Research on construction and configuration of highly reliable embedded operating system, Nanjing University of Aeronautics and Astronautics, 2010. [9] S. Schneele, F. Geyer, Comparison of IEEE AVB and AFDX, in: Digital avionics systems conference, IEEE, 2012, pp. 7A1-1e7A1-9. [10] H. Xiong, Z. Wang, Advanced integrated avionics technology, National Defense Industry Press, 2009.

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The integrated architecture of typical avionics systems O U T L I N E 8.1 Federated architecture system integration 8.1.1 Organization of operations based on equipment domain 8.1.1.1 Discipline equipment organization for application fields 8.1.1.2 Function processing organization for equipment discipline 8.1.1.3 Resource capability organization for function processing 8.1.2 Function requirements based on equipment capabilities 8.1.2.1 Function discipline requirements for independent equipment capabilities 8.1.2.2 Function quality requirements for independent equipment resource performance 8.1.2.3 Function operation requirements for

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8.1.3 Integration of function results based on system capabilities 8.1.3.1 System capability integration based on equipment discipline domain 8.1.3.2 System condition integration based on equipment environment organization 8.1.3.3 System result integration based on equipment function processing

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8.2 IMA architecture system integration 430 8.2.1 IMA platform resource organization 433 8.2.1.1 Establish IMA platform resource capabilities for system-hosted functions 433

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8.2.1.2 Establish an independent mode of IMA platform resources and hosted functions 434 8.2.1.3 Establish IMA system resource organization 435

8.2.2 IMA system organization architecture 8.2.2.1 General mode of resources and hosted functions 8.2.2.2 Resource time sharing usage and function partition protection 8.2.2.3 Hierarchical organization of application, function, and capability operation 8.2.3 IMA system integration mode 8.2.3.1 Establish resource integration based on IMA platform 8.2.3.2 Establish function integration based on IMA platform 8.2.3.3 Establish application task integration based on IMA system 8.3 DIMA architecture system integration 8.3.1 DIMA system virtual space 8.3.1.1 Virtual space of system application mode 8.3.1.2 Virtual space of system function processing 8.3.1.3 Organization mode of system virtual space 8.3.2 DIMA system physical space

8.3.2.1 The organization of distributed system capability of system physical space 8.3.2.2 The organization of distributed resource capability of system physical space 8.3.2.3 Excitation mode of system physical space

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The avionics system integration is a system technology that adopts the system integration methods to enhance the system task application efficiency, improve the system function capability, and improve the system resource operation effectiveness. In the previous chapters, we introduced task integration, function integration, and physical integration of avionics systems,

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discussed integration goals, capabilities, and benefits, and described integration tasks, methods, and processes. According to the development trend of avionics systems and facing the overall avionics system design requirements, a top-down system design philosophy was adopted, while the system architecture organization and the system integration method were discussed. That is, by describing the requirements of flight applications, system task composition and system task integration were described systematically. By describing the system organization, system function composition and system function integration were described systematically. By describing the system physical organization, system resource composition and system physical integration were described systematically. Therefore, the integration mechanism, ideas, and methods of avionics systems were discussed in detail. The typical avionics system engineering integration method is a comprehensive aviation system integration method, which is based on the avionics system integration engineering implementation status and describes the system integration (flight efficiency, system efficiency, resource effectiveness) oriented to the engineering ability. The typical avionics system engineering integration method combines the development course of thought and forms a representative system integration technology based on the technical capabilities and technology maturity at that time. That is, according to the avionics system development history and development phase, facing the needs of flight engineering applications and engineering development capabilities, the typical avionics system integration architecture is defined according to the capabilities and characteristics of the representative technologies at that time, and the avionics system integration technologies and methods are described. This chapter mainly introduces the current typical avionics system integration architecture. The so-called typical avionics system architecture is the trade-off between theoretical avionics system architecture integration technology and engineering application technology. It is known that any technology implementation process must be affected by three factors, namely the balance factors based on technological progress and technology effectiveness, the balance factors of system organization and system complexity, and the balance factors of application requirements and development costs. The typical avionics system integration architecture is the outcome of the balance of these three factors. From the avionics system engineering research and research development process, the current three typical architectures of avionics system integration are: federated avionics system architecture (federated architecture), integrated modular avionics (IMA) system architecture, and distributed integrated modular avionics (DIMA) system architecture. These three typical integrated avionics architectures have been applied to current aircraft or are being developed for next-generation aircraft. For example, the federated avionics architecture has been applied to the B737 and A320 aircraft. The IMA architecture has been applied to the B787 and A380 aircraft. The DIMA system is being studied for the needs of next-generation aircraft. These three system architectures have become typical representatives of avionics system architecture. This chapter will systematically introduce these three typical avionics system architecture integration in terms of ideas and methods. Typical avionics system integration architecture is a trade-off between the system integration technology theory and method and the engineering technology implementation and capability. In general research, we often abstract the physical world of reality into an ideal theoretical world, remove the particularity and background constraints of research objects, establish ideal conditions, discuss research ideas, establish research goals, define research methods, determine the research process, and analyze the results of the study.

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However, in the real world of physics, any technical research, high-tech features, and complex systems must be affected by the capability issues, technology issues, condition issues, maturity issues, time issues, and cost issues of the real environment. It is bound to make certain compromises and trade-offs. The avionics system integration technology is the same with that, because it is necessary to balance the current avionics system technology requirements with engineering capabilities, development capabilities, and engineering conditions to implement a balance of time, capability, performance, and cost. Therefore, the typical avionics system integration architecture is a combination of technology, time, capability, performance, and cost, forming a comprehensive architecture of three typical avionics systems: federated architecture, and IMA and DIMA architecture. This chapter will discuss the avionics system integration techniques and methods discussed in the previous chapters, and the trade-offs of typical avionics systems. It will systematically discuss the features of the federated avionics architecture, IMA architecture, and the DIMA architecture; describe the system applications, capabilities, and operational components of the three typical architectures; discuss the system tasks, functions, and resource organization of the three typical architectures; and analyze the system tasks, functions, and physical integration methods of the three typical architectures, and also the efficiency, effectiveness, and efficacy of the system integration of the three typical architectures.

8.1 Federated architecture system integration The federated system architecture is the “federal” organizational management mode for avionics systems. The federated system architecture is proposed as equipment capabilitybased system application integration, due to the information technology capabilities, equipment resources, and technology composition at the time, and is subject to system application technology status, system architecture technology and capabilities, and based on the data processor technology, system bus technology capabilities and advancement. In the current discussion on the development of avionics system integration technology, since the federated system architecture is the system organization based on system equipment capabilities, system design and system requirements are concentrated on equipment capabilities and equipment operations. The system capability is only reflected in the equipment processing results, so the federated system architecture is not incorporated into the scope of system integration technology. However, with the advancement of technology and the development of system thinking, and the expansion and deepening of federated system architecture design thinking, especially for flight-oriented application design, many studies have incorporated the system activity of the federated architecture into the integration consideration and organization of the system. There are two main changes in the design of the federated system architecture: First, the avionics system application design has been greatly enhanced. That is to say, the current design of federated avionics systems is no longer based on the current equipment capabilities. Instead, it adopts equipment organization and configuration that meets the requirements of system applications. The second is to increase the organization and integration of system application task operation and system equipment function processing. Since these two aspects belong to the category of avionics system integration, this book will include the federated system architecture in the early form of the

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typical system integration, and focus on the issues of system application organization and system equipment function organization. The federated system architecture emerged in the early 1980s. Digital technology represented by computers at that time was being applied and developed at a high speed. Avionics systems were also in the transition from analog processing to digital systems. The emergence of digital buses at that time greatly promoted the development of avionics integration technology. Under the prevailing technological impetus and restrictions, the main goal of the avionics system integration technology focused on how to integrate the individual components and equipment of the system and achieve the task of flight organization and management in a unified and coordinated manner. Before the federated architecture, the avionics system consisted of discrete, independent equipment. Each item of equipment had its own independent discipline field and function, with its own resources and capabilities, many of which were simulation operating resources, working according to their own characteristics and modes. This system is often referred to as a distributed system architecture. Each item of equipment of the distributed system architecture operates independently. There is no cross-linking and coordination mode between the system equipment. Each item of equipment independently operates its own functions according to the pilot’s operations and commands and belongs to nonintegrated avionics systems. With the advancement of digital technology, especially the development of the bus technology, data cross-connection between distributed equipment becomes possible, forming a federated system organization architecture. The federated system architecture is aimed at the discipline capabilities of different equipment in the system. By establishing the data communication bus of each item of equipment in the system and the data cross-connection between equipment, the federated system architecture realizes the data interaction of system function organization and processing, and forms the system equipment organization and function integration for the integrated avionics system. The federated system architecture is the first integration mode of avionics systems and is a representative product based on the evolution of the distributed system architecture development phase. The federated system architecture is based on the development of digital technology, especially the development of the bus technology. It establishes the cross-linking of independent equipment in the distributed development phase, and realizes the integration and management of the function processing results of each item of equipment in the system through the cooperation of the system independent equipment operation functions. The federated system architecture is a comprehensive trade-off between equipment capabilities and data communications in the distributed development phase, and it realizes an integrated organization of local systems. In the current research category of avionics systems, the federated system architecture does not belong to the integrated avionics system. This is mainly because the federated system architecture is based on “federal” organizations that are autonomously organized and managed. In other words, the federated system architecture equipment is based on its own internal goals, rules, organization, and management collaboration mode. That is, the equipment themselves define goals, configure resources, organize capabilities, operate functions, and manage tasks. However, the result of the equipment operation function of the federated system realizes the integration of avionics system functions through the system bus. From the perspective of the system operation, the federated system architecture equipment is in an independent work mode and belongs to the federal management mode. However, from the perspective of system running, the federated system architecture equipment realizes the integration of system function operation organization

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and processing results through the system cross-linking bus, which is an integration mode. Therefore, in this book we call the federated architecture a preliminary system integration mode. The typical federated avionics architecture is shown in Fig. 8.1. The federated system architecture refers to the “federal” organization and management mode, that is, according to the system function processing business mode and the resources related discipline fields, the avionics system equipment determine their own discipline resource organization, define the system input, and achieve organization processing and management. In addition, according to the requirements of the organization of system functions, the federated system architecture builds cross-links between system equipment based on the capabilities and organization of the system data bus, and establishes data sharing capabilities between system equipment. At the same time, the federated system architecture establishes system function processing and results integration based on the system-built communication data bus according to the requirements of system function organization and operation, and realizes the goal of system function organization and operation.

8.1.1 Organization of operations based on equipment domain For any avionics system, how to establish the system processing and operating organization is the primary task of the system. With regard to the federated system, the system organization is composed of different discipline equipment based on the requirements of the system application field. The system capabilities are organized by different functions based on the system discipline

FIGURE 8.1

Federated avionics system architecture.

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equipment processing. The operation of the system consists of different environmental operating processes based on the system discipline equipment functions. Therefore, the type, function, and operation organization of the federated system equipment are the basic guarantees of system capability, operation, and result validity. In addition, since the avionics system is a system of aircraft flight organization and management, and the capabilities and operations of the federated system are oriented to the field of system equipment, based on the inherent capabilities, environment, and conditions of the system equipment, the system function fields, processing, and logic are inevitably influenced by the system equipment discipline, capabilities, and operating modes. Therefore, for the embedded system of a federated architecture, how to establish system function capabilities, logic, and processing associated with the system equipment discipline, capabilities, and operations is the guarantee for system capability organization and operational efficiency. In this section, we discuss how to select and determine the composition of function processing field of system equipment for the requirements of the field of federated system operation; how to define and determine the logical organization of the function processing of the system equipment according to the requirements of the federated system operation capability; and how to define and determine the environment requirements of system function processing and operating according to the operation and management requirements of the federated system. The goal of a federated avionics system is mainly through the organization and capability of system equipment, according to the function discipline and processing organization of the system equipment, the system application operation and target requirements are achieved based on the system equipment resource organization and operation process. Oriented to system application requirements and embedded features and based on different types of equipment and features classified, the federated avionics system builds equipment that is capable of system discipline processing. The functions contained in the system equipment are the target requirements for the processing of the features and fields of the equipment. Based on a variety of different discipline processing method methods, the system equipment discipline processing mode is provided. Oriented to the logical processing requirements of the equipment-hosted function and based on different resource operation capabilities and processes, the resources configured by the system organize system operation modes and result capabilities. For the characteristics and integration requirements of the avionics system of the federated system, we first discuss the composition of the system. The system consists of specialized equipment, capabilities types, application fields, and operational space to form the system application organization and composition. Second, we discuss the function organization of the system. That is, the function composition, discipline field, organizational logic, and result form of the system form the system capability organization and composition. Finally, we discuss the system resource organization mode. That is, the resource type, operation process, status management, and result performance of the function processing that the system supports form the operating organization and composition of the system. According to system applications, capabilities, and operating organization and requirements, the main features of the federated system equipment and capability organization are as follows: 8.1.1.1 Discipline equipment organization for application fields The discipline equipment organization oriented to the application field mainly describes the system equipment organization of the federated system for the system equipment specialized field. Based on the requirements and characteristics of system applications, according to

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the fields and capabilities of the current equipment, and through the organization and coordination of the equipment, the requirements of system applications are achieved in the federated systems. Because the system application is oriented to the flight process, and the system equipment is oriented to the discipline field, how to establish discipline equipment capabilities through the discipline organization of the equipment, cover the system application space, and provide the realization of the system application task is the primary task of the federated system organization. Therefore, according to the requirements of the federated system organization, first according to the system application form, the system equipment discipline domain characteristics are divided, and the discipline equipment space organization of the system equipment is constructed, to cover the application space of the system. Secondly, according to the application performance of the system, is to establish the discipline form and capability type of the system equipment, build the discipline capability characteristics and performance requirements of the system equipment, and support the system application running target requirements. Thirdly, according to the system application organization mode, the system equipment discipline competence scope and coordination organization are established, the discipline competence working conditions and collaborative operation of the system equipment are constructed, and the requirements of application operation and processing capabilities and the scope of results are covered. The federated avionics system realizes the application capability coverage of the system through the capability organization, performance guarantee, and operation coordination of the system equipment, and lays the foundation for the capability guarantee of system function organization, resource configuration, and system management. 8.1.1.2 Function processing organization for equipment discipline The function organization oriented for equipment discipline mainly describes the organization of the system functions that the federated system is designed to meet the operational requirements of system applications and the system capabilities of the equipment. Federated systems are based on the characteristics and capabilities of the system equipment, and the system function discipline and capabilities based on the equipment organization, the function requirements of the system application are achieved based on the function relationships and integration between the equipment through the function logic and processing supported by the equipment. Since the system application is oriented to the flight process, the system equipment is oriented to the discipline resources field, and the equipment function is based on the logic processing process of the system application organization and system equipment operation capabilities, how to establish the function logic capability to meet the system equipment operational capabilities through the function working field organization and support for system application operational goals is one of the important tasks of the federated system organization. Therefore, according to the requirements of the federated system operation, first, according to the system application environment, the function capability types oriented for the application organization are established, and the function discipline structures for system equipment capabilities are built, the system application goals and environmental requirements are covered. Second, according to the system application running process, is to establish an application-oriented function logic organization, build the function processing requirements of the system equipment capabilities, and support the system application operating process requirements. Thirdly, according to the system application operational goals, is

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to establish a system-oriented function processing process and result capability organization of the system, build a function correlation and weight processing operation between the system equipment, and cover the system application running process capability and result target requirements. The federated avionics system operates cooperatively through function organization, function processing, and function correlation of system equipment, and realizes function discipline organization of the system equipment capabilities, function processing of equipment resource modes, and function-related systems of equipment operations, and satisfies the system application process capability requirements. 8.1.1.3 Resource capability organization for function processing The resource capability organization oriented for function processing mainly describes the system equipment resource capability organization of the federated system for system application running requirements and system equipment function processing modes. The federated system determines the system equipment composition according to the system application requirements, determines function discipline and capabilities according to system application organization and system equipment characteristics, determines the configuration of system equipment resources through the function logic of the equipment, and determines the equipment resources performance according to system function processing and equipment resource operation, ultimately achieving system application capabilities and operational requirements. Since the system application is oriented to the flight process, the system function is oriented to the system discipline logic, and the system equipment must provide the working space requirements for the system application function, and at the same time satisfy the system function to handle the resource operation capability. Aiming at the requirements of flight applications fields and function processing modes of system equipment, how to organize system equipment capabilities to establish the working space, process mode and operating performance of system equipment, meet system application operation requirements, system function processing, and system result quality is one of the most important tasks for federated systems. Therefore, for the requirements of the federated system operation, first, according to the system application operating capability, is to establish the type of equipment capability oriented to the application working area, build the working space for the system equipment capability, and cover the system application operating capability requirements. Secondly, according to the requirements of the system function composition and processing capabilities, the equipment resource type and capability organization oriented to function discipline logic is established, and the resource operation mode for function processing of the system is constructed to support the system function process requirements. Thirdly, according to the system application operating environment and related function processing requirements, the equipment resource performance oriented to the application running objective and function processing quality is established, and the related function processing quality requirements based on the system equipment resource operation are fulfilled to meet the system application running target performance requirements. Through the system equipment resource capabilities organization, the federated avionics system establishes resource capability oriented to system application environment, supports the resource operation capabilities of the related function processing, realizes the system application running target requirements, and satisfies the system function processing process performance requirements. The federated system operation architecture based on the equipment area is shown in Fig. 8.2.

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Application scenario

System Management

Task platform Application task 2

Application task 1

function 12 function 11

Application task n

function 21

function n1

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FIGURE 8.2

process 121

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Organizational structure of federated system operation based on equipment domain.

8.1.2 Function requirements based on equipment capabilities For any system, we are very concerned about the composition and scope of function of the system, that is, what the entire system can do. In this section we mainly discuss how to select and determine the function composition of the system based on the federated system architecture and organizational characteristics. The discipline function requirements for equipment capabilities are the description of the compositional features and organizational modes of a federated avionics system. The federated system is based on the system equipment technology and capabilities, and based on the characteristics of the system intrinsic processing mode, such as self-defining tasks, self-configured functions, autonomous processing of processes, and self-management of the status, then the task mode, function capabilities, and operational resource organization of the system specialized processing requirements are constructed, to implement system organization and operation modes based on equipment capabilities. Each item of equipment or subsystem of the federated architecture is independent, based on the classification of independent discipline features, such as communications discipline and display discipline, and so on. The discipline function organization of the system is based on the discipline capabilities of the equipment, and based on the discipline functions supported by the equipment resources, and for the discipline function range supported by the equipment operating environment, the function organization of the system is constructed to form the system capability and target based on the equipment or subsystem. For example, the system communication function and communication bandwidth and speed are determined according to the capabilities and quality of the current airborne

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communication stations, system communication goals and outcome indicators are established, resource performance and operation modes are determined, and system discipline function organizations are built to form the system organization architecture. In fact, from the above description, the federated system architecture is a milestone in the development of avionics systems. The goal of the federated avionics system architecture is mainly to address the capabilities and functions of the independent system equipment. Through the establishment of the system communication bus, the system function organization and coordinated operation is realized. That is, the federated avionics system architecture organization mode is: facing the external operating environment of the system, organizing independent discipline equipment, realizing the function operation based on the equipment discipline, and providing the avionics system processing result capability through the management and integration of the equipment function operation results. The main features of the federated architecture function organization are as follows: 8.1.2.1 Function discipline requirements for independent equipment capabilities The function discipline requirements in the field of independent equipment capabilities refer to the function discipline that is built up in the field of equipment capabilities. According to the general system design idea, the system function comes from the system application requirements. However, in a federated system, the system functions are based on the capabilities of the system equipment. The federated architecture is actually a federated organization that faces the various equipment capabilities in the system. In other words, the federated system architecture is an avionics system built on the basis of equipment capabilities. In the federated system architecture, all functions of the equipment are completed within the equipment. Each function processing has its own independent working field, independent processing logic, independent operating resources, independent input/output, and is independently organized and operated by the equipment. Therefore, the establishment of a function discipline in the field of independent equipment capabilities is the constitution of the processing capabilities of a federated system. The main features are: First, establish a matched mode between the working field of equipment resources and the discipline field of equipment hosted function. The resource organization of the equipment is the equipment resource type and capability built for the mode requirement of the equipment hosted function processing. The unified working space between the equipment resource capability and the equipment hosted function is established, and the matched mode between the equipment resource capability and the equipment hosted function capability is formed. Second, establish a tight coupling mode between the equipment resource operation capability and the equipment hosted function processing capability. The function processing mode of the equipment is implemented by the equipment resource operation process of the system, and a tight coupling mode is established between the system equipment resource operation capability and the function processing capability, and the equipment resource operation process and the equipment hosted function processing are consistent. Third, establish the consistency of the processing conditions of the equipment resource operating environment and the hosted function. The function process of the equipment is determined by the system equipment resource operating environment. The system equipment resource operating environment determines the function processing requirements, the equipment resource operating environment based on the equipment hosted function processing condition requirements is established, and the equipment resource operation

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organization is determined to satisfy the equipment hosted function processing conditions. In short, the federated avionics system architecture is based on its own specialized field of system equipment, according to the organization capabilities of equipment engineering, to determine the composition of the function, discipline working field, coverage, and processing logic. Through the capability organization of the equipment, it determines its own operation mode, forms the type, capability, and operation mode of the resource, and finally realizes the equipment hosted function composition and processing capability. 8.1.2.2 Function quality requirements for independent equipment resource performance The function quality requirement of the independent equipment resource performance refers to the mode of establishing the function quality of the equipment resource performance organization. According to the general idea of system design, the system function is formed from the system application target requirements. However, in the federated system, the system function performance is based on the operating quality of the system equipment resources. For the federated system architecture, because the capabilities and functions of the equipment are tightly coupled, the system function is achieved through the field, capability, and operation of the coupled equipment resources. The system function processing quality is bound to be limited by resource operation performance. In principle, function processing quality requirements should be derived from system application processing performance requirements. However, for the equipment capability and system function tightly coupled mode, the system function logic organization and processing process is dependent on the equipment associated resource capabilities and operating modes. Since equipment capabilities and operating modes depend on the performance of the equipment resources, the tightly coupled function qualities of equipment depend on the associated resource operations. Therefore, the establishing of the function quality requirement for independent equipment resource performance is the federated system processing performance organization. The major features are: First, establish the consistency between the scope of equipment resource capabilities and the discipline processing scope of equipment hosted functions. The resource capability of the equipment is the equipment resource working space constructed for the mode requirements processed by the equipment hosted function, and a unified mode of equipment resource capability range and equipment hosted function processing range is established to form the equipment coverage of resource operation capability and equipment hosted function processing configuration. Second, establish the consistency mode between the equipment resource operation process and the equipment hosted function processing process. The function processing operation of the equipment is implemented by the system resource operation process of the system, and the tight coupling mode of the system equipment resource operation process and the function processing activity (algorithm) is established, and the equipment resource operation efficiency and the equipment hosted function processing efficiency are realized. Third, establish the consistency of equipment resource quality and hosted function processing quality. The function processing process of the equipment is implemented by the equipment resource operation process of the system. The system equipment resource performance and operation mode determine the quality of the function processing, establish the equipment resource performance based on the equipment hosted function processing quality requirements, and determine the equipment resource performance organization, to satisfy the equipment-hosted function processing quality. In short,

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a federated avionics system is a system that meets the requirements of the system application capabilities by defining related discipline domain capabilities to build the equipment composition of discipline compliance and capability organization. At the same time, on the basis of this, the function composition of the equipment is determined, and the function capabilities and performance requirements of the equipment coupled are established through the capabilities and operation performance of the equipment resources. Finally, for the internal equipment organization of the system, according to the capabilities and the working space of each item of equipment, according to the processing mode and performance of the equipment associated functions, through the federated organization and integration of the system, function organization and processing results of the federated architecture of avionics are formed. 8.1.2.3 Function operation requirements for independent equipment operating environments The function operating requirements of an independent equipment operating environment refer to the mode in which function operating conditions are established by the operating environment of the equipment. According to the general idea of system design, the system function operation depends on the system application operating environment requirements. However, in a federated system, system function operating conditions are based on the system equipment operating environment. The function organization of the federated system is embedded in the capabilities of the system equipment, and the composition of the system equipment capabilities depends on the current operating environment and conditions of the system equipment. In other words, in the federated system architecture, all the function logic of the equipment is implied in the equipment capability operation mode, and the system function operation process is implemented by the condition of the equipment operation. Each function process is based on the operational capabilities of the equipment resources. Each function logic organization is based on the operating mode of the equipment resources. Each function operating organization is based on operating conditions of equipment resources. That is, the federated system function operation is based on the independent organization and operation condition management of the equipment. Therefore, the function operating requirements for establishing an independent equipment operating environment are the federated system processing conditions. The major features are: First, establish the consistency of equipment resource performance and equipment hosted function processing performance. The resource performance of the equipment is the guarantee of the performance of the equipment operation. Function processing performance is the guarantee of function results performance. Since the equipment-hosted function processing mode (algorithm) is implemented based on the equipment resource operation process, the consistency of equipment resource performance and equipment hosted function performance must be established to optimally satisfy the function processing performance requirements of the system-oriented system application. Second, establish an equipment resource operation process condition and equipment hosted function invocation requirement consistency mode. The equipment operation process is based on the equipment resource operation mode, and the function processing process is based on the function call mode. Since equipment hosted function operates through equipment resource operations, it is necessary to establish consistency between equipment resource operating conditions and equipment hosted function invocation mode, and to meet the system-oriented function invocation requirements for the system in real time. Third, establish the consistency of the performance space of the equipment resource operation result and the hosted function processing result

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performance space. The equipment operation result space is formed based on the result of the operation process and working space of the equipment resource, and the function processing space is formed based on the result of the function processing process and the logic working space. Since the equipment-hosted function processing is implemented through the equipment resource operation, the consistency between the equipment resource operation process and the result working space and the equipment hosted function processing logic and the result working space must be established, and the system application-oriented function processing result requirement must be satisfied in real time. Therefore, the function operation of a federated avionics system is determined by the environment in which the system equipment operates. The discipline field of system function depends on the field of system equipment configuration. The system function logic capability depends on the capability space of the system equipment. The system function processing performance depends on the operating quality of the system equipment, and the system function operating conditions depend on the system equipment configuration and operating environment. The federated system realizes system function organization and operation through the monitoring and management of the system equipment operating environment, and establishes a system application-oriented system function and operating mode. Fig. 8.3 shows the function organization architecture of a federated system based on equipment capabilities.

8.1.3 Integration of function results based on system capabilities The most important feature of a federated system architecture is a federated collaborative mode. In other words, the federated system constitutes a function organization of the system through the capabilities of the equipment, and constitutes system application requirements by the synergy of the function processing results. This is what we call the integration of the federated system architecture. communication subsystem/equipment 1

Processing organization Independent

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FIGURE 8.3

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Federated system function organization architecture based on equipment capability.

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The avionics system integration is to organize the environment, capability, process, working field, scope, quality, and performance of multiple entities (systems or equipment) that the system consists of, through integration of behaviors, integration of performance, integration of components, and integration of operations, to achieve optimization of application organization and objectives, system processing capabilities and performance optimization, and optimization of resource utilization and efficiency, i.e., integration of avionics systems. However, different aircraft capabilities have different requirements and objectives. Different system architectures have different capabilities and requirements. The content and degree of avionics system integration are determined by the aircraft target requirements and the system architectural capability requirements. This section is limited to discussing the requirements of airliners and the integration mode of the federated system architecture. For a federated system architecture, the system composition is based on the capabilities of the system equipment to achieve flight process organization and management. That is, the organization of the system is based on the different types of discipline equipment resources required by the application fields of the system, and provides the ability to guarantee system application activities. The capabilities of the system are based on different function organizations in which the discipline equipment resides, and provide system discipline function organization and processing modes. The operation of different conditions based on the function of the discipline equipment of the system provides system resource organization and operation processing. However, according to the federated system architecture features, the system application organization is first established. Because the capabilities of the federated system architecture are based on the system capabilities of the equipment organization, the system application and operation is oriented to equipment fields and capabilities organizations, such as flight management, communication links, navigation organizations, etc., the application composition of the system is actually based on the system equipment discipline field. Second is the establishment of a system operation organization. Since the operation of the federated system architecture is based on the system process of tight coupling between the equipment and the hosted function, the system operation and processing are based on the function type, capabilities scope, and operating conditions of the system discipline equipment, such as flight plans, communication messages, and navigation modes. The function operation composition of the system is based on the discipline capabilities of the system equipment and the environmental organization. And third is the establishment of the system results organization. Since the result of the federated system architecture is based on the combination of the processing results of the equipment and the hosted function, the system operation and results are based on the function logic, processing procedures, and operation modes of the system discipline equipment, such as flight status, communication commands, and flight guidance. The system function operating result composition is actually organized based on system equipment resource operations and results performance. Therefore, the application organization, operation organization, and result organization of the federated system architecture are all based on the capabilities of the system equipment, the environment, and the organization of the results. The federated system avionics system integration is based on the capability of the system equipment, the environment, and the organization of the results. Based on the processing scope of the capability working field, the operating mode of the operating environment, and the performance of the processing results, an integration mode of the federated architecture is established. The application scope and target

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expansion based on system equipment capabilities are realized, and the performance and effectiveness of the system equipment-based results are improved based on the operating environment and quality improvement of the system equipment processing. The main features of the integrated tasks and capabilities of the federated system architecture are as follows: 8.1.3.1 System capability integration based on equipment discipline domain The integration of system capabilities based on equipment discipline domain refers to the overall capability of the system, based on system application requirements, and based on the system equipment configuration. The capabilities of general avionics systems are composed of the function capabilities of the system and the space in which they function. However, in the federated system, the system is composed of independent equipment, and the independent equipment has embedded function components related to its own characteristics and capabilities. That is, the hosted functions of these independent equipment configurations are not oriented to the system application target requirements. Instead, it addresses the processing requirements of equipment-specific fields and discipline. That is, in the federated system architecture, the system equipment configuration is based on the characteristics and capabilities of the equipment. All functions of the equipment are completed within the equipment. Each function processing has its own independent processing logic, independent operating resources, and independent input/output, organized and operated independently by the equipment. The federated architecture organizes the capabilities of the system as a whole through these different independent discipline and capability organizations. Therefore, based on the system equipment capabilities integration is the primary task of the federated system organization. It is mainly divided into the following aspects: First, establish system integration application fields. System application field is the space for system organization and operation. The system organization covers system application space according to the requirements of the system application field and system capability organization to achieve system operation and goals. For the federated system architecture, we must first establish the system application objectives and environment, determine the system application activities and working field, clarify the system operating mode and the result requirements, through the integration of application capabilities and each application activity to form the integrated system application field, to lay the foundation for system organization and composition. Second, is to establish equipment function organizations. Known system application fields are based on system application requirements, and system equipment capabilities are based on equipment resource characteristics. The federated system architecture covers the application capability requirements of the system for the capabilities organization of the system equipment. The system equipment organization achieves the discipline division, capability division, condition division, and operation division of the application domain through the discipline and capability characteristics of the current equipment, and builds the specialized equipment working field organizations based on the current capabilities, conditions, and scope of the equipment. Then through the integration of goals, performance, and results of the equipment working field based on the application domain goals, the system equipment function organization is realized. Third, is to establish logicalization function working field. Known equipment function is oriented to system application fields and operational requirements, but equipment capabilities are based on equipment characteristics and equipment operation resource capabilities. The system equipment function of the federated

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system architecture is organized according to function discipline logic. It covers the application capability requirements of the system equipment for the capability of the system equipment, and realizes the task process, task operation, and task processing in the application field. The system equipment functions are based on function discipline logic processing, and are based on the equipment resources features and operating modes to implement function algorithms, function processing, and function operations of the equipment; system equipment functions are organized according to function discipline logic, and implement the integration of the system application operating processes, equipment resource operating processes, and equipment function processing processes according to equipment resource characteristics and operating modes. In short, the system capabilities integration of the federated avionics system equipment discipline field establishes the organization of system applications, determines the function organization of the system equipment, and constructs the organization of system operation logic, thus achieving the integration of system capabilities. 8.1.3.2 System condition integration based on equipment environment organization System condition integration based on equipment environment organization refers to the system application operating environment. According to the system equipment resource capability conditions, aiming at the system equipment-hosted function discipline processing mode, an effective operating condition for system operation is formed. The incorporate avionics system application environment determines the system operating conditions. The operating conditions of the system determine the system function processing. The system function processing determines the system equipment resource requirements. However, in a federated system, the system is composed of independent equipment, and the independent equipment is embedded in its own characteristic function organization. For independent equipment, its operating capabilities and operating conditions are based on the equipment own resource capabilities and operating modes. For the equipment-hosted function, its processing mode and operating logic environment and conditions are based on equipment resource operation capabilities. For system applications, the environment and conditions of its application organization and operating mode are based on the system equipment capability conditions and function organization conditions. That is, in the federated system architecture, the system equipment capabilities and operating conditions directly affect the system function processing capabilities and scope, while the system function processing capabilities and conditions directly affect the system application status and results. The federated architecture system organizes the operating environment and conditions of these different equipment, different functions, and different applications to form the overall operating capability and environment of the system. Therefore, the integration of system conditions based on the equipment environment organization is an important task and guarantee condition of the federated system organization. It mainly covers the following aspects: First, establish application-oriented activity organization and operating conditions. The system application activity is the system application processing and operation organization process. The system activity organization is based on the environment of the system application field, through the system activity ability and condition organization, establishes the response of the system application requirement, and realizes the system operation and the goal. For the federated system architecture, the system application organization and operating conditions determine the type of system application activity; determine the response mode of the system application environment; determine

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the system response activity conditions through the operating requirements of the system application activity; and determine the response activity organization and condition integration through application goals and environmental requirements. Second, is to establish equipment resource capability organization and operating conditions. Equipment resource capabilities are system equipment operating modes and operational process organizational capabilities. The equipment resource capability is based on the characteristics of the discipline field of the system, and through the hosted function capabilities and conditions, the equipment operation response to the system application mode is established to achieve the system application target and environment requirements. For the federated system architecture, the equipment resource capabilities and operating conditions are determined by determining the types of system equipment resource capabilities to define the system equipment resource operation response mode; through the system equipment resource-hosted function processing requirements, determine the system equipment resource operation process; through the system equipment results and conditional requirements, determine the system equipment resource organization and conditions. Third, establish function discipline logic and process conditional organization. The discipline logic and processing conditions of the equipment function are the guarantee of the system function operation organization and system application activity capability. The function of the equipment is a mode for the system application to run logic processing requirements. The equipment function processing process is based on the equipment resource operation process. For the federated system architecture, the system function logic processing conditions determine the function of the system equipment, and the function organization of the system equipment determines the system application activity capability and operation target. System equipment resource operating conditions determine system function processing, and system function processing determines system application environment and operation processing. The system function discipline logic and processing conditions determine the organization and operation of the system capability. 8.1.3.3 System result integration based on equipment function processing The system result integration based on equipment function processing refers to the system running result capability and performance that is according to the system operation mode and the system equipment resource operation process, and aiming at the system equipment hosted function processing result. The integrated avionics system function processing is based on the system application operating mode and the system discipline processing function organization. Through the system physical equipment operation support, the system function processing results are generated, and finally the system application service is formed through the system application organization. However, in the federated system, the system is composed of independent equipment, and autonomously processing functions are hosted in the independent equipment. The application of the system is through the embedded functions of this equipment to realize the application of the system. In this way, the federated system equipment function processing is based on the system equipment resource operation capability to achieve the logical processing results of the equipment support. The system application realizes the system application requirements through the organization and integration of these equipment-oriented hosted function processing results. Therefore, the integration of the results based on the function of the system equipment is one of the important tasks of the federated system organization. It is mainly divided into the following

8.1 Federated architecture system integration

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aspects: First, establish the integration based on the result space of the equipment function processing. The processing of each equipment-hosted function is an integral part of the system application operating results. The working field of system equipment is based on the characteristics of equipment and capabilities field built by the system application organization requirements. The equipment-hosted function is a function processing mode based on the equipment capabilities of the support system application organization. In other words, the function organization of the equipment and the processing results are part of the realization of the system application requirements. For a federated system architecture, since the hosted function of each equipment has its own feature conditions, working fields, and result space, although equipment-hosted functions are part of system application processing, different equipment and different functions have different conditions, working fields, and result space. The system application organization shall implement the integration of the results based on the equipment function processing according to the conditions of the system application environment and the organization capabilities of the system resources, and form the current federated system architecture application organization and operation results. Second, is to establish the fusion of the performance of equipment function processing results. The hosted function process of each equipment in the system is an integral part of the system application running process. The system equipment processing performance is based on the system application performance requirements and equipment capabilities and performance. The hosted function processing performance of the equipment is a function processing process and a result performance constructed on the basis of the equipment capability and performance of the support system application organization. In other words, equipment function processing and result performance are part of the system application performance requirements. For a federated system architecture, the hosted functions of each equipment have their own independent processing logic, conditions, and performance. Although equipmenthosted function processing performance is a part of system application processing performance, different equipment and different functions have different logic, different conditions, and different performances. System performance organization should be based on the system application environment and be organized for system resource performance. Based on the fusion of the performance of the equipment function processing results, the current federated system architecture application quality and operational performance organization is formed. Third, is to establish the equipment function processing results synergistic organization integration. The process of hosted function of each equipment in the system is a subprocess or supporting process of the system application running process. The system equipment processing requirement is the processing mode of the equipment discipline field constructed according to the system application target requirements. The result of the hosted function of the equipment is a specific processing result based on different system application running processes and different types of equipment resources. That is, the equipment function processing results are for applications, phases, processes, and condition results formed by different application processes, equipment capabilities, function discipline, and environmental conditions. For the federated system architecture, since each equipment has an independent result for each hosted function, the system application and function organization should be organized according to the system application environment for the system application process, to determine the form of operating results of each system application; according to the system function logic organization, to determine the form of processing results of each system

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FIGURE 8.4 Integrated architecture of federated system function results based on equipment capabilities.

application; according to the system resource operation organization, to determine the form of operation result of each equipment resource; and finally the equipment function processing results are synergistically organized to form the current federated system architecture application result and operating capability organization. Fig. 8.4 shows the integrated organization architecture of the federated system function results based on system capabilities.

8.2 IMA architecture system integration The integrated modular avionics system architecture is an integrated architecture of avionics systems that is currently widely used. Due to the limitations of system equipment specificity and closeness, the integration capability of the federated system architecture is limited to the organizational scope of the system application organization and system equipment function running results. With the rapid development of information technology, in addition to the system physical environment conversion processing (such as radio frequency conversion processing) and system energy conversion processing (such as power conversion), which also retains the system analog processing capabilities, almost all of the system logical processing processes are all made of digital systems. This digital logic processing process is based on the general processing of the system and the general computing resource capabilities of the system, providing system digital logic processing algorithms, constructing the system function logic processing capabilities, realizing the avionics system program processing and operation process, and laying the foundation for the integration of avionics system.

8.2 IMA architecture system integration

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The modern avionics system processing mode is based on a procedural information processing mode. That is, the avionics system realizes the mode that faces information processing of system applications and function requirements based on the system logic processing algorithm, the processing technology instruction processing guide, the program processing flow, and data storage management. All of these are based on the system general processing and general computing resources platform. However, in the real engineering problems, the avionics system is definitely affected by three factors, namely, the time factor based on technological progress, the balance factor based on system complexity, and the cost balance factor based on application and development cost restrictions. That is, because of the limitation of technology, time, cost, and environment, the avionics system cannot fully realize the generalized processing mode, and the system general computing resource platform cannot cover the requirements of all applications and capability processing of the system. Aiming at the limitations of actual project conditions and technological development capabilities, whether a general system processing mode as much as possible could be constructed, it runs on a system general computing resource platform, covers the entire system application organization, and provides integration capabilities of the system; at the same time, some system dedicated processing equipment or subsystems are retained to achieve system discipline business processing requirements and support system application organization integration. IMA is the product of the trade-offs in the avionics system architecture of the actual engineering environment. The main idea of the IMA architecture is to separate the general processing that can support the integration of avionics systems from the tightly coupled organization of the system. It is to build a unified, independent, and clean general processing environment and platform for the system, and retain the basic system-specific processing capabilities as the system loosely coupling supporting part. As well, it is to form a system-hosted general processing function organization and integration mode, provide system resource organization and integration, and support system application organization and integration based on the hosted function. A typical avionics system architecture for IMA integration is shown in Fig. 8.5. IMA integrated avionics system operation mode is mainly based on the system IMA to establish a general computing platform, and realizes the integration of avionics systems through the general processing applications and functions of the hosting and processing systems. The integration mode of the avionics system based on IMA is to separate the general application and the dedicated processing of the system, and concentrate the general applications and processes into the IMA platform, and realize the integration of IMA-hosted function, resource organization, and operation mode through the IMA platform. In other words, the main goal of the avionics system based on the IMA architecture is to achieve system integration based on the IMA platform. It is known that the goal of avionics systems is to achieve flight application requirements. In the IMA architecture mode, the pilot determines the task of the aircraft based on the task of the aircraft and the current environment, calls the task management system based on the IMA platform, and realizes the function organization and operation of supporting tasks. In the IMA platform, based on the capabilities and characteristics of computing resources, function partitions are established through the operating system to support system independent operation and collaborative interaction organization. For engineering avionics systems, most system applications consist of a general processing section and a dedicated processing section. In order to improve the system integration capabilities, the general processing part of the system application should be centralized as much as possible in the

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Application task 1 Subtask 2

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FIGURE 8.5

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IMA integrated avionics system organization architecture.

IMA platform, while the system-application-specific part remains in the system-specific equipment, as shown in Fig. 8.5. In the IMA system architecture, avionics systems achieve three types of integration. The following outlines the ideas based on the IMA system integration. The first is the integration of flight tasks. The integration of flight tasks is achieved through the organization of IMA-hosted applications, such as the flight task organization. The flight process is organized through the flight management system hosted in IMA platform to establish the flight environment awareness and flight situation organization. As well, through the current flight plan hosted on the IMA platform, the flight task and flight condition organization are established; and the PBN (performance based navigation) function of the IMA platform is used to realize the navigation position processing and integrity calculation. In addition, IMA platform flight surveillance function is used to realize the traffic monitoring and safety isolation of the route. Moreover, the IMA platform communication function is used to achieve the interaction with the air traffic controller, and display the function through the IMA platform, to establish routes, headings, and track guidance for subtask to pilots for decision-making and response. Second is the integration of system functions. The system function is the ability to describe the discipline processing and organization, and through the discipline functions of the IMA host system, the system function is integrated, for example, the airport surface taxiing task. Through the enhanced vision function hosted in the IMA platform, the system taxiing function organization provides pilots with the taxi path display capabilities of the current environmental conditions, and provides the pilots and air traffic controllers with current taxiing positions and taxiing directions through the IMA platform taxi position reporting function. Through the communication function currently hosted in the IMA platform, the pilot is provided with airport traffic

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environment broadcast information. As well, the pilot is provided with the current taxi path traffic environment and safety isolation capability through the current traffic situation processing function hosted in the IMA platform. The IMA platform safe interval alarm function provides pilots with current taxi conflict surveillance and alerting capabilities. Third is physical integration, which is an integration of resource sharing and processing and reuse through IMA-based hosted system application organization. For example, system general applications and functions hosted in the IMA platform flight management system organization, establishing a time-sharing system application processing mode, sharing IMA platform computing resources, and improving the IMA platform resource utilization. The shared processing procedure of system applications and functions hosted in the IMA platform establishes system-wide general processing result sharing and process reusing, such as general algorithm, driving, input and output processing, and improves system processing efficiency. Systemspecific applications and functions are hosted in the IMA platform discipline processing system organization, establishing the system front-end processing reuse, such as RF processing, reducing system-specific resource requirements. The system-specific processing modules are embedded in shared IMA platform dedicated module management organizations, establish system-shared IMA processing and conversion information, such as digital-to-analog conversion or input filtering, reducing system processing duplication, to achieve system processing reuse. The IMA system architecture is organized through a system application mode to establish a general application operating platform that supports system application integration. A general function processing platform supporting the integration of system functions is established through the system function organization. A general resource operation platform supporting the system physical integration is established through the system resource organization. Thus ultimately the integration of avionics systems is realized.

8.2.1 IMA platform resource organization Physical resource capabilities are the guarantee for supporting the application and function requirements of avionics systems. Before discussing the physical integration of the IMA system, we must first understand the organization and composition of the system physical resources. System physics resources provide services for the purpose, organization, and operation of system applications and functions. That is, through the capabilities, types, and forms of system physical resources, the goals and requirements for interpreting, executing, and implementing system applications and functions are established. Therefore, system physical resources should be configured according to the different application modes and requirements of the system, different system function logic and processing, with the corresponding physical resource capabilities and operation modes. 8.2.1.1 Establish IMA platform resource capabilities for system-hosted functions The primary task of the IMA platform is to establish physical resource capabilities that support the hosted function processing requirements. For the IMA platform organization, because the hosted function contains different discipline, logical, and processing modes, and has different capabilities, performance, and process organization, the IMA platform is required to provide corresponding resource capabilities, operation procedures, and running performance guarantees. Therefore, the IMA platform must establish the corresponding

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physical resource capabilities to meet the requirements for hosted function application capabilities, processing logic, operational performance, and discipline features. Its main tasks are as follows: First, is to establish resource capabilities that are oriented to the application of hosted functions and integration requirements. That is, the IMA platform physical resources determine the application environment of the hosted function according to the hosted function application mode requirements of the system, specify the operation mode of the hosted function, support the integration requirements of the hosted function, and construct an IMA platform physical resource operating capability organization that satisfies the application requirements of the hosted function. Second, is to establish resource capabilities for hosted function logic and processing. That is, according to the processing mode requirements of the hosted function, the IMA platform physical resource capability determines the hosted function discipline domain, determines the hosted function processing logic, supports the hosted function processing operation process, and builds an IMA platform physical resource operation mode organization that satisfies the hosted function processing requirements. Third, is to establish resource capabilities for the performance and quality of hosted functions. That is, according to the hosted function processing process and result requirements, the IMA platform physical resource capabilities determine the system-hosted function performance and processing quality, specify the hosted function processing environment and operating conditions, support the hosted application processing process, and build IMA platform physical resource operation performance organization that meets the hosted function quality requirements. Finally, is to establish resource capabilities that are specific to the characteristics of the hosted functions. That is, the IMA system physical resource capabilities are based on the hosted application discipline characteristics and processing areas, establish the hosted function discipline classification organization and function form, determine the system computing resource capability and work mode, define the system-specific computing resource capability and work mode, establish the system-specific physics operational resource capabilities and work modes, and build an IMA platform physical resource capability type organization that meets the discipline requirements for hosted function. 8.2.1.2 Establish an independent mode of IMA platform resources and hosted functions The independence of the IMA platform resources and its hosted functions is the guarantee of the integration capabilities, efficiency, and safety of the IMA platform. The IMA platform consists of IMA system application processing, IMA platform resource organization, and IMA system integration mode. Through the integrated process of IMA platform resources, the organization of IMA platform capabilities is optimized. Through the integrated process of IMA platform application, the application processing optimization of hosted functions is realized; and through the integration of IMA systems, the avionics system organization optimization is realized. The IMA platform resource organization is constructed based on the IMA platform resource capabilities and types. The IMA platform resources are built on the basis of independent general resource capability sharing. That is, through the establishment of an open resource platform, the resources can be used in a time-sharing manner to ensure independent operation of resources and support multiprogram parallel mode and to realize the integration of IMA platform resources. The IMA platform application integration is established on the basis of independent general functions processing shared resources, that is, to construct general function units, provide function operation partitions, ensure independent processing of functions, support multifunction

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grouping modes, and finally realize IMA platform hosted function integration through decomposition of function processing processes. The IMA system integration is based on the independent resource organizations, independent function units, and independent application requirements. That is, by establishing a configuration based on application goals, hosted functions, and resource capabilities, the available status of current hosted functions and resource capabilities of the system can be determined and the independent organization of hosted functions and resource capabilities can be guaranteed. Based on system application goals and organization environment, application-based avionics system integration is realized. There are three main aspects of the IMA systemehosted function and resource independence. The first is to establish the IMA platform general resource independent mode, i.e., independent resource capability, independent operation process, and independent result performance. This general resource-independent mode supports the establishment of general operational sharing capabilities (shared storage, shared input/output, shared computing) and time-sharing usage modes (types, cycles, conditions). The second is to establish an independent mode for the IMA platformehosted function, namely, the independence of the running discipline organization, the independence of processing logic, and the independence of the operation process. This hosted function independent mode supports the establishment of general function sharing capabilities (general units, general algorithms, general processes) and partitioned organization modes (function isolation, unit isolation, process isolation). The third is to establish an independent mode of the IMA systemehosted function and resource capability, i.e., independence of function discipline and resource types, independence of function processing and resource operation, and independence of function performance and resource capabilities. This independent mode of system organization supports the establishment of the configuration (system, discipline, and resources) and management mode (process, capability, and scope) of hosted application and resource capabilities. 8.2.1.3 Establish IMA system resource organization The IMA system resource organization establishes a general processing organization for IMA system applications through the system application mode. It establishes a general resource organization for the IMA system through system resource capabilities and establishes a system fault management platform organization through system operating and status modes. First, it is to establish a general processing organization for system application. That is, through the independence of the IMA platformehosted function, the IMA system no longer binds the functions to the fixed hardware equipment. Instead, according to the current resource allocation status of the IMA system, the functions are delivered to the most appropriate equipment at present. Because the IMA system adopts a hosted function unit organization mode, which allows a function unit to be allocated to run in many independent computing resources, the IMA system greatly improves the ability of the hosted function to share resources. Second, it is to establish a processing organization of system general resources. That is, through the independence of the IMA platform resources, the IMA resource platform establishes a general operation mode, forms the ability to share resources to support hosted function partitioning. By sharing system computing resources, the sharing of data between functions is supported and platform resource sharing (capability, operation, result, interface) is realized. Third, it is to establish system general capabilities

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and status management organizations. That is, through fault classification, system resource capability defects, operational errors, resulting fault monitoring and management modes are established, system resource capability organization and redistribution are supported, module reusability is supported, idleness and waste of system resources are reduced, and IMA platform resource capabilities are enhanced, and validity and confidence are improved as well. According to the IMA system integration and organization characteristics, the IMA resource composition is based on the system application and function operation requirements, and based on the resource capabilities and operating modes, the system application, function goals, and performance requirements are achieved. That is, IMA system resources support and interpret the system application and function processing through the resources capabilities and modes. That is, the IMA system resource operation ability is aimed at the system application and the function ability and the target requirements, the IMA system resource operation mode is aimed at the system application and the function processing process, and the IMA system resource operation efficiency is aimed at the system application and the function organization process. In addition, the IMA system resource operation is independent of the system application and function running status, and has the features of autonomous operation and discrete status. Therefore, the IMA platform resource capabilities are based on the system applications and functions to deal with the target requirements. It establishes capability types based on the characteristics of IMA resources, builds IMA system resource capability organizations, determines IMA resource capability operation modes, and forms IMA resources capability configuration based on system applications and functions. For avionics systems, different system applications and functions have different resource configurations, and different resource configurations entail different resource capabilities. The IMA system resource capability aims at the system resource operation capability requirement. Through the resource configuration based on the IMA system capability, the IMA resource capability organization is implemented to support the IMA system application and function operation objectives and requirements.

monitoring

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FIGURE 8.6

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The IMA platform resource organization architecture is shown in Fig. 8.6.

8.2.2 IMA system organization architecture IMA is a platform based on computing resource organization, which provides the processing capability, storage capability, and communication capability of system-hosted functions. The real-time operating system configured on the IMA platform provides time-sharing organization, partitioning organization, and hierarchical organization of system-hosted functions. The IMA system provides a system management mode and builds system resource organization, process organization, and application organization. The ultimate goal of the IMA system is to achieve the integration of avionics systems through the integration of IMA platformbased resources, through integration based on the processing of IMA functions and the integration of IMA-based system organization. The IMA integration technology is an effective solution to improve the system comprehensive performance in the face of complex system development trends. That is, through the physical integration technology of IMA resources, resources are shared, resource requirements are greatly reduced, system costs are reduced, and process and function sharing are realized through IMA-hosted function integration technology, which greatly improves processing capabilities and improves system performance. In addition, the system operation target requirements are achieved, and the system application effectiveness, availability, and reliability are improved through the IMA system operation integration technology. The effective activities of any system organization are based on the capabilities of effective activity carriers. IMA system is the same with that; to achieve system integration and improve the system integration capabilities, quality, and efficiency, IMA system capability specifications are first established, that is, to establish IMA resource types, activity modes, and process capability specifications, and lay the foundation for the organization of IMA system integration capabilities. Second, is to establish the IMA system function process standards, that is, to determine the IMA system behavior mode, operation process, and process organization standards, and lay the foundation for the IMA system integration process organization. Third, is to establish requirements of the IMA system results form, that is, clarify the requirements of the IMA system working space, process quality, and result form, which lays the foundation for the IMA system integration target organization. Finally, through these specifications, standards, and requirements of IMA systems, system capability integration, process integration, and results integration are supported. 8.2.2.1 General mode of resources and hosted functions The general use of resources and hosted functions is an important guarantee for the integration capabilities of IMA resources. The so-called resource and hosted function general mode refers to that the IMA system resources are based on general capabilities and face all the hosted function operation requirements of the system. The IMA-hosted function is based on a general processing mode and is oriented to a general resource operation mode. With the application of avionics system greatly improved, the function organization of the system has increased significantly. For the IMA system, the IMA systemehosted function is also greatly increased in the face of increasing requirements for integration application of the system. The increase in these hosted functions places higher requirements on the storage, operation, and

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management of IMA systems. How to establish the IMA platform resource organization to achieve resource sharing and meet the requirements for processing and operating of the hosted function is the most important issue of the IMA organization. The general mode of resources and hosted functions provides the dynamic configuration capabilities of IMA resources and hosted functions, effectively supporting the IMA resource sharing mode and the integration process requirements. The IMA system resource organization is a general process resource configuration for avionics system functions. According to the foregoing discussion, the modern avionics system is oriented to the information environment and is based on the computer platform. It adopts calculation methods and algorithms and completes the application and function processing of the system through computer programs. For the entire avionics system physical resource composition, avionics system functions are based on computer processing programs, except for individual special events and processing modes. The computer processing program is based on general computing processing resource platform technology through computer resources support and operation. Therefore, the IMA platform resources are computing resources oriented to procedural processing that cover the requirements of all functions of the system for computing and processing, and support system functions to process independent operations, independent organizations, and independent management. According to the procedural avionics system processing characteristics, the idea of IMA resource integration mainly includes the following aspects: First, the storage capability of system general computing resources is organized and shared. The avionics system is a procedural digital information processing system. All system applications and function processing are described in the form of a program to set its operation process. The hosted shared storage environment of system applications and functions refers to place the application and function programs that are planned integrated in the system hosted in a program storage resource. The operation data share a data storage unit, and through different partition management, that multiprogram uses a shared program and data storage resources and space is realized. Second, is to establish operational processing reuse of general computing resources. The avionics system is a procedural digital information processing system with computing units, numerical coprocessors, logic processing units, and auxiliary processors. All system applications and function processors are motivated by the operating environment, partitioned by system scheduling time, time-division multiplexed, and shared system computing processing resources. Third, is to establish general input/output resource data sharing. System general applications and functions are hosted in shared system programs and data storage resources. These system applications and function operations need to share system input/output resources, and input and output processing of applications and functions is realized through sharing and time-sharing. Fourth, is to establish the reuse of general information resources. The system general applications and functions are hosted in the system resource platform. The system internal communication and external communication need to share the system internal bus and the system external bus, and through the use of time sharing, the interaction of internal and external of the system is realized. 8.2.2.2 Resource time sharing usage and function partition protection Resource time sharing usage and function partition protection are important guarantees for the important capabilities of the IMA real-time operating system and the efficiency and

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effectiveness of the system-hosted operation. The resource time-sharing usage refers to that the IMA real-time operating system provides parallel scheduling of system-hosted functions and provides the ability to use shared resources in a time-sharing manner; and function partition protection refers to that the IMA real-time operating system establishes operating independent logic space for system-hosted functions and provides isolated protection capabilities for partitioning. The IMA system supports a variety of hosted function parallel operating organization and implements system application organization and integration. This parallel operating mode of parallel hosted function not only requires real-time resource capabilities and operational support but also requires independent operation space and protection mode. For IMA systemhosted applications, known function operations are invoked based on system environment requirements, that is, different environment conditions call for different application processes. For this requirement of IMA system, ARINC653 proposes the concepts of timesharing and partition isolation and organization. By assigning tasks of different key levels to different partitions, the IMA-hosted function runs in parallel on the same computing resource. Time-invocation strategies enable multiple functions to run shared resources, and various tasks between them do not affect each other. In addition, in the IMA system, a core module may support one or more avionics application software, and multiple application software running on the core module may be divided into multiple partitions by functions, and one partition is composed by one or more processes that execute at the same time. At the operating system level, the system uses rotation scheduling to activate each partition. In each partition, the system schedules according to the scheduling strategy defined in the partition. Therefore, tasks within each partition can be executed only when the current partition is in an active status, so that the partitions in the core module are independent from each other. In the partitioned operating system, system software and application software are independent, and application software is isolated from each other. An application cannot directly access the resources of other applications. They can only be associated with the system through standard interfaces. System software has the advantage of scalability. Application software also has the advantages of portability and reusability, making it easier to upgrade and maintain the system. 8.2.2.3 Hierarchical organization of application, function, and capability operation The hierarchical organization of application, function, and capability operation is the mode of IMA system capability organization, process organization, and operation organization, which is an important guarantee for system integration and management effectiveness. System activities are organized according to tasks, functions, and resource levels. All IMAs must complete system integration and must also be classified according to the level of the system and consistent with the system organization. The so-called capability organization refers to the composition of the IMA system resources, the operation of resources, and the management of resources, and the environment and capabilities of the resource operations provided to the IMA system. The so-called process organization refers to the IMA systeme hosted application activity, function processing, and function operation processes, and the function conditions and processes provided to the IMA system. The so-called operation organization refers to the running organization, operation status, and operation management process of the IMA system, and the operation organization and management mode provided to the IMA system. Therefore, the IMA system application, function, and capability operation

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8. The integrated architecture of typical avionics systems

hierarchical organization provides independent system capabilities, processing, and operation organization, effectively supporting the integration of the IMA system. The hierarchical organization of application, function, and capability operation establishes the application operating mode, function processing mode, and resource operation mode of the IMA system, and supports the IMA integration oriented to application organization, integration oriented to system function organization, and integration oriented to system resource organization. First, it is to establish an IMA system application layer organization. The IMA application layer organization establishes the application background and environment of the IMA system according to the application requirements of the avionics system, defines the application organization and requirements of the IMA system, determines the application process and environment of the IMA system, and builds the operational goals and requirements based on the IMA system. That is, system application organizationdoperating modedtask integration. Second, it is to establish the function layer organization of the IMA system. The IMA function layer is based on the avionics system application task requirements, defines the discipline capabilities scope and field of the IMA system, determines the function processing process and conditions of the IMA system, and builds the processing logic and requirements based on the IMA systemehosted application processing, that is, the capability typedprocessing proceduredfunction integration. Third, it is to establish the IMA system resource layer organization. The IMA resource layer is based on the avionics system application and function requirements, defines the IMA system resource capabilities and types, determines the IMA system resource operating modes and conditions, and builds IMA system resource capabilities and processing results and requirements, i.e., resource typesdoperations proceduredresource integration. Therefore, the hierarchical organization of application, function, and capability operation establishes three levels of system applications, system functions, and system resources, and supports platform capabilities for application operations, function processing, and resource operations. Also, it supports the task integration, function integration, and physical integration of avionics systems based on the IMA system. These three layered platforms are organized as follows: First, the IMA system organizes the process for application tasks, capabilities, and operational process organization modes, and establishes the system application organization processdapplication organization, application process, and application environmentdto form an application integration platform based on the IMA system, Secondly, the IMA system establishes system function organization processes for system function capabilities, logical organization, and processing modesddiscipline organization, logical process, and processing conditionsdto form a function integration platform based on the IMA system. Finally, aiming at system resource types, operation organization, and result performance, the IMA system establishes system resource organization processd capability organization, operation process, and result conditionsdand forms a comprehensive resource platform based on IMA system. The IMA system organization architecture is shown in Fig. 8.7.

8.2.3 IMA system integration mode The most important task of the IMA system is the integration of the IMA system. The IMA platform resource organization and the IMA system organization mode discussed in the previous two sections lay the foundation for the integration of the IMA system. In order to clarify

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8.2 IMA architecture system integration

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FIGURE 8.7 IMA system organization architecture.

the integration idea and technology of the IMA system, it is necessary to distinguish clearly what is the IMA platform and what is the IMA system. The IMA platform describes the organization of the IMA resources, the configuration of the hosted functions, and the configuration of the operating system. It is also referred to as the IMA internal capability organization. The IMA platform activities and integration describe the activities and integration based on IMA internal capabilities and internal scope, such as IMA platform system partition, operation process, resource integration, and so on. The IMA system describes system applications, system functions, system activities (activities associated with other system equipment) and system management based on the IMA platform organization. It is commonly referred to as the IMA system capability organization. The activities and integration of the IMA system face the entire organization architecture of the avionics system. It describes the system activities and integration of the system architecture, the integration of system applications situation, application awareness, and application tasks; the integration of system capabilities, system logic, and system functions; and the integration of system equipment, IMA platform, and pilot resources. In other words, the IMA system integration is based on the IMA platform to realize the integration of the entire avionics system. With the distinction between the IMA platform and the IMA system, we can clarify another concept that is frequently applied: the functions hosted in the IMA platform and the applications hosted in the IMA system. The so-called IMA platformehosted function is a logical organization and processing mode for the internal active functions of the IMA platform. Its scope of effect and result field are limited within the IMA. The so-called IMA systemehosted application is aimed at the application mode for avionics systems. It organizes and integrates system applications through IMA-based-hosted application organization, operation, and management. That is, the affecting scope of IMA systemehosted application is beyond the

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8. The integrated architecture of typical avionics systems

IMA platform environment. Through the interaction with other applications/systems of the avionics system, the operation and management of the system can be realized. Any system organization is generally divided into system application organization, capability organization, and resource organization. The application organization of the IMA system determines the system task organization and application benefits based on the system application requirements and goals. The IMA system capability organization determines the system processing quality and result performance based on the system function organization and processing methods; the IMA system resource organization determines the system composition capabilities and effectiveness based on system constituent elements and operations mode. The integration of IMA system is the process of system integration thinking and organization optimization. That is, the goal of IMA system integration is aimed at the complexity of avionics systems. By adopting system integration technology, the goal of maximizing system application organization effectiveness, optimizing system capability organization, and minimizing system resource configuration organization can be achieved. Therefore, for the IMA system integration, a platform resource integration for general processes is formed first through the IMA resource platform architecture organization, to achieve resource sharing, reduce idle of resources, improve resource utilization, improve resource use efficiency, and reduce resource configuration requirements. Secondly, through IMA-hosted function architecture organization, the function integration oriented to process platform is formed, function independence and standard methods are adopted, function specification organization oriented to application tasks is established, and function result sharing and reuse of function processes are achieved. Thus the system repetitive activities are reduced, special effects of function processing results are reduced, the sharing of function results is achieved, system processing efficiency is improved, and system processing capabilities and effectiveness are improved. Finally, through the establishment of IMA system operation status and management organization, according to the system current tasks, functions, and resource requirements, the system different task status and capabilities, function status and capabilities, resource status and capabilities, the system task construction, function organization, and resource configuration, the status management of the system classification organization is formed, the support capabilities of the current system are provided; and based on task failures, function errors, and resources defective status, the organic organization of tasks, functions, and resources based on condition monitoring is achieved, the system status effectiveness organization is achieved, the impact of environment and condition on the system is reduced, and the system effectiveness is improved. 8.2.3.1 Establish resource integration based on IMA platform The IMA platform resource integration belongs to the scope of system physics integration, and it is a requirement for the optimization of the integrated system resource organization to realize the IMA platform resource capability organization integration and IMA platform resource capability generation integration technology. For avionics system physics resource organization, because the general computing processing resources are for avionics system application and function processing and operation, and have their own resource feature operating mode, the avionics system physical resources organization shall determine the capabilities and operating modes of the general computing processing resources according to the characteristics of the general computing processing resources for system applications and

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function requirements, and establish resource organization and operation methods for different applications and functions of the system to form avionics system general processing resource platform mode. Therefore, in order to establish effective avionics general computing resources, it is necessary to first understand the avionics system application and function processing modes, to clarify the requirements of their characteristics for the resource. Second, it is necessary to understand the related capabilities and methods of the system physical resources for avionics system applications and function requirements, to determine their capability types and modes of operation. Finally, it is necessary to aim at avionics system application and function requirements and their configured general computing processing resource capabilities not only to satisfy system application and function operation and processing requirements but also to realize resource feature capabilities and operating efficiency maximization. The IMA resource integration technology is the integration of system resources, functions, and management through the construction of an avionics system IMA platform resource organization. Firstly, through the establishment of IMA platform function partitioning, system classification, and resource classification, a system capability optimization combination is formed to optimize the combination of system area and system resource configuration and capability optimization, to improve regional and system capabilities, and to reduce regional and system capability configuration and complexity. Second, the integration technology improves system effectiveness through the establishment of an IMA resource platform, function platform, and system platform, support for physical integration based on resource sharing, function integration based on results sharing, and management integration. Third, the establishment of IMA resource operation process and physical operational integration improves resource sharing rate and reduces resource requirements. Through the integration of function processes, the sharing of function results and process reuse rates are improved, and processing efficiency is improved. And through operation integration, system effectiveness is improved and system capabilities are enhanced. The integration of IMA platform resources mainly includes the following aspects: First, it is to establish the IMA platform resource organization. That is, through the construction of system resources capability organization integration technologies, the integration process of application process operations, function process operations, and resource process operations based on resource capabilities is implemented, resource type organization is established, i.e., resource type, form, and result; resource operation organization is identified, i.e., resources modes, operations, processes, resource operations; resource performance organization is confirmed, i.e., capabilities, conditions, performance. Second, it is to establish integration of IMA platform resources. That is, through the construction of system resource capabilities generation integration technologies, the resource capabilities generation integration process based on resource types, resource capabilities, and resource management is realized, and the integration of resource capabilities and time sharing of resource capabilities are formed, and resource utilization is increased; also, resource operation integration is constructed. Resource processing results are reused to improve resource efficiency. The status management of resource integration realizes resource capability organization for resource failure status management and increases resource availability, and ultimately realizes IMA platform resource integration benefits.

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8.2.3.2 Establish function integration based on IMA platform The function integration of the IMA platform belongs to the scope of system function integration. It is a requirement for the optimization of the function organization and processing of the integrated system, and the integration of the IMA platformehosted function capability organization and the integration of hosted function processing process are realized. For an avionics system function organization, it is necessary to build the capability of the IMA platformehosted function processing. Function capabilities are the core of integrated system capabilities. Function capability organization is the guarantee of function capability configuration, function process organization, and function performance enhancement. For the integration of IMA platforme hosted functions, different functions have different operation modes, and different operation modes have different organizational logics. For different function application requirements, the establishment of function organizations with different operating modes and the enhancement of function operation process capabilities are the basis for the realization of the avionics system integrated function capabilities. Second, it is necessary to determine the processing efficiency of the IMA platformehosted function. Function efficiency is the core of integrated system performance. The function efficiency organization is to improve the sharing of function results and the protection of process reuse through the integration of functions. For an integrated system, different tasks have their own function organization, and different function organizations have different function results. Because there is coupling and correlation between system tasks and their related functions, aiming at the function organization and operation methods, through the integration of functions based on system task requirements, the sharing of function results is achieved, the maximum benefit of function operation is enhanced, and the function efficiency is effectively improved. Finally, we must ensure the validity of the IMA platform function processing. Function validity is the core of the validity of an integrated system. Function capability is the basis of system task capability. Function organization is the support of system task process. Function validity is the guarantee of the validity of system task results. For an integrated system, a function capability validity organization is formed through the integration of system management based on function status. The IMA platformehosted function processing integration process is based on the requirements of the IMA system application task operating environment and result quality. It aims to determine the function upgrade objectives according to the performance requirements of the function processing domain in terms of system input quality, process processing element quality, and function result quality. It further aims to define the impact of function processing defects, extend capabilities to process information support capabilities, improve function logic processing quality, function activities and processing efficiency, reduce function process overlaps and conflicts, and achieve the goal of function integration results performance, scope, and effectiveness. Therefore, the main task of the IMA platformehosted function processing integration is: First, through the IMA platformehosted function information organization processing mode, establish an information organization and performance processing mode oriented to function operation. That is, function logic activities are described through the use of information capabilities, information organization, and information results. Among them, the information capability is the information formation mode that describes the logic processing element of the function, the information organization is the information organization mode that describes the function logic

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processing, and the information processing is the information processing mode that describes the logic processing of the function. Secondly, through the IMA platformehosted function discipline organization processing mode, establish a processing mode of discipline feature and composition oriented to the function activity. That is, function logic activities are described through discipline domain processing, discipline feature processing, and discipline environment processing. Among them, discipline domain processing is a domain organization mode that describes function logic processing, discipline feature processing is an algorithm organization mode that describes function logic processing, and discipline environment processing is a performance organization mode that describes function logic processing. Finally, through the IMA platform management organization processing mode, establish an organizational mode focusing on function discipline, capability, and collaboration. The hosted function is a discipline capability component of the IMA system application task. Application tasks are often implemented by a specific set of hosted function capabilities. For multiple application tasks, the discipline capability organization of each application task requires multiple sets of hosted functions. Because of the multiple groups of hosted function organizations for the IMA platform, there must be a large number of overlaps and crossing of function capabilities. Therefore, it is necessary to build a platformintegrated function processing organization to cover the IMA system application task organization requirements and to reduce application crossing and overlaps. Among them, the IMA platform management organization is composed of a platform organization based on discipline classification function cooperation, a function cooperation platform organization based on specialized fields, and a function platform organization based on general sharing capabilities. The function integration of the IMA platform mainly includes the following aspects: First, build the organization integration technology of the IMA platformehosted function; realize an integration process of function organization based on function requirements, function modes, and function capabilities; establish function task organizations (function objectives requirements, processing modes, and discipline capabilities); determine the function process organization (function results requirements, logic mode, and process capabilities); and define the function conditional organization, that is, function environment requirements, constraints, and processing status. Second, build the generation integration technology of the IMA platformehosted function; realize the function generating integration process based on function input, function elements, and function discipline functions; establish function discipline capability integration (functional discipline, quality, capability based on task situation); determine the function processing capability integration (the elemental organization, quality, and relationship based on function discipline); clarify function input capability integration (sensor input, performance, and degree based on function element); and ultimately the integration benefit of IMA platform hosted function is realized. 8.2.3.3 Establish application task integration based on IMA system IMA system application integration belongs to the scope of system task integration, and it is a requirement for the optimization of the task organization and operation process of the integrated system. It can realize the integration of IMA systemehosted application capability organization and the integration of IMA systemehosted application processing procedure generation. For an avionics application organization, it is necessary to build the IMA systeme hosted application processing capability. System capability is the guarantee of integrated system capabilities. System capability organization is the core of system capability configuration,

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system status management, and system validity assurance. For system status and system capability, different system statuses form different system capability supports, and different system capabilities have different system task environment guarantees. To meet the requirements of different system tasks, the establishment of system capability based on the classification of system task requirements and the improvement of system organization management capabilities are the basis for the integrated task capabilities of avionics systems. Second, determine the IMA systemehosted application operation efficiency. System efficiency is the guarantee of integrated system efficiency. The system efficiency organization is integrated through system management to improve the system effective support capability assurance. For an integrated system, different system organization methods have different system capabilities, and different system capabilities have different tasks/functions/resource organization. For different management requirements of the system, through the establishment of monitoring capabilities based on the system current tasks/functions/resources, and for the system status environment, through the system status-based management integration, the system status capability sharing is realized, the maximum benefit of the system capability organization is enhanced, and the system efficiency is effectively improved. Finally, we must ensure the validity of IMA system application operation. System validity is the guarantee of the validity of the integrated system. System capability is the basis of system tasks/functions/resources organization, system status is the support of system tasks/ functions/resource activity, and system status management is the guarantee of tasks/functions/resources validity. For integrated systems, task/function/resource validity organizations are formed through the integration of system status management. System application integration is an important way to enhance flight task capability, improve system performance, and reduce system costs. With the ever-increasing requirements for flight applications, the requirements for system performance continue to increase, and the validity capability of systems continues to increase, placing strong requirements on avionics task capability, task effectiveness, task reliability, system availability, and system cost. The IMA systemehosted application comprehensively establishes the entire avionics application scenario according to the flight application requirements, such as the current flight situation scenario, flight capability scenario, and flight condition scenario. And the overall avionics application status is established according to the flight application organization, such as the current flight plan operation status, flight task operation environment, flight task situation scope, and flight scenario operation results. Comprehensive avionics application requirements are established for flight application environments integration, such as flight plan objectives, flight environment conditions, and flight task capabilities; and finally, based on flight application objectives integration, the entire avionics application management is established, such as the current flight scenario, flight process, and flight task requirements management. The application integration of IMA system is based on the organization of IMA systemehosted function, and it organizes and manages the process of flight applications; improves system capabilities; enhances system efficiency, system reliability, availability, and safety; and meets the requirements of flight applications. IMA system applications integration mainly includes the following aspects: First, build the IMA system task organization integration technology; achieve task organization integration process based on task requirements, task modes, task capabilities; establish task application organization (application, requirements, relationships, and environment of system tasks);

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8.3 DIMA architecture system integration

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FIGURE 8.8

IMA system integration organization architecture.

determine the task mode organization (discipline, logic, quality, and condition of system capabilities); and clearly define the task capability organization (the situational organization, perception, recognition, and speculation of the task response). Second, build a generation integration technology for IMA system applications; implement an integration process for task generation based on task response, task organization, and task management; establish a task situation capability integration (situation organization, perception, recognition, and speculation of the task response); determine the task mode decision integration (plan organization, mode, assessment, and decision of task organization); clarify task execution management integration (organization, monitoring, management, and organization of task management); and finally realize the integration benefits of IMA system tasks. The integration organization architecture of the IMA system is shown in Fig. 8.8.

8.3 DIMA architecture system integration The integration of the federated architecture introduced in Section 8.1 is a system application integration based on the establishment of system fixed equipment and capability organization. The integration of the IMA architecture described in Section 8.2 is a system integration based on a system-shared computing platform. This section will discuss a new generation of avionics system integrated architecture, distributed integrated modular avionics system architecture. The DIMA system architecture is a hot topic currently in the research of integrated architecture of avionics systems. From the basic idea of avionics system integration, integration aims at the functionalization requirements (i.e., the requirements of system application organization and system function organization) and nonfunctionalization requirements (i.e., resource utilization, processing efficiency, reliability, availability

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requirements, etc.). It is an approach to achieve the integration of goals, processes, and results, highlighting their relative advantage, to avoid their own disadvantages, to improve the system operating goals, capabilities, efficiency and effectiveness, the system functionalization and nonfunctionalization capabilities based on the current flight environment, capability conditions and operational status, oriented to the requirements of system application objectives, processing capabilities, process efficiencies, and results performance, through the integration of system applications, capabilities, and resource organization. The IMA platform resource integration is based on an integrated architecture of system computing resources. The main mode is to realize function organization through partitioning and to achieve resource sharing through time sharing. The IMA architecture mechanism is to realize resource sharing and reduce resource configuration through resource integration. Through process reuse, results inheritance is achieved and processing efficiency is improved. Through status management, isolation, monitoring, and reconstruction management modes are implemented to increase system confidence. Because the IMA system is based on the platform of system computing resource organization, the system has various goals and discipline tasks and function organization. The system has different task cycles and different levels of different functions while the IMA cannot adapt to the mutual integration between different task cycles and function levels. Therefore, the main benefits of the IMA system are indicated in the time-sharing of IMA platform computing resources. At the same time, because the IMA system has the characteristics of independent tasks and functions, the IMA is organized for general computing platforms and cannot cover discipline radio frequency fields. Many subsystems of avionics systems, such as radar, communication and navigation, surveillance, and flight management, have built their own independent integrated modes, such as radar aperture and radio frequency integration, software-defined radio for communication and navigation, integrated surveillance for surveillance, and so on. At present, many countries in the world are promoting the second-generation IMA (IMA 2G). The goals of the secondgeneration IMA are to build stronger processing capabilities (such as multicore GPUs), build larger storage host space, and increase general input/output management. Its main objectives are to improve the processing capabilities of the IMA system, enhance the IMA system storage host space, and support the system input/output interaction capabilities, thereby improving IMA comprehensive coverage. However, the second-generation IMA organization and integration mechanism is the same as that of the first-generation IMA. Its main idea is to face the internal capabilities and processing efficiency of the IMA platform and improve the internal capabilities of the system IMA platform. The DIMA architecture addresses the limitations of the IMA platform. Based on the respective discipline characteristics of the avionics system subsystems/equipment, according to their respective task types, a distributed architecture is adopted to establish an organizational environment for the avionics system’s own characteristics and capability operation and management system. DIMA uses a time-based triggering bus (TTE or TTP) to implement the avionics system subsystem/equipment featuring resource capability organization based on the time mode configuration and to provide spare capabilities based on their respective time zones. Through the spare capability organization, DIMA builds a virtual IMA integrated platform environment based on the entire avionics system organization and the avionics system subsystem/equipment characteristics. In this way, each DIMA-based distributed IMA resource organization is oriented to the avionics subsystems/equipment task modes, and

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is based on the task cycle and function level organization of each subsystem/equipment (i.e., the task cycle and the function capability of the respective distributed IMAs and their respective subsystems are matched). It effectively supports the task organization and function mode matching with the input of each subsystem/equipment, and further integrates the equipment aperture integration and RF integration of each subsystem. The DIMA system is based on the characteristics and integration requirements of avionics system tasks, functions, and resources. It addresses IMA limitations based on general computing platforms and general processing modes. According to the respective task objectives, function characteristics, and resource modes of avionics system, and based on the distributed architecture mode, system application classification task organization is realized. The DIMA system constructs the DIMA system architecture of step-by-step organization of application tasks, distribution of system functions, and resource distribution operations based on the distributed layout of avionics systems, functional distribution processing, and the status of task-independent organizations for the avionics system resource operation integration, function capability integration, and task mode integration requirements. First, DIMA adopts a distributed architecture mode to build a system physical space mode based on system task objectives, function discipline, and resource types. It implements system task, function, and resource classification organization and distributed processing to support the characteristics and effective processing and management requirements of system tasks, functions, and resources. Second, DIMA system builds a system virtual space based on the avionics system task modes, function capabilities, and resource operation-related features, masks system equipment location, communication, and interaction processes. It eliminates system equipment location, ability, conditions, and different operation-generated influences; establishes system independent application operation, function processing, and resource organization and operation virtual environment; and supports system goals, environment, capability, and process organization. And finally it realizes the mode of system integration, information fusion, and activity integration of systems, functions, and resources, and enhances system task coordination capabilities, function quality capabilities, and resource operation efficiency. An important idea of the DIMA architecture is to establish system virtual space and system physical space. The system virtual space is oriented to system application organization and function organization, and supports system application environment and task integration and system function logic and processing integration. The system physical space is oriented to the system resource organization and operation mode, and supports the integration of resource capabilities and operations of the system application running process and system function processing process. Through the integrated approach of system distribution organization, parallel processing, and collaborative sharing, the DIMA system integration enhances the system parallel processing capabilities, optimizes system application efficiency, enhances system function organization coordination, improves system resource configuration utilization, and improves system function processing efficiency optimization and enhances objectives of system operation validity. The DIMA system addresses the processing functions and resource composition of avionics system equipment. Based on system applications and function processing requirements, the DIMA system builds a distributed organization and management based on the functions and capabilities of system equipment, forming a distributed general processing environment for system applications and functions, namely, the virtual space, supporting the integration of system applications and function organization, processing, and operations. It establishes a

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distributed processing environment for system equipment, that is, a physical space, and supports system equipment physical capability organization, process processing, and resource operations. Firstly, according to system application target classification and organization, the DIMA system supports function discipline classification and constitution of system application, and achieves the types and capabilities requirements of system equipment resources. Secondly, according to the virtual space mode, the DIMA system constructs a system application mode organization, a function processing organization, an input information organization, a processing process organization, and an operation performance organization; provides a system application field configuration and a function processing configuration; and establishes a system integration mode to realize the system application operation goal and function processing capabilities. Finally, the DIMA system addresses the physical space mode, establishes the resource types and capability organization of the system equipment, types and processes of physical operations, process processing and response modes, and collaborative management of different resource operations, to provide the physical operation capability of the support system virtual space while supporting the system resource capabilities integration and improving system equipment resource utilization and operational efficiency. A typical DIMA integrated avionics architecture is shown in Fig. 8.9.

FIGURE 8.9 Typical DIMA integrated avionics system architecture.

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8.3.1 DIMA system virtual space The DIMA system is based on computer distributed system technology. Through the system operation of distributed processing and organization (system management and distributed operating system), it shields the different equipment locations, capabilities, and processing characteristics processed by the system, and builds processing environment and capabilities for system applications, supports system independent application organization and parallel processing mode. DIMA aims at the avionics system objectives, and according to the classification of system components, avionics system integration is divided into three major scopes: application scope, function scope and capability scope. Through the application scope integration, the application task behavior, organization, and goal are integrated to form a system application with maximum application efficiency and application optimal effect. As well, through the integration of system function scope, the system function processing process and quality are integrated to optimize information quality, and to enhance discipline capabilities and enhance processing efficiency under different system targets, environment, and status. It integrates the system capabilities and environment to realize the integration of the system operating environment, operation capabilities, and processing processes, improving system application operating efficiency and function processing capabilities, improving application operation objectives and function process results confidence. The system virtual space is an application-oriented virtual operating environment established through the distributed operating system of the distributed system, providing system applications and function operations and processing. The system virtual space realizes the distribution of discipline functions of the system by adopting the virtual space mode. By adopting the physical space mode, the organization of resource capabilities is realized and the operation and distribution of system resources are realized. In this way, DIMA organizes a distributed virtual parallel IMA platform organization through virtual space organization. Each virtual IMA system targets independent avionics subsystem/equipment application and function processing, and supports the integration of virtual IMA system applications and the integration of virtual IMA platform functions. Since each virtual IMA system is organized based on the task cycle and function hierarchy of each subsystem/equipment, it matches the task cycle and function capabilities of each subsystem/equipment and can effectively support the matching of the system/equipment applications and functions with the input processing of the system, such as supporting subsystem aperture integration and RF integration. At the same time, according to the distributed organization, the DIMA architecture establishes distributed organization, operation, and management modes for system applications. Based on virtual IMA platforms and equipment, the DIMA architecture enables the application organization and integration of the entire avionics system. 8.3.1.1 Virtual space of system application mode System application organization is the most important organizational requirement for avionics systems. Based on the distributed organization mode, the DIMA system implements organization integration and system organization management mode oriented to the system application. For DIMA virtual space, through the system distributed system architecture, for different application organizations, such as airport taxiing management, takeoff process, approaching process, etc., it is necessary to establish application-oriented task processing modes, such as route organization,

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flight guidance, environmental monitoring, and so on, to build the target organization, task organization, and environmental organization of the system application. At the same time, according to the distributed organization of the system, the DIMA virtual space establishes function partitions, builds system application independent operations, supports system application concurrent processing requirements, and satisfies the system application independent organization and operation management mode. In addition, the DIMA virtual space is also organized according to the system virtual environment, and the characteristics of the distributed system function partitioning, the requirements of the system application organization conditions are built, and the system distributed task scheduling and management requirements are supported. Therefore, DIMA virtual space supports system application tasks, system functions, and system resources to uniformly organize, monitor, and manage. At the same time, system task distribution organization, system function distribution processing, and system process distribution operations are established to form application scope, function scope, and capability scope, to support the integration of various application task objectives, system organization and operation of various process organization, system environment and conditional capability organization and integration requirements, to achieve organization requirements of the system application objectives, application capabilities, application environment, to optimize the system application capability organization and application result. The virtual space organization of the application mode is mainly to establish the virtual environment space organization and the virtual space and system equipment capability organization for system application mode. The system virtual environment space organization oriented to the requirements of the application mode is actually organized according to the system application mode and establishes an application operation environment organization oriented to the application target, that is, an application mode, a working field, a result target, and an environmental condition. Examples include flight process safety and efficiency monitoring applications. For flight process safety and efficiency monitoring applications, it is first to determine the monitoring requirements components, such as flight safety assurance and flight efficiency support. Secondly, it is to determine the areas of system monitoring, such as flight distance, safety isolation, flight interval, etc., and then determine the flight monitoring target, such as air crash warning, minimum safety isolation, optimal flight interval, etc. Finally, it is to determine the aircraft monitoring environmental conditions, such as flight traffic situation, flight weather conditions, route planning organization, etc, that is, the applications, fields, environments, and organizational requirements of the virtual environment space in which the system monitors application requirements that the application satisfies. The establishment of a system application virtual space and system equipment capability organization is actually a virtual space created for the system. According to the distributed discipline organization of the system equipment, a distributed equipment capability organization oriented to the application mode is established, namely, the equipment type, working field, and operation mode. For instance, system safety and efficiency monitor distributed equipment organization. For the application of flight process safety and efficiency monitoring, firstly, it is to determine the system equipment discipline oriented to the application mode, such as ADS-B, airborne meteorological radar, airborne TCAS, etc. Secondly, it is to determine the system equipment capabilities oriented to the application working field, such as the function of ADS-B, airborne meteorological radar and airborne air crash; then determine the flight surveillance targets oriented to the application target, such as ADS-B flight status report, route meteorological hazard alarm, air collision avoidance alarm, etc.

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Finally, it is to determine the environment organization oriented to the application operating, such as traffic situation organization, meteorological detection, route inquiry and so on. That is, the system equipment capability organization meets the goals, capabilities, and scope requirements of the application virtual space. 8.3.1.2 Virtual space of system function processing For function processing requirements, the DIMA system implements an organization and management mode oriented to system function capabilities and processing based on a distributed organization mode. For the DIMA virtual space, according to the system distributed organization, the DIMA system determines the composition of the function areas of the distributed system for the system different equipment discipline capability, such as flight management system equipment, communication equipment, navigation equipment, monitoring equipment, and display equipment. As well, it establishes a space of interaction that is consistent with the field of system application organization. At the same time, the DIMA virtual space establishes a function distributed organization architecture based on the function distributed organization of the system, builds a function processing collaboration mode based on system resource distribution, supports concurrent processing requirements for system functions, and satisfies the system distributed organization and operation management modes. In addition, DIMA virtual space is also based on the system equipment distributed virtual environment organization, according to the distributed system features of different equipment, builds system requirements for distributed operating conditions, and supports system function scheduling and management requirements based on the system distributed equipment. Therefore, DIMA virtual space supports the unified organization, monitoring, and management of system equipment, system functions, and system capabilities. At the same time, it establishes system distributed organization based on the equipment types, system function distributed processing based on the equipment capabilities, and system distributed operating process based on the equipment operations. The process forms the system distributed function scope, function space, and function processing organization; supports the distributed system function requirements goal organization integration; and supports the distributed equipment process organization and operation integration, the distributed system equipment environment and the condition ability organization, as well as integration requirements. This is to achieve the system function goals, function capabilities, function environment organization integration requirements, to meet the distributed system function organization and optimization, to meet the system function capabilities organization and application result optimization objectives. 8.3.1.3 Organization mode of system virtual space The organization mode of system virtual space is mainly to establish a virtual environment space organization for the system-oriented function areas and establish an operation process organization for the virtual space and system equipment. The system-oriented virtual environment space organization for function areas is actually according to the system function processing field organization, establishes processing environment organization oriented to function discipline, namely, function types, discipline capabilities, processing procedures, and operating conditions, for example, monitoring system function organization. For the system function type organization, it is first to determine the

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function areas constitution of the surveillance system for monitoring requirements, such as ADS-B based on flight status report monitoring, TCAS based on air collision avoidance monitoring, weather radar based on route weather monitoring, etc. Secondly it is to determine system monitoring function composition, such as ADS-B flight conflict monitoring, TCAS-based collision avoidance function, weather radar-based turbulence detection function, etc. Then it is to determine the system function processing process, such as situation display, voice alarm, sending reports, etc. Finally, it is to determine the system function operating conditions, such as system capability configuration, flight environment requirements, task organization, etc. That is, the system monitoring function satisfies the discipline, capability, process, and scope organization requirements of the virtual environment space in the system function area. The establishment of a system function virtual space and system equipment capability organization is actually a function virtual space established for the system. According to the distributed capability organization of the system equipment, a distributed equipment operation process organization oriented to the application mode is established, i.e., equipment capability, operation process, and operation condition. For example, the system monitors the equipment organization. For the function requirements of the system operation, it is first to determine the equipment resource capabilities oriented to the system function discipline, such as the information organization of ADS-B equipment, communication frequency bands, radio frequency processing resources, logic processing resource requirements, etc., covering the system function capability requirements. Secondly, it is to determine the system equipment operation process oriented to the system function processing, such as ADS-B input RF conversion, signal processing, logic processing, etc., to provide system function processing process capability. It is then to determine the input/output process, conversion process, communication process, processing algorithms, etc. that are oriented to the system function processing, to support the process capability of the system. Finally, it is to determine the condition organization oriented to the system function processing, such as task operation requirements, environment operation status, and system operation commands. That is, the system equipment operation organization meets the capabilities, processes, and operational requirements of the system function virtual space. The system virtual space organization mode of the distributed system is shown in Fig. 8.10. Virtual function area 1

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8.3.2 DIMA system physical space For the DIMA system, the system virtual space is oriented to the system application and function organization, but the system virtual space must be based on the system physical resource organization capability, operation, and management, i.e., the system physical space. Based on a variety of discipline equipment capabilities, according to their respective location environment and the system communication link cross-linked, and oriented to a variety of function organizations, distributed systems support system parallel processing and realize system task scheduling and operation management system architecture. For avionics systems, due to the requirements of system applications, the equipment organization of distributed avionics systems have different fields of discipline, different resource type capabilities, different function components, different operating environments, different operational processes, and different results forms. Therefore, for the DIMA distributed integrated system, how to organize system discipline equipment composition, establish system capability space and operating field, construct system function type and processing capability, determine the system operation mode and process organization, the system task organization and scheduling mode, and support system virtual space application and function processing requirements, i.e., the system physical space, are the core tasks of DIMA-based organizational operations and system physics integration. The DIMA system physical space is for the DIMA system application virtual space. Based on the operation mode of the system equipment response, the DIMA system physical space establishes the requirements for system equipment type, operation, and capability organization according to the system distributed equipment capability. First of all, the physical space organization of DIMA system is based on equipment capability organization oriented to the application mode, namely, function classification, distribution organization, and partition management application operation support mode, establishes the system distributed equipment physical space capability environment, supports system virtual space application operating capability, and satisfies the system physical space application running organization requirements. Second, the DIMA system physical space organization is organized according to the distributed system operation mode, that is, the resource operation support mode of the activity organization, operation process, and environmental conditions; establishes the system distributed equipment physical space operation; and supports the system virtual space function processing capability that meets the requirements of the system physical space function operation organization. In addition, the physical space organization of the DIMA system is based on the organization of the distributed system equipment capabilities, i.e., the operation result support mode of the equipment type, operating field, and result performance; establishes the system-wide distributed system physical space function environment; supports the system virtual space processing quality; and satisfies the system physical space equipment performance requirements. Therefore, the DIMA system physical space is mainly composed of the system physical space distributed system capability organization and the system physical space distributed resource capability organization. 8.3.2.1 The organization of distributed system capability of system physical space The system physical space function capability is based on the operation mode of the distributed system equipment, and constructs the physical space type, capability, and

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operation organization that are oriented to the application, function, and performance requirements of the system virtual space. The system physical space capability organization must meet the system virtual space operation requirements. For DIMA distributed systems, first is to determine the system physical space operating field and system virtual space application organizational capabilities. The operating field of system physical space is based on the operating field of the entire distributed system node equipment. Aiming at the node equipment type configuration, based on the node equipment activity distribution and operation mode, the distributed system physical space operating field is established to support distributed system virtual space application space task configuration, determine the distributed system virtual space application operation space task scheduling and management mode. Second, is to determine the system physical space capability organization and the system virtual space function processing mode. The system physical space processing capability is based on the discipline mode of the entire distributed system node equipment. Aiming at the discipline capabilities of the node equipment, according to the discipline distribution of the node equipment and the discipline operation of the node equipment, the distributed system physical space function processing mode is established to support distributed system virtual space function partitioning configuration, which determines the partition processing and operation mode of the distributed system virtual space function. Third, is to determine the system physical space operation organization and system virtual space operation mode. The system physical space operation is based on the entire distributed system node equipment operation mode configuration. Aiming at the node equipment type organization, according to and the node equipment capability distribution and the node equipment operating condition, the distributed system physical space operation process organization is established to support the distributed system virtual space operation process configuration, and to determine the distributed system virtual space operation management organization. For example, a DIMA distributed avionics system architecture is composed of navigation equipment, communication equipment, and display equipment. Through the distributed system equipment organization, DIMA system establishes the navigation equipment physical spacedGPS processing, position processing, integrity calculationdand establishes the communication equipment physical spacedcommunication data, communication link, message organization. It also establishes display equipment physical spacedposition display, navigation display, status display. Then DIMA is to implement the application requirements of the virtual space based on physical space capabilities organization, such as the virtual space of the flight guidance application: aircraft position displays, GPS integrity capabilities, flight guidance display, and flight decision coordination. Another example is the virtual space of flight management applications: flight plan status, planned route display, aircraft position calculation, navigation mode selection, and flight status report. 8.3.2.2 The organization of distributed resource capability of system physical space The system physical space capability composition is based on the resource capabilities of distributed system equipment, and the system equipment capabilities, resources, and operation organization that are oriented to the system physical space functions, processing, and result requirements are constructed. The system equipment resource capability organization must meet the system physical space operation requirements. For DIMA distributed systems, first is to determine the system equipment resource capabilities and system physical space

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capabilities organization. The system equipment resource capability is based on the resource composition of the entire distributed system node equipment. According to the resource capability composition of the node equipment type, and the resource performance requirements of the node equipment performance, the distributed system physical space resource capability is established according to the resource operation mode of the node equipment operation, to support the physical space function organization requirement of the distributed system, and to determine the physical space resource capability configuration and operational process management requirements of the distributed system. Second, is to determine the system physical space function and resource management mode based on the distributed system equipment operating system. The distributed system equipment operating system is a real-time operating system based on the node resource capability management and function organization scheduling of the entire distributed system. The distributed operating system is based on the resource configuration of the node equipment. According to the function organization of the node equipment, and on the basis of the operation mode of the node equipment, the system physical space function organization partition mode is established, to provide physical space distributed real-time resource organization and sharing services, and to establish system distributed parallel task scheduling queuesdparallel ready queues, operation queues, and pending queue managementdand the distributed system physical space function operation and resource configuration management are formed. Third is to determine the system resource organization and operational capability organizational mode. The system physical space resource organization capability is based on the resource operation mode. Currently, distributed system equipment are basically procedural processing systems. Therefore, determining the types and capabilities of distributed system node equipment processors and establishing system node processing instructions and logical processing modes are the foundation and guarantee of distributed system resource capabilities and operation modes. It is also a platform for real-time operating systems of distributed systems. Therefore, the physical space resource capability must establish instruction systems and processing programs for physical space function processing, determine the system processing process and management mode for physical space function logic, and aim at the system resource capability distribution organization and system distribution operating system scheduling and management based on system physical space, to achieve the DIMA system physical space function operation and resource organization management requirements. The navigation, communication, and display equipment to form DIMA distributed avionics architecture is still taken as an example. The DIMA system is organized through distributed system equipment. As shown in the previous example, the physical space of navigation equipment, communication equipment, and display equipment are established, and a processor platform that supports operating system operations is established, such as navigation functions processing computers of navigation equipment, communication organization and management computers of communication equipment, and function organization and graphic management computer of display equipment. A distributed real-time operating system for the functions and resource organization of the three computer platforms is built, and resource configurations for the operation requirements of the three types of equipment are determined, such as navigation equipment GPS processing modules, information communication links of communication equipment, graphics processing engine modes of display equipment, etc. Three independent physical space resource organizations of the system are

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formed, to support the requirements of scheduling and operation management based on distributed real-time operating systems. 8.3.2.3 Excitation mode of system physical space The DIMA system physical space operation mode is an operation mode oriented to the system capability and the resource capability. The operation mode oriented to the system capability is based on the entire distributed system architecture of the avionics system constructed by DIMA. According to the application organization of the entire system and the functions processing of each node of the system, the system distribution capability organization and operation processing is formed. The DIMA system physical space capability excitation mode operation uses event-triggered excitation to establish the DIMA system physical space task activity and process organization. That is, according to the event conditions, the event activities, and the event cross-linking, based on the physical space application task association of the distributed system, the operation of the DIMA system physical space associated task is established. The capability operation oriented to the resource capability mode is based on DIMA configuration of each node based processing mode of the avionics system. According to the resource type requirements and constitution of the operation function of each node, and based on the resource capability and operation process of each node of the system, the entire system distributed resource capability organization and the operation process are formed. The DIMA system physical space resource capability excitation mode operation uses time-triggered (TTE or TTP time-triggered bus) excitation to create the physical

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space resource capability organization and operation process of the DIMA system node. That is, for time counting, according to the time slice, according to the task cycle, based on the physical space time slice cycle task association of the distributed system, the DIMA system node physical space association cycle task organization is created. The system physical space organization mode of the distributed system is shown in Fig. 8.11.

8.3.3 DIMA system integration Based on the distributed avionics system architecture organization, the DIMA system integration is the integration of application requirements, system capabilities, and all activities of the entire avionics system. It achieves optimization and enhancement of avionics system application efficiency, system efficiency, and resource utilization. The avionics system is divided into: system application organization, function organization, and resource organization. The integration of the avionics system is to improve the system application operating efficiency, the efficiency of system function processing, and the validity of system resources operation through the adoption of a system integration method. The application organization of the system is based on system application requirements and goals to determine system task organization and application benefits. System function organization is based on system function organization and processing methods to determine system processing quality and result performance. System resource organization is based on system resource composition and operation mode to determine the system resource capabilities and the validity of results. The DIMA system is a typical architecture organization of avionics systems and is an avionics system based on a distributed architecture. The DIMA system integration is the integration of avionics system application tasks, system functions, and equipment resources based on the distributed system organization. The DIMA system is based on the distributed system architecture. According to the target requirements of the avionics system, the system virtual space application processing, and the system distribution application composition, the application task integration is adopted to achieve the optimization of the application task behavior, organization, and goals, to improve system application efficiency and application effectiveness. According to the function composition of avionics system, the system virtual space function organization, and the system distributed function processing classification, through the system function integration, the system processing information quality optimization is realized, effectively improving the system function processing capabilities, function processing quality, and function processing efficiency under different goals, environments, and status. Aiming at the resource organization of the avionics system, according to the system physical space resource organization, and the system distributed resource capability classification, through system physics integration, the optimization of system operational capabilities is realized, which can effectively improve resource utilization (minimum resource configuration), resource operation efficiency, and confidence in resource operation results. The DIMA system integration mode is based on distributed system organization and it aims at distributed system application task organization. According to the distributed system function composition, and the distributed system resource configuration, through the organization and optimization of distributed system application space and the operation process, of

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distributed system function fields and processing processes, of distributed system resource capabilities and operating processes, the improvement of application efficiency, function quality, and resource utilization of avionics systems is realized. Therefore, the application task integration of DIMA is aimed at the operating field of distributed system equipment. Based on the application capability of system virtual space, it builds a system distributed application task organization, implements the system distributed application task operation mode and collaborative integration, and realizes the system distributed application operation target, process, and environment optimization process organization. DIMA-based system functions integration is aimed at the capabilities type of distributed system equipment. Based on the function requirements of the system virtual space, the system distributed function organization is built, the system distributed function processing and quality integration are implemented, and the system distributed function processing capability, quality and efficiency optimization process organization are realized. DIMA system physics integration is aimed at distributed system equipment resource composition. Based on system physical space resource capabilities, it builds system distributed resource organization, implements system distributed physical capability and operation integration, achieves system distributed resource sharing, process reuse, and status management optimization process organization. The DIMA distributed virtual space application and function integration and distributed physical space resource integration architecture is shown in Fig. 8.12. The DIMA system integration is an integration mode for application task organization, system function processing, and physical resource management oriented to avionics systems. The system application task organization integration is oriented to the distributed system application organization structure. Based on the system established virtual space application operation mode and task processing, the distributed task organization and integration oriented to task collaborative mode is established. The system function processing organization integration is oriented to the distributed system function organization architecture, and based on the virtual space function type and processing mode established by the system, a distributed system function organization oriented to the function complementary mode is established. The system physical resource management organization integration is oriented to the distributed system equipment organizational structure. Based on the physical space

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FIGURE 8.12 DIMA distributed virtual space application and function integration and distributed physical space resource architecture.

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resource capabilities and operating modes established by the system, a distributed system resource organization and integration oriented to the resource sharing mode is established. We will discuss the three integration modes of DIMA next. 8.3.3.1 Distributed application task organization and integration oriented to task collaboration mode The system task integration oriented to task collaboration mode is based on the application awareness, organization, management, and optimization techniques of distributed system organization. The distributed task organization and integration oriented to the task collaboration mode mainly consists of the following tasks: First, is to establish the integration of virtual space application requirements based on distributed system architecture. The requirement for virtual space applications based on distributed system architecture is based on the distributed application organization of DIMA system. It aims at the characteristics of system distributed applications and builds a virtual space application mode oriented to distributed applications, that is, establishes an application scenario organization virtual space constructed by distributed application environment, application situation, and application scenario to realize the integration of application goals, application capabilities, and application conditions based on the application scenario virtual space. Second, is to establish a virtual space application task integration based on distributed system architecture. The task of virtual space application based on distributed system architecture is based on the distributed task composition of DIMA system. Aiming at the characteristics of system distributed tasks composition, a system virtual space application mode based on distributed task types is constructed, that is, the task identification and organization virtual space based on the construction of distributed task awareness, task identification, and task organization is established, to realize the integration of task types, task capabilities, and task organization based on application task identification and organization. Third, is to build a virtual space application operation integration based on the distributed system architecture. The virtual space application operation based on distributed system architecture is according to the distributed application operation mode of DIMA system. It aims at the distributed operation organization characteristics of the system and builds a system virtual space application mode for distributed application operation management, that is, builds an application task operation and management virtual space based on distributed application plan operation management, application operation environment management, and application operation task management, and realizes the integration of application operation requirements, application operation scenarios, and application operation management based on application task operation and management. 8.3.3.2 Distributed system function organization and integration oriented to function complementary mode The system function integration oriented to function complementary mode is based on the system discipline, logic, processing, and optimization techniques of distributed system organization. The distributed system function organization and integration oriented to the function complementary mode mainly consists of the following tasks: First of all, establish the function discipline integration oriented to the target task requirement based on the virtual space of distributed system architecture. The function discipline oriented to the target task requirement based on the virtual space of distributed system architecture is according to the distributed function type of DIMA

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system, aiming at the distributed function capability characteristics of the system, a function complementary mode of the system virtual space is built oriented to the distributed function discipline, that is, the establishment of the discipline organization processing mode virtual space of distributed discipline processing capability, discipline processing process, and discipline processing results, and realizes the complementary integration of distributed discipline processing fields, discipline processing activities, and specialized processing forms based on the discipline organization processing mode virtual space. Second, establish a function logic integration oriented to function processing requirements based on the virtual space of distributed system architecture. The function logic oriented to the function processing requirements based on the virtual space of the distributed system architecture is based on the distributed function logic organization of the DIMA system. It aims at the characteristics of system distributed function processing and builds a system virtual space function complementary mode for distributed function processing, that is, to establish a function organization processing mode virtual space of distributed function capability information mode, function logical organization mode, and function information processing mode, and to realize the complementary integration of distributed function capability organization, function logic quality composition, and function operation processing mode based on function organization processing mode virtual space. Third, establish a function synergistic integration oriented to function organization requirements based on virtual space of distributed system architecture. The function capabilities oriented to the function organization requirements based on virtual space of distributed system architecture are according to the distributed function cooperation organization of DIMA system. Aiming at the distributed function interaction characteristics of the system, the function complementary mode of system virtual space for distributed function collaboration is constructed, that is, to establish the system function cooperative operation management mode virtual space of distributed system task configuration mode, system function operation mode and system platform operation management, and to implement the complementary integration of distributed system task capability organization, system function processing process, and system operation management of system function collaborative operation management mode virtual space. 8.3.3.3 Distributed system resource organization and integration oriented to resource sharing mode The system physics integration for the resource sharing mode is based on the system resource capability, operation process, and system status optimization integration technology of the distributed system organization. The distributed system resource organization and integration oriented to the resource sharing mainly consists of the following tasks: First, the resource access sharing integration of physical space based on distributed system architecture is established. The resource access sharing in the physical space based on the distributed system architecture is according to the distributed resource type organization of the DIMA system, aiming at the distributed resource capability classification characteristic of the system, the system physical space resource sharing mode oriented to the distributed resource organization is established, i.e., the system resource sharing physical space of the distributed resource type, operation process, and partitioning organization is established, and the system resource sharing integration based on the distributed resource capability, time-sharing access, and partition protection of the unified resource sharing physical space is realized. Second, a resource operation process integration based on the physical space of the distributed system architecture is established. The resource operation process of the physical space based on the distributed

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system architecture is according to the distributed resource operation mode of the DIMA system, aiming at the distributed resource operation behavior characteristics of the system. Then a system physical space resource operation process oriented to the distributed resource organization is constructed, i.e., the system resource operation physical space of distributed resource capability, operation mode, and result scope is established, to realize the integration of system resource operations based on distributed resource operation types, operation conditions, and operation results of the system resource operation physical space. Third, a resource management status integration of physical space based on distributed system architecture is established. The resource management status of the physical space based on the distributed system architecture is according to the distributed resource capabilities and operating status of the DIMA system, aims at the distributed resource effective capability organizational characteristics of the system, and builds the system physical space resource status management oriented to the distributed resource organization, that is, to establish the physical space of system resource status of distributed resource capability defect mode, operating error mode, and operation failure mode, and to implement the system resource status management integration of distributed resource capability validity, resource operation validity, and resource process result validity based on system resource status management physical space. The integrated organization architecture of the DIMA distributed avionics system is shown in Fig. 8.13.

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8.4 Summary Typical avionics system integration architecture describes representatives of typical engineering integrated technical architecture in the development history of avionics systems. Through the balance between technological advancement and technological effectiveness, the balance between system organization and system complexity, and the balance between application requirements and development costs, the typical representatives of avionics system integration technology architecture are formed: the federated system architecture, IMA system architecture, and DIMA system architecture. This chapter introduces the thinking and methods for the integration of federated system architecture, IMA system architecture, and DIMA system architecture. That is, the federated system architecture is based on the digital technology, bus technology, and software technology capabilities at that time, and the application tasks of the system with different equipment are integrated. It is described that the IMA system architecture is based on the system general computing platform, hosted system application integration, and system network organization technologies to realize the integration of tasks based on IMA platform resources, IMA system functions, and avionics system applications; and it is described that the DIMA system architecture is a distributed technology based on the application distributed organization, function distribution processing, and resource distribution operations of the system to achieve the task mode integration, function capability integration, and resource operation integration of avionics system. The main aspects are as follows:

8.4.1 Establish the integration mode and method of the federated architecture This chapter discusses the federated architecture organization and introduces the operation organization in the field of federated architecture equipment, including specialized equipment organizations for application areas, function processing organizations for equipment specialization, and resource capability organizations for function processing; and the function requirements of the capabilities of the equipment are described, which includes function discipline requirements for independent equipment capability areas, function quality requirements for independent equipment resource performance, and function operating requirements for independent equipment operating environment; and function result integration of system capabilities is discussed, including system capabilities integration for equipment discipline fields, system conditions integration for equipment environment organization, and system result integration for equipment function processing.

8.4.2 Establish the integration mode and method of the IMA architecture This chapter discusses the organization of the IMA architecture and introduces the IMA platform resource organization, which includes the IMA platform resource capabilities for system hosted functions, the IMA platform resource and hosted function independent mode, and the IMA system resource organization; describes the IMA system organization architecture, including the general mode of resource and hosted functions, the use of resource time sharing and function partitioning protection, and the layered organization of application function and capability operations; and discusses the integration mode of IMA system,

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including the integration of IMA platform resources, the integration of IMA platform functions, and the integration of IMA system application tasks.

8.4.3 Establish the integration mode and method of the DIMA architecture This chapter discusses the DIMA architecture organization and introduces the DIMA system virtual space, which includes the virtual space of the system application mode, the virtual space of the system function processing, and the system virtual space organization mode. It describes the DIMA system physical space, including the system physical space distributed system capability organization, system physical space distributed resource capability organization, and system physical space excitation mode; and finally discusses the DIMA system integration, including distributed application task organization and integration of task coordination mode, and distributed system function organization and integration of function complementary mode, and distributed system resource organization and integration of resource sharing mode.

References [1] G. Wang, Integration technology for avionics system, in: Digital avionics systems conference, IEEE, 2012, pp. 7C6-1e7C6-9. [2] N. Bad ache, K. Jaffres-Runser, J.L. Scharbarg, et al., End-to-end delay analysis in an integrated modular avionics architecture, in: Emerging technologies & factory automation, IEEE, 2013, pp. 1e4. [3] T. Stone, R. Alena, J. Baldwin, et al., A viable COTS based wireless architecture for spacecraft avionics, in: Aerospace conference, IEEE, 2012, pp. 1e11. [4] Rufino J, Craveiro J, Verissimo P. Building a time- and space-partitioned architecture for the next generation of space vehicle avionics//Software technologies for embedded and ubiquitous systems -, Ifip Wg 10.2 International Workshop, Seus 2010, Waidhofen/ybbs, Austria, October 13e15, 2010. Proceedings. DBLP, 2010:179-190. [5] Z. Li, Q. Li, H. Xiong, Avionics clouds: a generic scheme for future avionics systems, in: Digital avionics systems conference, IEEE, 2012, pp. 6E4-1e6E4-10. [6] M.A. Nchez-Puebla, J. Carretero, A new approach for distributed computing in avionics systems, in: International Symposium on information and communication technologies, Trinity College, Dublin, 2003, pp. 579e584. [7] V.V. Balashov, V.A. Kostenko, R.L. Smeliansky, et al., A tool system for automatic scheduling of data exchange in real-time distributed embedded systems, in: International Symposium on computer networks, IEEE, 2006, pp. 179e184. [8] K.1 Balasubramanian, Applying model-driven development to distributed real-time and embedded avionics systems, International Journal of Embedded Systems 2 (3/4) (2007) 142e155. [9] J. Xu, F. Li, L. Xu, Distributed fusion parameters extraction for integrated system health management to space avionics, Journal of Aerospace Computing, Information, and Communication 10 (9) (2013) 430e443. [10] R. Bartholomew, Evaluating a networked virtual environment for globally distributed avionics software development, in: IEEE International conference on Global software engineering, IEEE Computer Society, 2008, pp. 227e231. [11] C.C. Insaurralde, M.A. Seminario, J.F. Jimenez, et al., IEC 61499 model for avionics distributed fuel systems with networked embedded holonic controllers, in: IEEE conference on emerging technologies and factory automation, IEEE, 2006, pp. 388e396. [12] C.C. Insaurralde, M.A. Seminario, J.F. Jimenez, et al., Model-Driven system development for distributed fuel management in avionics, Journal of Aerospace Computing, Information, and Communication 10 (2) (2013) 71e86. [13] B. Annighofer, F. Thielecke, Multi-objective mapping optimization for distributed integrated modular avionics digital avionics systems conference, IEEE (2012) 6B2-1e6B2-13. [14] B. Annighöfer, F. Thielecke, Supporting the design of distributed integrated modular avionics systems with binary programming, Deutscher Luft- und Raumfahrtkongress (2012).

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Testing and verification of the integrated avionics system O U T L I N E 9.1 Testing and verification organization of system development process 471 9.1.1 Organization of system development and verification level 472 9.1.1.1 Objectives organization of the system development level 475 9.1.1.2 Process organization of the system development level 475 9.1.1.3 Verification organization of system development level 476 9.1.2 Organization and verification of system development process 477 9.1.2.1 Development process and domain organization of application level 478 9.1.2.2 Development process and subsystem organization of domain level 480 9.1.2.3 Development process and equipment

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component organization of subsystem level

9.1.3 Organization and verification of system integration process 9.1.3.1 Testing and verification of IMA platform capabilities integration 9.1.3.2 Testing and verification of IMA-hosted applications integration 9.1.3.3 Testing and verification of IMA system organization integration 9.2 Organization of testing and verification of system application integration 9.2.1 Testing and verification of flight scenarios integration 9.2.1.1 Test of flight scenario range effectiveness 9.2.1.2 Test of flight scenario development trend effectiveness

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9.2.1.3 Test of flight scenario integrated field effectiveness

9.2.2 Testing and verification of flight mission integration 9.2.2.1 Effectiveness test of task awareness 9.2.2.2 Effectiveness test of task identification 9.2.2.3 Effectiveness test of task organization 9.2.3 Testing and verification of flight management integration 9.2.3.1 Effectiveness test of flight plan execution status management 9.2.3.2 Effectiveness test of flight situation environmental status management 9.2.3.3 Effectiveness test of flight mission operation status management

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9.3 Organization of testing and verification of system function integration 500 9.3.1 Testing and verification of system function discipline integration 501 9.3.1.1 Effectiveness test of integration of task target guidance system function discipline ability 503 9.3.1.2 Effectiveness test of task property guidance system function processing integration 504 9.3.1.3 Effectiveness test of task area guidance system function scope integration 505 9.3.2 Testing and verification of system function unit integration 506

9.3.2.1 Effectiveness test of system function processing information fusion 508 9.3.2.2 Effectiveness test of system function processing logic integration 509 9.3.2.3 Effectiveness test of system function processing input integration 510

9.3.3 Testing and verification of system function process integration 9.3.3.1 Effectiveness test of system function process reuse 9.3.3.2 Effectiveness test of system function result inheritance 9.3.3.3 Effectiveness test of system function status combination

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9.4 Organization of testing and verification of system physical integration 515 9.4.1 Testing and verification of equipment resource capabilities integration 516 9.4.1.1 Effectiveness test of equipment resource time sharing 518 9.4.1.2 Effectiveness test of equipment resource process reuse 519 9.4.1.3 Effectiveness test of equipment resource status management 520 9.4.2 Testing and verification of equipment-hosted application integration 521

9. Testing and verification of the integrated avionics system

9.4.2.1 Effectiveness test of equipment hosted application partition integration 9.4.2.2 Effectiveness test of equipment-hosted application interval integration 9.4.2.3 Effectiveness test of equipment general processing sharing and integration

9.4.3 Testing and verification of equipment operation management integration 9.4.3.1 Effectiveness test of equipment application operation management 9.4.3.2 Effectiveness test of equipment general processing management 9.4.3.3 Effectiveness test of equipment resource operation management 9.4.4 Summary 9.4.4.1 Description of testing and verification of the

system development process based on the system development organizational architecture 9.4.4.2 Discussion of the testing and verification of system application integration based on system flight application process 9.4.4.3 Discussion of the testing and verification of system function integration based on system function processing 9.4.4.4 Discussion of the testing and verification of system physical integration based on the operation process of system resources

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For a multiobjective, multifactor, multicondition and multiprocess integrated system, how to carry out system testing and verification, test the effect of correlation, offset, and conflict in system integration process, confirm and verify the capability, quality, and the realization of efficiency of systemic integrated target are the key and core technology of the integrated system. The integration of avionics systems is the task organization and process integration for flight operations requirements, the functional organization and integrated process for system capability requirements, and the ability organization and integrated operation for system operation requirements. It can effectively optimize and enhance the application efficiency of avionics systems, the processing power, and operational effectiveness. Although avionics system integration has effectively improved system capabilities, performance, and effectiveness, at the same time, the integration of avionics systems has also greatly increased system coupling, correlation, and chaos. The coupling, correlation, and chaos of the integrated system not only greatly increase the systemic original defects and wrong variable association, process conflicts, and regional scope, but also introduce system fault components, status, changes in criticality, system failures,

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and chaos. Additionally, it introduces system fault chaos, implicitness, and dilution issues as well as system failure issues such as correlation, propagation, and diffusion issues. These issues pose enormous challenges to the testing and verification of avionics systems. The integration of avionics systems is an important way to enhance mission capability, enhance system efficiency, and reduce system costs by different mission organization based on the requirements of different flight processes and targeting different flight environments. As the demand for aircraft mission functions and system performance continues to increase, the effectiveness of systems continues to increase. Avionics systems impose stronger requirements on mission capabilities, mission effectiveness, mission reliability, system availability, and system costs. Integration is based on ensuring the functional organization of the system. Targeting the development of avionics system integration technology, the physical platform architecture and system resource integration technology are adopted to effectively enhance system capabilities, enhance system efficiency, and improve system reliability, availability, and safety, while reducing the cost of system. Avionics system integrated testing and verification is based on the requirements of the system and the ability organization of the system. It is to test the effectiveness of the operation of the system and verify the integrity of the system objectives. The avionics system consists of application layer, system layer, and equipment layer. The application layer describes the aircraft flight requirements and organization, that is, according to the flight plan and the airspace environment, through the task organization and integration to achieve the flight process capability and effectiveness target requirements. The system layer describes the system processing process requirements and organization, that is, according to the system application organization, discipline capabilities of the system, through the integration of system functions, to achieve system function processing capabilities and efficiency target requirements. The equipment layer describes the processing needs and organization of the system physical equipment, that is, according to the equipment-hosted function processing capacity and efficiency requirements, for the equipment resource capabilities, through equipment physics integration, to achieve the target requirements of equipment resource operational efficiency and effectiveness. The avionics system integrated verification environment platform is the basis for testing and verification of avionics systems. The avionics system integrated verification environment platform provides aircraft flight simulation environment to support flight process and environment organization and operation management, and provides system function (model or function program) organization and operation management environment to support system different discipline function operation and processing analysis. The access and operation management of different equipment (or simulators) of the system supports the host application operation and equipment management of different equipment of the system. Avionics system testing establishes the system configuration of system flight applications, system function organization, and system equipment-hosted applications to determine application tasks, system functions, and equipment-hosted application operating modes based on different flight environments, according to system application tasks and system functions. The integrated method of system equipment is used to construct the dynamic simulation and operation process of avionics systems. On this basis, for the configuration of the system operation and the system integrated mode, system integrated fault, error and defect analysis methods, the avionics system integrated mode test and verification can be realized. The testing and verification of avionics systems involves different disciplines and fields, not only related to the discipline and composition of avionics systems but also to the system

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simulation environment and operating mode, and the system integration techniques and methods as well. Therefore, the establishment of integrated testing and verification of avionics systems is the core area and key technology of the new generation of integrated avionics systems, and it is also the guarantee of the effectiveness of integration of the avionics systems. Based on the organization and composition of the avionics system, this chapter systematically discusses the application task integration for flight process organization, functional integration for system capability organization, and physical integration for system equipment resource organization, and the test and verification method for the above integrations. The method provides integrated analysis and assessment for avionics system application, function, and resources, and lays the foundation for the effectiveness and integrity of the integration of avionics systems.

9.1 Testing and verification organization of system development process As is known to all, the implementation of any system is based on the organization and implementation of the system development process. The requirements, goals, and benefits of the avionics system are realized by the system development process requirements and capabilities organization. Deviations, defects, and problems in the system are also determined by the type of system development process and the implementation of the activities. Therefore, the avionics system testing and verification must be oriented to the system development process organization, according to the system development process organizational structure, establish the domain classification of system testing and verification. According to the system development organization activities, establish the operating mode of system testing and verification. According to the system development process and organizational conditions, establish the operating environment for system testing and verification. Based on the processing results of the system processes, establish the status requirements for system testing and verification. Finally, according to the requirements, goals, and benefits of the system development process, achieve the assessment and validation of performance, effectiveness, and the implementation results of the system development process. The system development process establishes a hierarchy of application organization, system areas, system functions, and equipment resource classification. According to organizational models at different levels, the implementation process of the system target requirements, role space, capability organization, environmental conditions, and result performance is constructed. Therefore, avionics system testing and verification should establish the testing and verification process of system application organization development process, system domain development process, system function development process, and equipment resource development process corresponding to the system development level, to provide analysis and assessment of the systemic overall requirement goal and outcome status through all levels of the system logical process. The avionics system development organization is to build a system development process organizational structure based on system applications and organizational classification. First, is to establish a system application level development model, that is, to build the system flight application requirements, determine the system flight application target, establish the system flight application

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process, and clarify the system flight application operation result requirements. Second, is to establish the system field level development model, that is, to establish the system type classification (such as flight control field, cockpit field, engine control field, cabin service field, etc.), determine the system field capability and space organization for the flight application process, establish the field activity and process management, and define the field goal. Third, is to establish a subsystem-level development model, that is, to construct discipline classification of subsystems (such as communication, navigation, monitoring, display, flight management, maintenance, etc.), determine system-specific capabilities and scope organizations that face the process of system areas, establish system-specific functional organization and processing processes, and define system discipline, and the functional processing results and performance requirements. Fourth, is to establish an equipment-level development model, that is, to establish the system type classification (such as general processing platform, display platform, communication data chain, bus, analog processing, input/output interface, etc.), determine the system-oriented function hosted and processing resource capability organization, and establish the equipment resource operation process and management mode. The management mode supports equipment-hosted application organization and operation management, and specifies equipment processing results and performance requirements. The development organizational architecture of the avionics system is shown in Fig. 9.1. Avionics system testing and verification is based on system integration and testing environments. The so-called avionics system integration and test environment is the establishment of avionics system operation support and operating environment. It provides flight operation environment simulation and mission operations, establishes system function incentives and processing processes, builds system discipline equipment operation simulation and organization management, and forms avionics systemic ground simulation running process. In addition, it covers the whole process of the system flight application, function processing, and equipment operation, and supports the avionics system requirements and results, goals and environment, capability and performance testing, and confirmation. In this environment, avionics system testing and verification aim at system application requirements design, system function requirements design, and system equipment (resource) requirements design. It is to establish the methods and monitoring parameters of system applications efficiency, functional efficiency, and equipment performance based on the objectives and conditions of system application operation, system function processing, and equipment operation management. It is also to construct system applications, functions and equipment simulation and simulation operations, test the mission conformance between system operation process and activity and requirements design, assess the performance conformance between system operation quality and status and requirements design, and verify the target conformance between system results and status and requirements design.

9.1.1 Organization of system development and verification level The integrated avionics system development process is based on different development level organizational structures. System testing and verification is an integrated organizational process assessment and testing for the overall goals, capabilities, and activities of the system. System integration is based on system classification organizational structure, building system integration at different levels, and finally forming a system integrated organizational mode. The integrated avionics system establishes the organizational structure of the system development process according to the system classification and organization

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A2

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Avionics system development organizational architecture.

model. That is, the integrated system is composed of system applications, system fields, system functions, and equipment resource level. The system organization is for the system application level, building system application requirements, application tasks and application processes, establishing the system application based integrated objectives, capabilities, and performance requirements, and determining the related system application development process organization; for the system domain level, building the system function space, operation scope and support capabilities, establish integrated field, environment and performance requirements for system areas, identify development process organization for related system areas, and build system discipline types, processing modes, and result status for subsystem levels, and establish system capabilities, capabilities, performance, and

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efficiency requirements, determine the functional development process of the related subsystems; for the equipment level, build system equipment resource types, operation modes, and result status; establish system equipment resource based integrated capabilities, operation, and effectiveness requirements; determine resource development process organization of the relevant subsystem equipment. The system development organization architecture is the basis for testing and verification of avionics systems. Avionics systems consist of multiple applications, multiple areas, multiple functions, and multiple equipment. Therefore, first of all, according to the design level classification, define the system development process level: T0 level e application running development (application level), T1 level e system capability development (system level), T2 level - system discipline function development (subsystem level), T3 Level e equipment operation process development (equipment component level), and T4 level e hardware and software process development (module level). The avionics system development process organization first constructs the development objectives, fields, scope and results of different levels of the system according to the classification of different levels of development; according to the characteristics of different levels of development, the development needs, contents, activities, and processes of different levels of the system are constructed; based on the different levels of system development requirements, build different levels of development testing, integration, evaluation, and verification. The hierarchical organizational architecture of avionics system development is shown in Fig. 9.2.

System requirements and development T0 Aircraft class

• Flying target • Flight environmemt • Flight process • Flight process improvement

• Flight deman • Flight mission • Flight application

• Subsystem organization • discipline ability • Subsystem function

• System major • discipline function • Processing

T3 equipment class (including ASIC/ FPGA)

T4 Mode / component class

• Software and hardware requirements • Equipment capability design • operating system

• Hardware developement • Software development • Operation process

FIGURE 9.2

• Flight target confirmation • Flight process verification • Flight mission test

• system applications • System capability • discipline organization • System functions

T1 • System function requirements • System area organization System • System processing capability class

T2 Subsystem class

System testing and verification

System goal

• equipment (ASIC/FPGA) function • equipment (ASIC/FPGA) resources • Equipment management Software/hardware development Engineering Management verification

• System area integration • System function integration • System discipline confirmation

• Subsystem expertise • Subsystem function logic verification • Subsystem processing verification

• equipment integration verification • equipment software / hardware testing • equipment hardware platform test

• Software unit test • Hardware unit test • Operational process test

Avionics system development hierarchical organizational architecture.

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The main tasks of the avionics system development hierarchical organizational architecture are as follows: 9.1.1.1 Objectives organization of the system development level The system development goal is the design requirement of the system development process, and is also the support of the system testing process, the guidance of the verification process and the basis of confirmation of the conformity, and builds expectations and requirements for the system development process and the system verification process. The system development level objective organization is the classification for T0 application level, T1 system level, T2 subsystem level, T3 equipment component level, and T4 software and hardware module level. According to the functional requirements and capacity of different development levels of the system, build the expected results of different development levels for the functional conditions of the different development levels. System development level goals are cascaded, decomposed, and refined. In other words, each level of system development goals is based on the needs of the next level of development goals, and for the purpose of the level of development, capabilities and conditions of their own development level, through the development process organization, the development goals of this level are formed. For example, the T0 application-level system development target is for the mission of flight applications. According to the specified flight environment, the expectations of the system application results are constructed according to the relevant flight modes. The T1 systemlevel system development goal is to target the T0 objective organization development process requirements, and based on the associated system function areas, builds the expectations of the system domain results based on the relevant system capabilities and operating modes. The system development goal of the T2 subsystem level is to meet the application pattern requirements of the T1 objective organization, and according to the related system discipline capabilities, the expectation of the functional results of the subsystem is built according to the relevant system discipline functions and organizational models. T3 equipment and component-level system development goals are targeted at the discipline function processing needs of the T2 objective organization, and based on the associated equipment or component resource-hosted application and processing capabilities, build the expectations of the equipment activity processing results on the relevant system resource operation and performance modes. T4 hardware and software level system development target is aimed at the T3 objective organizational host application and operation requirements, according to building software and hardware results expectation, based on the associated software processing logic, hardware operation types and capabilities, the relevant software logic module, and hardware processing module organization. 9.1.1.2 Process organization of the system development level The system development process is the organization of the system development target implementation process, and is also the basis of the system testing process, verification process, and conformance verification. The system development practice process and system implementation target results are built for the system development goal realization and system verification process. The system development process organization is aimed at system development objective level classification, and builds corresponding development process organization of T0 application level, T1 system level, T2 subsystem level, T3 equipment component level, and T4 software and hardware module level. The development process

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of each level of the system is based on the target requirements and operating environment of different levels of development of the system, and constructs the development process of different levels of development for the development content of different levels of development. System development activities are also cascaded, decomposed, and refined. That is, each level of system development process is based on the requirements of the upper level development process. The scope of development, the environment, and the procedures for the development level are used to form the development process of this level through development and activity organization. For example, the T0 application level system development process is aimed at the development goal of this level, and constructs the system application development process organization based on the specified application mode and the related application logic. The system development process from the T1 system level is the application logic requirement for the T0 development process. According to the function domain decomposition and development model, the system domain development process organization is constructed according to the relevant development environment and operating conditions. For the T2 subsystem level, the system development process is aimed at the discipline processing and scope requirements of the T1 development process. Based on the discipline function definition, processing capabilities, and the related function processing logic and quality, the subsystem development process organization is constructed. T3 equipment and component level system development process is for the T2 development process of the functional logic processing process requirements, according to the operating equipment or component resource hosted application operating mode, according to the support system operating quality of the resource operation and status, and build equipment processing development process organization. T4 hardware and software level system development process is aimed at the T3 development process operation and operating status requirements, constructing the software and hardware development process based on the host application of software processing logical organization, and the resource operation of the hardware processing logical organization. 9.1.1.3 Verification organization of system development level The system verification process is the validation process of the goal conformity of system development, and is also the verification process of the effectiveness of system development process. The system development verification organization is aimed at system development objective level classification, and builds corresponding target effectiveness standards for T0 application level, T1 system level, T2 subsystem level, T3 equipment component level, and T4 software and hardware module level. Through the hierarchical classification, it builds independent development process testing and target-association process organization integration with corresponding T0 application level, T1 system level, T2 subsystem level, T3 equipment component level, and T4 software and hardware module level. For the T0 application level, the system verification process is aimed at the objective organization defined at the level of the application result. The process results and performance formed for the flight application development process are completed, and the results of the development process based on the application activity are tested, and the organization develops based on the target and the environment. Through process integration, it achieves the verification of the conformity of the integrated results of the system application development process with the objective organization. For the T1 system level, the system verification process is the objective organization of this level that is expected to be defined for the system domain results. It is

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aimed at the process results and capabilities formed in the system domain development process and completes the test based on the results of the domain capability development process, and organizes the integration of related development process based on the target and scope. The integration of the associated development process enables the verification of the conformity of the integrated results of the development process of the system domain with the objective organization. For the T2 subsystem level, the system verification process is aimed at defining the level of the objective organization of the discipline functional results of the system, and for the process results and performance of the system discipline function development process, the test based on the results of the discipline function development process is completed, and the organization is based on the integration of the goals and conditions in the development process, which enables the verification of the conformity of the integrated results of the systemic functional development process with the objective organization. For T3 equipment components, the system verification process is aimed at the expected objective organization defined by the equipment component-based-hosted application operation and resource operation performance results. It is aimed at the process results and performance of the equipment-hosted application and resource operation development process, completes the tests of resource capabilities and the results of operational development processes, organizes the integration of related development process based on the goals and capabilities, and verifies the conformity between the integrated results of the equipment resource development process and the objective organization. For T4 hardware and software, the system verification process is aimed at this level of objective organization defined by the software module and the hardware target operating results. Aimed at the software process logic and the hardware process operating model development process results and performance, the goal is to complete the test based on software-based processing results and the development process results of the hardware operation status, realize the conformity verification between the integrated results of the hardware and software development process, and the objective organization based on the integration of the target and the processing of the related development process.

9.1.2 Organization and verification of system development process The avionics system test and verification is oriented to the system development process organization, that is, the system development organization model level according to the system application organization, system field, system function, and equipment resource, and establishes the system verification and testing process for different levels of system development process. Its main tasks include: First, establish a test verification model based on system application integration. That is, for the system application organization integrated model, establishing the system flight application requirements, goals and operation process organization, clarifying the system flight application operational results of the ability, form, and performance requirements, and organizing the test and verification of conformance and effectiveness of system flight applications integration. Second, establish an integrated test verification model based on the system field. That is, to organize integrated models for the system field; establish task space, environment, and capability process organization in the system field; clarify task types, activities, and performance requirements in the system field; and establish integrated adaptability and match testing and verification in the system field.

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Third, establish an integrated test verification model based on subsystems. That is, for the discipline integrated mode of the subsystems, establish the functional types, conditions and capability process organization of the subsystems; clarify the functional processing, logic, and performance requirements of the subsystems; and establish the synergy and conformance testing and verification of the subsystem functions. Fourth, establish a test verification model based on integrated equipment resources. That is, for the integrated mode of equipment resources, establish the equipment system resource demand types, capabilities, and operation process organization; clarify the resource sharing, operation reuse, and result status requirements of the equipment resources; and establish a sharing organization of the equipment resources integration and integration testing and verification of operating modes. The system development process organization is the organization and management of development goals, activities, and results for avionics systems. The avionics system development process is organized by T0 application level, T1 system level, T2 subsystem level, T3 equipment component level, and T4 soft and hard module level. Each level of the system development process is organized for its own goals, activities, and outcome requirements. Each level is based on application perspectives at different levels, targeting different expectations and the expected results of activity capabilities, and forming an independent development process organization based on relevant operating environment conditions. In other words, the development process of goals, activities, and results of each level covers the development requirements of goal implementation, capability organization, and result effectiveness of the level. In addition to the effective organization of development processes within different levels, how to establish the convergence and overdevelopment of the development process between different levels of the system and ensure the consistency and effectiveness of the overall development process of the system is an important factor in the organizational effectiveness of the system development process. For the entire system level classification, because each level is a development process organization oriented to its own application requirements and an independent perspective, there must be differences between the system level, such as the role target, the role area, and the role environment. Therefore, the avionics system development process organization must first construct the development process organization of goals, contents, and activities within different levels of the system according to different levels of development. As well, according to the characteristics of different development levels, it should build the system development process integration organization of target transfer, content refinement, and expansion activities between different levels of the system, and refine and expand, to ensure the overall system of target consistency, content, and activity requirements, to meet the systemic overall development process consistency and effectiveness requirements. The organizational architecture of the avionics system integrated development process is shown in Fig. 9.3. For the system integration development process organization and system verification requirements, the main tasks of the avionics system integrated development process organization structure are as follows: 9.1.2.1 Development process and domain organization of application level The system application level is the application organization and management for the flight process, and the system field organization is composed of the airborne system function areas involved in the system flight process. System application level development process consists

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Aircraft class Flight process organization

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Flight test and verification

System area integrated testing and verification Functional verification of area-oriented processes

System function test and verification Resource capability integration testing for functional processing

Equipment capability and operational testing

Organizational architecture of the avionics system integrated development process.

of two parts: system application mode process organization and system application development status management. The so-called system application pattern development organization is oriented to system application requirements. Based on the system application environment, build the system application process organization for system application tasks. Its goal is to provide a conforming pattern of system operating results and system application goals through the system application organization, such as flight landing process (STARs) requests, permissions, track, guidance, monitoring, and approach application process organization. The so-called system application development status management is oriented to an application-task development and development process, that is, according to the task process role area, constructing the system task running status organization for the task process parameter range. The goal is to confirm the conformity of system task operation performance and system application quality, such as development status management of flight landing processes (STARs) communication, coordination, navigation, isolation, deviation, and scope. The system application development process capability needs are established on the basis of hierarchical organization of system domains, that is, based on the type and composition of the system application development process, and the role and space of the system development process, establishing the composition of system application field for the conditions and environment of the system development process. It includes application-oriented system domain organization such as flight control, aircraft cockpit, engine control, electromechanical management, cabin management, etc. It determines the type, capability, scope, range, and performance of the system application process, and establishes the operation of each application process of the system, covering the tasks and goals of the system application process, to lay the foundation for each application process and development management of the system.

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System application level testing and verification consist of system application process organizational integrity and system application development status management effectiveness. The so-called system application mode process organizational integrity refers to the system application mode process organizational coverage system application requirements. System application process organizational integrity mainly depends on the system application mission requirements and test the effectiveness of system application process based on the system application process organization and the system application running constraints; through integrated system application process, verify system application process coverage system application requirements integrity. The so-called effectiveness of system application development status management refers to the compliance of the system domain results with the system application process and the effectiveness of the system application process results. The effectiveness of the system application status management relies on the results of the operational field of the system field, testing the field, scope and performance of the systemic independent domain operation results; through the system application process integration, the conformity of the system domain integration and the system application operation process is verified; finally, the system operation process organization is passed, to confirm the effectiveness of the results of the system operation process. 9.1.2.2 Development process and subsystem organization of domain level The system domain level is oriented to the organization and management of the airborne system capability of the flight process, and the subsystem organization consists of the system discipline functions involved in the airborne capability field. The system domain level development process consists of two parts: the systemic role domain process organization and the systemic role domain capability development status management. The so-called systemfunction domain development organization is a system-oriented application process. It is aimed at the ability of the system field and constructs a system-wide capacity process organization based on the functional space of the system field. Its goal is to provide the ability to match the output capabilities of the system field with the capabilities of the system application process through the capability organization of the system field, for example, the main flight control system, the auxiliary flight control system, the flight data management system, and the aircraft flap and aileron control system capability organization in the field of flight control. The so-called system function domain development status management is a system-oriented domain development capability organization, that is, according to the capability role space, and for the capability parameter range, the system domain operational capability status organization is constructed. The goal is to confirm the conformity between system capability operational performance and system application process quality requirements, such as flight control field processing capabilities, communications capabilities, resulting performance, sphere of action, and other development status management. The system domain capacity organization is based on the subsystem level function processing organization, that is, according to the types and capabilities of the system role areas, according to the discipline mode and processing organization of the system development process, to establish the system discipline for the conditions and environment of the system development process. It includes system function organization for system function areas, such as flight management, cockpit display, communication link, alarm mode, information management, etc., to determine the type, capability, scope, range, and performance of the

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systemic role areas, and to establish types of system in various fields, and to cover the scope and objectives of the systemic role in the field and lay the foundation for the organization and development and management of the various areas of the systemic role. System function area level test and verification consists of system function domain capability organizational integrity and system function domain capability development status management effectiveness. The so-called organizational integrity of the system’s role refers to the ability of the systemic targeting field organization to cover the application process capability requirements of the system. The organizational integrity of system function mainly depends on the system application process. According to the type of system application process, the adaptability of the organization of the systemic role is tested. The integrated systemic role in the domain capability is to verify that the system domain capability covers the integrity of the system application process capability requirements. The so-called effectiveness of system development in the area of system development refers to the conformity of subsystem functional organization and system domain capabilities and the effectiveness of system domain capabilities. Systemic functional area capability development status and management effectiveness mainly depends on subsystem function type and organization, test subsystem independent operation result capability, scope and performance; through system-oriented domain competence organization and integration, verify subsystem discipline function capability integration and system domain capability in terms of the compliance with requirements; Finally, through the competence organization of system domains, confirm the effectiveness of system domain capabilities. 9.1.2.3 Development process and equipment component organization of subsystem level The subsystem level is system-oriented discipline function organization and management, and the equipment component organization is composed of equipment resource carriers that the system discipline functions reside and process. The development process in the subsystem field consists of two parts: subsystem discipline function organization and subsystem discipline function organization and development status management. The so-called subsystem discipline function development organization is oriented to the requirements of the systemic ability in the field, constructing the discipline functional organization of the subsystem based on the discipline ability of the system and the discipline processing model. Its goal is to provide the capability conformity model of subsystem discipline function processing and system function through the subsystem discipline function organization, such as flight subsystem discipline features of flight planning, trajectory calculation, flight guidance, flight management, and flight status control functions. The so-called subsystem discipline function organization development status management is oriented to the subsystem discipline function development capability organization, that is, according to the discipline function processing process, for the discipline function parameter range, constructs the subsystem discipline function processing status organization. The goal is to confirm the compliance of the subsystem discipline function processing performance with the systemic capability performance requirements, such as the flight subsystems, such as discipline function flight plan decision, track operation error, navigation guidance accuracy, flight departure status, and flight driving control; determine the system discipline function processing type, capability, scope, range and performance; and establish the process and logic of various functions of the system. It can cover the scope and objectives of the discipline function processing, and lay the foundation for the development and management of subsystem hardware and software.

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The subsystem discipline function organization is based on the organization of the equipment component level processing process, that is, according to the type and capability composition of the subsystem discipline functions, based on the equipment resource capacity and operation organization of the system development process, and establish the system module development conditions and environment. The system equipment component capabilities and operating procedures include equipment components for the systemic discipline functions, hosted software processing logic, and hardware resource operation organization, such as flight management functions: navigation database parameter management, position calculation, navigation data acquisition, information display, input/output, storage management, etc. Component processing types, capabilities, scopes, ranges, and capabilities are confirmed to establish the process capabilities and performance of each discipline function of the system, covering the scope and objectives of the subsystem discipline functions, and laying the foundation for processing and development and management of the various discipline functions of the system. The subsystem level test and verification consist of the subsystem functional discipline organizational integrity and subsystem discipline function development status management effectiveness. The so-called subsystem discipline function organizational integrity refers to the functional needs of the systemic discipline function organization coverage system. System discipline function organizational integrity mainly depends on the composition of the systemic role in the field, according to the type of systemic role in the field, tests the suitability of the subsystem discipline functional organization; integrated subsystem discipline function processing process verifies the subsystem discipline function coverage system application process capability to achieve the integrity of the requirements. The so-called “subsystem discipline function development status management effectiveness” refers to the conformity of system equipment component organization and subsystem discipline functions and the effectiveness of subsystem processing. The effectiveness of subsystem discipline function development status management mainly depends on the type and organization of system equipment components, the ability, scope, and performance of test system equipment component-hosted applications and resource operation independent operation results; and verifies the conformity between system equipment component processing integration and subsystem discipline functions process requirements, through the integration of subsystem discipline function organizational integration; finally through the systemic discipline function processing organization the effectiveness of the subsystem discipline functions are confirmed.

9.1.3 Organization and verification of system integration process Flight applications consist of flight scenarios, missions, and flight management processes. The flight application process is based on flight application requirements, flight application environments, and flight application results to build a flight application process organization. The flight application process integration is organized through the flight scenario process, including flight requirements, flight environment, and flight scene process organization to establish flight process constraint requirements; and the flight processing mode is constructed through the flight mission process organization including flight plan, flight capability, and flight process organization. According to the flight operation process management, flight plan management, flight phase management, and flight mode management, flight status control is constructed.

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Therefore, the system integration process is an optimization integration process for avionics system goals, processes, and results. Known avionics system development process organization is T0 application level, T1 system level, T2 subsystem level, T3 equipment component level, and T4 soft and hard module level composition. Among them, the T0 application level is for the flight organization process, and to achieve the flight target needs, the system integration is based on the target to achieve optimization of the application process integration; T1 system level is the system-oriented field, and the construction of the system flight process capability space, system integration is based on the role of the field; T2 subsystem level is system-oriented discipline function organization, providing system discipline processing logic and process, system integration based on system quality enhanced integration; T3 equipment component level is for equipment resource capability organization, providing system-hosted application operating platform and resource operations, system integration based on the integrated utilization of system resources; and T4 hardware and software module level is for independent software and hardware processing modules, providing software processing and hardware operating unit capabilities, system integration based on the integration of improvement of hardware and software processing performance. The integrated modular avionics (IMA) system is a new generation of integrated avionics systems. The IMA system is based on the core processing resource of the avionics system, the MA platform, to support the integration of equipment resources; builds a core integrated application of the hosted system, supporting the integration of software and hardware systems; and establishes an integrated avionics system based on the IMA system according to the system network organization, to realize the system field integration. Finally, through the application and operation of the IMA-hosted application, integration with other subsystems in the system is realized, and the integrated requirements for system flight applications are fulfilled. The integrated testing and verification for the avionics system based on the IMA platform is shown in Fig. 9.4. For the IMA platform system development process organization and system verification requirements, the main tasks of the avionics system integration development process organizational architecture are as follows: 9.1.3.1 Testing and verification of IMA platform capabilities integration The IMA platform organizational architecture is the basis for the integrated organization and operation management of integrated avionics systems. According to the discussion in the previous chapters, the integrated avionics system establishes the IMA platform, establishes platform resource sharing capabilities, provides platform-hosted system-hosted integrated programs, builds system cross-linked networks, and supports the integration of avionics systems at different levels. That is, the IMA platform avionics system integration achieves system resource capabilities integration and supports system resource sharing and operation optimization capabilities through the IMA platform resource processing capabilities, according to the IMA platform network interconnection organization. As well, it supports system function integration, provides system capabilities and process optimization and processing mode integration, based on IMA platformehosted application operation management. In addition, it supports system application integration, provides system application results and performance optimization operation process. Because the IMA platform establishes system integrated platform resource capabilities by organizing shared common

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FIGURE 9.4

9. Testing and verification of the integrated avionics system

Integrated testing and verification architecture for avionics systems on the IMA platform.

processing resources and system networks, the process of testing and verification of IMA platform capabilities, configuration, and isolation modes should be established first to ensure the effectiveness of the systemic integrated basic capabilities. For the IMA platform organization architecture, the main tasks of integrated process test verification are: First, for different levels of IMA system organization, ensure that all levels of demand are correct and complete, including modules, hosted applications, platforms, and IMA systems demand. According to the requirements of hierarchical processing, the nextlevel requirements conformance testing is implemented. Second, according to the IMA platform organization, assess the IMA system architecture and the function allocation of the host applications; determine the processing resource capabilities and usage, memory allocation, and I/O, equipment and bus and other shared resources; and test the effectiveness of resource. Third, for IMA resource partition isolation, test partition isolation protection robustness, verify redundancy, resource management, health monitoring, and fault management; confirm that each application residing in the IMA on the system complies with safety, integrity, and reliability to implement hosted application partition effectiveness testing. Fourth, based on the IMA platform resource organization and partition management, the data coupling and control coupling between the module and the application is evaluated to ensure the normal operation and degraded operations, especially the potential impact of these operations on the safety of the aircraft, realizing the safety verification of IMA platform. 9.1.3.2 Testing and verification of IMA-hosted applications integration IMA-hosted applications are the basis for the integrated capabilities of avionics systems. The previous chapters discuss that the IMA platform constructs a resource sharing platform, provides IMA platformehosted system applications, and supports system integration. That

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is, the system integration is on the IMA platform, and the system integration process is realized through the operation and management of the system application. In other words, the avionics system integrated model and capabilities are determined by the applications that the IMA platform resides on. The IMA-hosted application is aimed at the system application process, determines the capability requirements of the system function domain, builds an integrated model of the system application process, establishes an independent physical resource organization based on the system function domain of the IMA platform, and supports the integration of system domains for various system application processes. The IMA-hosted application is based on the capability requirements of the system domain, determines the discipline functional organization of the system, and builds an integrated model of the capabilities of the system, establishes the functional organization of the IMA platform based on the system partition, and supports the integration of system discipline functions for the capabilities of various system functions. The IMA-hosted application addresses subsystem discipline function processing requirements, determines resource types and organization of subsystem discipline function operation, constructs integrated mode of subsystem discipline functions, establishes IMA platform resource sharing-based resource organization, and supports various systems and integrated discipline system resources capabilities. Since the IMA-hosted application, hosted function, and applications represent the overall organization and operation process of the entire system, the test and verification of IMA-hosted application conditions, association, and independence modes should be established to ensure the effectiveness of the integrated process organization. In order to ensure the integration and integrity of the IMA platformehosted functions, it is necessary to establish the running and isolation test process of IMA platformehosted applications to meet the IMA platformehosted application operational efficiency and availability requirements. For IMA-hosted application organization model, the main task of integrated process test verification is as follows: First, establish the independent role domain organization and isolation test of application, including organizational test of functional area in the different application process, the isolation test of resources in different areas of the systemic resources, and the test of availability of resources in different areas of the systemic role. Second, establish functional areas for independent system function organization and partition testing, that is, the systematic discipline function organization test of different functional areas of the system, the partition isolation test of different system discipline functions, and the discipline function operation test of different environmental conditions. Third, establish shared resources and time-sharing tests for building different functions. That is to say, the system shares the mode test of different discipline functions, the time-sharing mode tests of different discipline function process resources, and the test of the resource status of different functional conditions. Fourthly, establish the process operation test of the sharing capability organizational mode of different resources, including the test of resource operation process capability for different shared resource types, the test of operational process quality for different shared resource performance organizations, and the test of resource operational status for different resource sharing conditions. 9.1.3.3 Testing and verification of IMA system organization integration The IMA system consists of the IMA platform and IMA-hosted applications. The IMA system integration is based on the integration of the IMA platform network interconnection

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mode and the avionics system in which the application runs. In other words, the IMA system interconnects the IMA platform with other subsystems and equipment of the avionics system through the system network, establishes a unified avionics system organization structure, and then realizes the application, function, and resource operation of the system through the IMA platformehosted application. Therefore, the IMA system integration is the integration of application mode, system function, and equipment capability for the avionics system as a whole, to achieve the optimization and improvement of the overall avionics systemic goals, capabilities, and quality. The primary task of IMA system organization and integration is the system-oriented application operations. This means that for the current application environment, the IMA platformehosted applications and system network organization are used to establish the organizational model of the system application to achieve system application goals, environment, and performance improvement, and the integration of the entire system application process. Another task is the integration of system functionoriented operations, that is, the IMA system aims at the system operation function organization. Through the IMA platformehosted application and system network organization, establish the organizational mode of system application and implement the integration of overall system function process improving system application target, environment, and performance. There is also an IMA system that is oriented to the organization and operation mode of the equipment resources. That is, the IMA system aims at the configuration of the system equipment. Based on the functions of the system equipment, the IMA platform resides in the application organization, and establishes the resource capability for the equipment-hosted function operation, and time sharing and integration of resource operation process reuse. Since the IMA system is based on system application, organization, and management requirements, and organizes and integrates the entire systemic capabilities and activities, IMA system organization, cross-linking, and collaboration and model testing and verification should be established to ensure the effectiveness of the systemic integrated process organization. In order to guarantee the integrity and effectiveness of the IMA system integrated organization, the main tasks of the IMA testing and verification are: First, the IMA platform-based avionics network organization test and verification, mainly the overall system established by the switch of the IMA platform, composing capabilities and pattern tests, including interface signal testing between IMA platforms and system subsystems or equipment, information organization, and data flow testing, and data and information format testing. Second, based on the IMA-hosted application integrated interactive organizational model testing, mainly consists of IMA-hosted applications and independent applications and other system or equipment interaction testing, which includes IMA-hosted applications cross-linked with other partitions and synchronous testing; IMA hosted enables the application to interact with other system or equipment functions and synchronize tests. The IMA resides in the application of an integrated configuration pattern test. Third, based on the IMA-hosted application integrated results and performance organization testing, it is mainly composed of IMA-hosted applications and other system or equipment integrated result form tests. It includes the conformance test between IMA host application operating environment and other integrated systems or equipment operating environment, the integrated result test of IMA host application objectives and other system or equipment function, and operation status and performance test of IMA host application of other systems or equipment integrated function.

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9.2 Organization of testing and verification of system application integration The integration of flight applications is achieved through the organization and integration of flight application scenarios, flight application missions, and flight operations management to achieve the goals of flight applications. Among them, the flight application scenario integration is to construct the flight constrained environment through the organization and integration of the requirements of flight scenarios, flight scene types, flight scene elements, and flight scene conditions. The flight application task integration is to organize and integrate flight mission requirements, mission types, mission conditions, and mission results to build a flight processing model. Flight operation management integration is to build flight status control through the management and integration of the operation process requirements, types of operation processes, operation process processing, and operation process status. The flight application organization consists of flight scenarios, mission organizations, and flight management organizations. Among them, the flight scenario organization builds a process through the current flight environment, flight situation, and flight scene to form a decision environment that supports flight requirements, adapts to the flight environment, and satisfies the flight modeda flight scenario. The flight task organization is based on the establishment process of perception, identification and organization of the current task, forming an organizational environmentdflight task that adapts to the flight environment, supports flight capabilities, and satisfies the flight process. The flight management organization is based on the current flight plan, flight environment, and task construction process, to form the flight management complying with the flight objectives, adapting to the flight scenarios and supporting task status. The testing and verification of system application integration is oriented to flight scenario organization, mission organization, and flight management organization. The test system applies integrated goals, environments, and capabilities to achieve the status of the results, and confirms the effectiveness of the application capabilities of the system application integrated results. Therefore, the system application integrated testing and verification should be aimed at the organization and integration of flight applications to build test method for flight scenarios, tasks, and management integrated process, and to establish a verification model for its integrated results and integrated goals of the systemic application. The integrated organizational architecture of the avionics flight process is shown in Fig. 9.5.

9.2.1 Testing and verification of flight scenarios integration The integration of the flight scenarios is based on the operation status of current flight scenarios, integrated flight planning, flight organization, and flight process, to achieve the integration of flight environment, flight situation, and flight scenarios. Among them, the integration of the flight environment is based on the current flight operation stage, flight environment conditions, and flight restraint modes to construct the scope of flight scenarios; the flight situation integration is based on the current flight plan execution status, flight environment change trend, and flight process status to build flight scenario changes; flight scenario integration is based on the current airspace traffic environment, flight process status, and mission execution model to build flight operations space.

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FIGURE 9.5 Avionics system flight application integration process organizational architecture.

Therefore, the integrated testing and verification of flight scenarios is based on the flightapplication integrated goal-environment and capability-dominant-adaptation method. The current flight environment is used to test the scope of flight scenarios and the flight situation is tested against the current flight situation. Targeting the current flight scenes, test the organization status of the flight scenarios, and finally integrate the scope, trends, and space of the flight scenarios to support the validation and verification of the systemic objectives, environment, and effectiveness of the flight applications. The integrated testing and verification framework for flight scenarios is shown in Fig. 9.6. 9.2.1.1 Test of flight scenario range effectiveness The scope of flight scenarios is based on the integrated formation of flight conditions in the current flight environment. The so-called flight status consists of the current flight operation phase, flight environment conditions, and flight restraint modes. Because the forms and processes of flight operation phases, flight environment conditions, and flight restraint modes are independent, there are often deviations and inconsistencies in the scope of their integration. Therefore, the scope of flight scenarios uses the dominant-adaptive organization method of flight scenarios to establish the flight vision dominant-fitting factor set (target, environment, and capability), determine the dominant factor parameter capabilities and scope, and configure factor adaptability and scope, thus forming a range of flight scenarios. The effectiveness of test of the scope of the flight scenario is oriented to the effective parameter requirements of the dominant factor, and tests the conformance of logically related process of configuration factor.

9.2 Organization of testing and verification of system application integration

FIGURE 9.6

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Flight scenario integrated testing and verification architecture.

According to the objectives, environment, and capability requirements of flight applications integration, the dominant-adaptive organization method of the scope of flight scenarios is dominated by the flight objectives based on the current flight environment, the flight conditions based on the current flight environment, and the flight capabilities based on the current flight environment. The scope of action of the flight scenario is based on the example of the flight target dominance based on the current flight environment. The other two guidance modes are analogized. For flight targets based on the current flight environment, firstly, determine the requirements of the flight target through the flight plan status in the current flight environment, and form the goal and role parameter range of the flight scenario. Secondly, determine the flight target support based on the clear flight target requirements, establishing an integrated model of flight environmental conditions and mission capabilities. Finally, for flight target parametric performance, the mission objective parameter organization model is established, and flight environmental conditions and mission capability requirements based on an integrated logic processing process are established. The effectiveness of test of the range of flight scenarios is the conformance of test of

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integrated range and parameters of flight environment and flight capabilities based on the flight target. Assumption: FS(x) is the effective range of the system flight scenario, f(x) is the systemdominant process, and g(x) is the system-adaptation process. The principal expression of the flight scenario scope testing process is: 0 1 1 grange=capability ðxÞ grange=environment ðxÞ; fgoal guidance ðxÞ ¼ B grange=goal ðxÞ; C C B B g goal=capability ðxÞ C FSrange ðxÞ ¼ @ environment guidance ðxÞ A ¼ B gcondition=goal ðxÞ; g goal=environment ðxÞ; C @ A Fcapability guidance ðxÞ ¼ gcapability=goal ðxÞ; capability=environment ðxÞ; g environment=capability ðxÞ 0

9.2.1.2 Test of flight scenario development trend effectiveness The development trend of flight scenarios is based on the integrated development of the current flight situation. The so-called change trend consists of the current flight plan execution status, air traffic conditions, and flight process status. Because the flight plan execution status, air traffic conditions, and flight process status changes, and the change processes are independent, the integration between them often has deviations and inconsistencies in the development direction. Therefore, the development trend of flight scenarios adopts the leading-adaptive organization method of flight scenarios to establish flight visiondominated-adaptation factor sets: goals, environments, and capabilities; determine the leading factor-based development trend parameter capabilities and scope; and configure factor adaptability and range, to form the development trend of flight scenarios. The effectiveness of test of the flight scenario development trend is oriented to the effective parameter demand of the dominant factor, and tests the conformance of logical related process of the configuration factor. According to the integrated objectives, environment, and capability requirements of flight applications, the dominant-adaptive organization method for the development trend of flight scenarios is dominated by flight targets based on the current flight situation, the flight environment based on the current flight situation, and the flight capability based on the current flight situation. Similarly, according to the development trend of flight scenarios, the flight target dominance based on the current flight situation is taken as an example. The other two guidance modes are analogized. For flight targets oriented based on the current flight situation, firstly, through the flight plan requirements (tracks and waypoints) under the current flight situation, determine the development needs of the flight situation, and form the expectations of the flight scenario and the scope of the role parameters; secondly, according to the explicit flight requirements for development of the situation, determine the development trend of the flight scenario plan, establish an integrated model of flight environment conditions and mission capability; and finally, according to the performance of the flight situation parameters, construct flight environment conditions and flight mission capability parameter requirements based on an integrated logic processing process. The effectiveness test of the development trend of the flight scenario is based on the integrated trend and

9.2 Organization of testing and verification of system application integration

491

parameter conformance test of the flight capability and flight environment dominated by the flight target. Assume that FT(x) is the effective trend of the system flight scenario, f(x) is the systemdominant process, and g(x) is the system-adaptation process. The principal expression of the flight scenario trend test process is: 0 1 1 gtrend=capability ðxÞ gtrend=environment ðxÞ; fgoal guidance ðxÞ ¼ B gtrend=goal ðxÞ; C C B B g goal=environment ðxÞ; g goal=capability ðxÞ C FTtrend ðxÞ ¼ @ fenvironment guidance ðxÞ A ¼ B gcondition=goal ðxÞ; C @ A fcapability guidance ðxÞ ¼ g capability=goal ðxÞ; g capability=environment ðxÞ; g environment=capability ðxÞ 0

9.2.1.3 Test of flight scenario integrated field effectiveness The integrated field of flight scenarios is integrated by the current action mode of the flight scene. The so-called action mode is composed of the current flight process type, flight capability organization, and flight condition status. Since the forms and operating processes of flight process types, flight capacity organizations, and flight conditions are independent, the integration between them often has areas of action and inconsistencies. Therefore, the flight scenario is integrated using the flight scenario dominant-adaptive organization integration method to establish the flight vision dominant-adaptation factor set (target, environment, and capability), determine the integrated factor capability and scope of the dominant factor, configuration factor adaptability and range to form an integrated field of flight scenarios. The effectiveness test of the integrated context of flight scenarios is oriented toward the effective parameter requirements of the dominant factor, and the test configuration factor is logically related to the process compliance. According to the integrated objectives, environment, and capacity requirements of flight applications, the dominant-adaptive organization method for the integrated field of flight scenarios is dominated by flight targets based on the current flight scenario, flight environment based on the current flight scenario, and flight capability based on the current flight scenario. In the same way, for the integrated field of flight scenarios, we will use the example of the flight target leading based on the current flight scenario as an example. The other two guidance modes will be analogized. For flight target-based guidance, first, the flight scenario mode, environmental factors, and mission activities are used to determine the operational mode of the flight scenario to form the organization and role parameter range of the flight scenario; second, based on a clear flight scenario mode requirements, determine the scope and capabilities of the flight scenario, establish an integrated model of flight environment conditions and mission capabilities; and finally, according to the performance of the flight scenario mode parameters, construct flight environment conditions and mission capability parameters based on an integrated logic process. The effectiveness test of the integrated field of the flight scenario is based on the integrated field and parameter conformance test of the flight capability and flight environment dominated by the flight target.

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Assumption: FF(x) is the effective area of the system flight scenario, f(x) is the systemdominant process, g(x) is the system-adaptation process, and the principal expression of the flight scenario domain test process is: 0 1 1 garea=capability ðxÞ garea=environment ðxÞ; fgoal guidance ðxÞ ¼ B garea=goal ðxÞ; C C B B ggoal=capability ðxÞ C FSarea ðxÞ ¼ @ fenvironment guidance ðxÞ A ¼ B gcondition=goal ðxÞ; ggoal=environment ðxÞ; C @ A fcapability guidance ðxÞ ¼ gcapability=goal ðxÞ; gcapability=environment ðxÞ; genvironment=capability ðxÞ 0

9.2.2 Testing and verification of flight mission integration The mission organization is an integration of mission awareness, mission identification, and mission organization based on the integration of the current flight scenario identification and organization, flight environment, flight situation, and flight scenario. Among them, mission awareness refers to the current flight plan implementation, flight environment support, flight situation, and flight mission execution status, and builds task requirements based on flight plan goals, meeting flight environment constraints, supporting flight situation guidance, and meeting the mission context. Task identification is aimed at the current task situation awareness, task organization mode, task capabilities and conditions, and task processing environment and result requirements, establishing task goals and results requirements, task content and processing pattern recognition, task activity and role areas, and task quality and operation performance identification. Mission organization is based on mission, situation, environment, and results requirements, flight applications, events, functions, and process requirements, and objectives, organization, logic, and operating modes, which are established for application management, function management, process management, and performance management models, to build task objective organizations that are oriented to the requirements of applications and task competence organizations that are oriented to system composition, form task environment organizations that are oriented to functional processes, and determine task management organizations that are oriented to operational status. The integrated testing and verification of flight task organization is the dominantadaptive method based on the flight application integrated planning, scenario, and event, based on the current flight process plan execution requirements, on the current flight environment scenario, and on the current flight process-specific events (air traffic control or flight manipulation instructions), establish mission organization based on task awareness driven by dominant factors, task recognition by leading factors, and operation of dominant factors to achieve flight process effectiveness testing and confirmation of conformity of results. Therefore, the integrated testing and verification of the mission organization is mainly driven by the driving factors of mission-aware goals and content testing, organization and task identification of leading factors and capability testing, leading factors, operation task organization activities and results testing, and finally integrated mission awareness and mission identification. The mission organization supports the validation and verification

9.2 Organization of testing and verification of system application integration

493

FIGURE 9.7 Flight mission integrated testing and verification architecture.

of the objectives, environments, and capabilities effectiveness of the system flight mission. The flight mission integrated testing and verification architecture is shown in Fig. 9.7. 9.2.2.1 Effectiveness test of task awareness Task awareness description is based on the following task requirements corresponding to the current flight scenario. It is mainly composed of mission awareness based on flight planning status, mission awareness based on flight environment conditions, and task awareness based on task context status. Since the changes and progress of flight plan status, flight environmental conditions, and task context status are relatively independent, the demand for task types and capabilities is often inconsistent and deviated. Therefore, mission-aware organizations use task-sensing dominance-adaptation methods to establish flight task organization-led-adaptation factor sets: plans, scenarios, and events, and identify integrated factors and scopes of dominant factors, and configure factor adaptability and scope, thus forming a task-aware task space composition. The flight mission effectiveness test is for

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demand-oriented effective parameter requirement, and test the compliance of logically related process of configuration factor. According to the plans, scenarios, and event requirements of flight mission integration, the dominant-adaptive organization method of the flight mission status is composed of three models dominated by the current flight plan, the current flight scenario, and the current flight event. Task awareness is based on the current planning initiative as an example. The other two guidance modes are analogized. For the dominant based on the current flight plan, first of all, according to the current flight plan execution status, for the flight results and flight status perception, to sense the flight plan-led flight task space through empty space coordination, determine the task target and content requirements; second, according to the currently established flight scenarios, based on flight situation and perception of flight environment, through air-ground coordination, perceive flight mission-oriented flight mission conditions, determine mission objectives and content types; and finally, according to current flight events, aim at flight modes and flight conditions. Through air-ground operations, we will perceive the flight mission process dominated by flight event and determine the scope of content and the objective of mission. The mission effectiveness test is based on the flight mission requirements and mission awareness integrated effectiveness and parameter compliance test under the flight mission planning process. Assume that FT(x) is the effective capability of the system mission, f(x) is the systemdominant process, and g(x) is the system-adaptation process. The principal expression of the mission detection process is: 1 0 1 0 g ðxÞ; g g ðxÞ; ðxÞ fplan guidance ðxÞ ¼ B perception=plan perception=scenario perception=event C C B g Bf ðxÞ; ðxÞ; g gplan=event ðxÞ C ðxÞ FTperception ðxÞ ¼ @ scenario guidance C A ¼ B scenario=plan plan=scenario A @ fevent guidance ðxÞ ¼ gevent=plan ðxÞ; gevent=scenario ðxÞ; gscenario=event ðxÞ

9.2.2.2 Effectiveness test of task identification Task identification describes system capability identification based on application task requirements. It is mainly composed of task result requirement identification, task processing pattern identification, task role area identification, and task operation performance identification. Because task result requirements, task processing patterns, task areas, and task performance are relatively independent, the requirements for task composition and capabilities are often inconsistent and skewed. Therefore, the mission identification organization adopts the task identification dominant-adaptation method, establishes the mission organization organization-adaptation factor set (plans, scenarios and events), determines the integrated domain parameter capabilities and scope of the dominant factors, and configures the factor adaptability and scope. This forms the mission capability of task identification. The flight mission identification effectiveness test is oriented to the dominant parameter requirements, and the test configuration factors are logically related to the process compliance. According to the plans, scenarios, and event requirements of flight mission integration, the dominant-adaptive organization method for flight mission identification consists of three modes dominated by the current flight plan, the current flight scenario, and the current flight

495

9.2 Organization of testing and verification of system application integration

event. Task identification is based on the current plan as an example. The other two guide modes are analogized. For the dominant based on the current flight plan, first, according to the current mission plan, goals and content, identify the space and domain organization based on mission objectives and types, build task areas and capability requirements; second, according to the current task type, capabilities, and requirements, recognize the logic and capability organization based on system task processing and scope, and build task areas and capability processing conditions. Finally, identify process and performance organization based on task logic and capabilities and build task role according to task discipline, field, and processing organization requirements of the domain and capacity processing model. The flight mission identification effectiveness test is based on the integrated effectiveness and parameter compliance test of mission awareness and mission identification under the flight mission planning process. Assume that FT(x) is the effective capability of the system mission, f(x) is the systemdominant process, and g(x) is the system-adaptation process. The principal expression of the mission detection process is: 0 ¼ gidentification=plan ðxÞ; C B B FTidentification ðxÞ ¼ @ fscenario guidance ðxÞ A ¼ @ gscenario=plan ðxÞ; Fevent guidance ðxÞ ¼ gevent=plan ðxÞ; 0

fplan guidance ðxÞ

1

gidentification=scenario ðxÞ;

gidentification=event ðxÞ

gplan=scenario ðxÞ;

gplan=event ðxÞ

gevent=scenario ðxÞ;

gscenario=event ðxÞ

1 C A

9.2.2.3 Effectiveness test of task organization The task organization is the current operational task organization that describes the capability requirements based on task identification. It is mainly composed of the task objective organization, task capability organization, task environment organization, and task management organization. Because the task objectives, mission capabilities, mission environment, and task management are relatively independent, the requirements for task organization and operation are often inconsistent. Therefore, the mission organization adopts the dominant-adaptation method, establishes the mission-organization-dominated-adaptation factor set (plans, scenarios, and events), determines the integrated domain parameter capabilities and scope of the dominant factors, and configures the factors adaptability and scope, thus forming task composition of the mission activities of the organization. The flight mission organization effectiveness test is for demand-oriented effective parameter requirement, and tests the compliance of logically related process of configuration factor. According to the mission integrated plans, scenarios, and event requirements, the missionled dominant-adaptive organization approach consists of three modes that are based on current flight plans, dominated by current flight scenarios, and based on current flight events. The current plan is taken for an example while the other two modes are similar to it. For the current flight plan, firstly, according to the task target plan, content space and domain capabilities, organize task activities and result requirements based on target requirements, and build task objective organization that meets the mission-aware goals and task identification task requirements. Secondly, according to task content organization, and task content, type and condition, organize the operation and processing requirement of the flight process, build the task ability organization that meets the task-aware content organization and task

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recognition field organization. Finally, aimed at the mission environment organization, the flight process operating environment, conditions and result requirements are organized, and a task-processing organization that satisfies task-aware environment organization and mission recognition result organization is constructed based on the mission area, scope, and capability established by the mission awareness. The mission organization effectiveness test is based on the integrated effectiveness and parameter conformance testing of mission identification and mission organization under the flight mission planning leading process. Assume that FT(x) is the effective capability of the system mission, f(x) is the systemdominant process, and g(x) is the system-adaptation process. The principal expression of the mission detection process is: 0 1 1 fplan=guidance ðxÞ ¼ B gorganization=plan ðxÞ; gorganization=scenario ðxÞ; gorganization=event ðxÞ C C B B gplan=scenario ðxÞ; gplan=event ðxÞ C FTorganization ðxÞ ¼ @ fscenario=guidance ðxÞ A ¼ B gscenario=plan ðxÞ; C @ A fevent guidance ðxÞ ¼ g event=plan ðxÞ; gevent=scenario ðxÞ; gscenario=event ðxÞ 0

9.2.3 Testing and verification of flight management integration The flight management organization is for the current flight scenario identification and flight mission integration, based on the integration of the flight plan operation management, flight operation environment management, and flight mission operation management. The flight plan operation and management is based on the current flight plan operation process, flight plan execution status, operation process, and support capabilities to construct the plan task requirements, task guidance mode, task situation organization, and follow-up task organization; flight operation environment management, according to the current flight stage status conducts flight conditions change, flight airspace environment and flight route environment, and builds flight stage constraints, flight environment condition driven mode, flight environment change situation organization, and flight traffic scenario coordination process. Flight mission operation management is based on the current mission status, mission organization, flight mission operating conditions, and mission handling events to construct a mission situation organization, mission environment organization, mission organization, and follow-up mission organization. The integrated testing and verification of flight management is a dominant-adaptation method based on the integrated objectives, conditions, and status of flight applications. Based on the current flight process plan execution status, the current flight environment scenario condition status, and the current flight mission operation status, the leading factor-driven flight plan organization and management, organization of flight-site organization and management of leading factors, and mission-oriented organization and management of leading factors to achieve flight management effectiveness testing and confirmation of demand conformity. Therefore, the integrated testing and verification of flight management is mainly based on the flight planning execution and status testing of the dominant factors, the conditions and capability tests of the dominant flight scenarios, and the activities and process testing of the dominant flight missions; and finally, integrated flight plan management, flight scenario management, and flight mission management to support the validation and

9.2 Organization of testing and verification of system application integration

FIGURE 9.8

497

Flight mission management integrated testing and verification architecture.

verification of the objectives, environments, and effectiveness of capabilities of the system flight mission integration. The flight mission integrated testing and verification architecture is shown in Fig. 9.8. 9.2.3.1 Effectiveness test of flight plan execution status management For flight plan execution status management, according to the flight plan organization, according to the current flight scenario environment and the flight mission operation status, the flight process organization and management are realized through the flight plan organization and management. The flight plan execution status consists of flight plan requirements, flight plan deviations, and flight plan decisions. Due to the flight plan requirements, flight plan deviations, and flight plan decisions are relatively independent, the requirements for the organization and execution of the flight plan are often inconsistent. Therefore, the flight plan execution status management adopts the dominant-adaptation method, establishes the flight management organization-led-adaptation factor set (goals, conditions, and status), determines the integrated domain parameter capabilities and scope of the dominant factors,

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and configures the factor adaptability and scope, to form the flight process status management of the flight plan organization. The flight plan execution status management effectiveness test is oriented to the effective parameter demand of the dominant factor, and the test configuration factor is logically related to the process compliance. According to the objectives, conditions, and status management requirements of flight process management, the leading adaptive organization method of flight plan execution management consists of three modes that are dominated by the current flight plan objectives, the current flight plan conditions, and the current flight plan status. The management of the flight plan is based on the example of the current flight plan target dominance as an example. The other two types of guidance are analogized. For the dominant based on the current flight plan objectives, first, according to the current flight plan operation results, form, status, and conditions, determine the follow-up mission objectives, capabilities, roles, and performance, to build the follow-up plan flight mission operation requirements. Second, according to the current flight plan situation, development trends, components, areas of action, and qualifications, determine the types, areas, spaces, and conditions for follow-on missions, build requirements for follow-up mission constraints, and finally, the compliance, offset, conflict, and threat status of operations based on the current flight plan. Determine the follow-up task maintenance, adjustment, reorganization, and emergency response types, and establish the organizational requirements for the follow-up plan flight mission. The flight plan execution management effectiveness test is a test of the integrated effectiveness and parameter conformance of the flight plan conditions and the flight plan status based on the flight mission planning goal-oriented process. Assumption: FG(x) is the effective capability of system flight management, f(x) is the system-dominant process, and g(x) is the system-adaptation process. The principal expression of flight mission perception testing process is: 0 1 1 0 g ðxÞ; g ðxÞ; ðxÞ g fgoal=dominated ðxÞ ¼ B plan=goal plan=condition plan=status C C Bg C B ðxÞ; ðxÞ; g g f ðxÞ FGplan ðxÞ ¼ @ condition dominated A ¼ B condition=goal goal=condition goal=status ðxÞ C @ A fstatus=dominated ðxÞ ¼ gstatus=goal ðxÞ; gstatus=condition ðxÞ; gcondition=status ðxÞ 9.2.3.2 Effectiveness test of flight situation environmental status management Flight scenario environmental status management is based on the current flight phase constraints, and a flight scenario environmental status management mode for the flight environment is established based on the current flight traffic scenario coordination status and the current flight environment condition driving capability. The environmental status management mode of flight scenarios consists of flight phase status, airspace traffic status, and en route environmental status. Because of the flight phase status, air traffic status, and en route environmental status are relatively independent, the demand for the flight scenario organization and status management is often inconsistent. Therefore, the flight situation environmental status management adopts the dominant-adaptation method, establishes the flight management dominant-adaptation factor set (goals, conditions and status), determines the integrated domain parameter capabilities and scope of the dominant factors, and configures the factor adaptability and scope, thus forming the flight situation organizationebased flight

9.2 Organization of testing and verification of system application integration

499

environment status management. The effectiveness test of the flight scenario environmental status management is oriented to the effective parameter demand of the dominant factor, and tests the conformance of the test configuration factor logically related process. According to the objectives, conditions, and status management requirements of flight process management, the dominant-adaptive organization method of flight status environmental status management consists of three modes: the current flight scenario target-based, the current flight scenario-based, and the current flight scenario-based status-driven mode. For the flight scenario environmental status management, based on the current flight scenario target dominance as an example, the other two guidance modes are analogized. For targets based on the current flight scenario, first, for the current flight phase status, determine the characteristics and type, content and scope, capability and performance, and operation of the subsequent flight mission according to the characteristics of the flight phase, application functions, environmental conditions, and flight process and result, and build the mission capability status requirements for the subsequent flight scenarios; secondly, according to the current flight airspace traffic conditions, traffic flow, traffic safety, and traffic threats, determine flight path planning, flight interval, safety isolation, and emergency alert for subsequent flight missions. Relevant tasks: to establish the operational status requirements for the subsequent flight scenarios. And finally, for the flight environment conditions, determine the process conditions, collaborative decision-making, safety monitoring, and capability organization of the follow-up mission according to the flight airspace status, air route environment, safety environment and process environment, and build follow-up flight scenario mission environmental status requirements. The test of the effectiveness of the flight scenario status environmental status management is based on the integrated effectiveness and parameter compliance of flight mission scenario goal-oriented process and flight scenario conditions and flight scenario status. Assumption: FG(x) is the effective capability of system flight management, f(x) is the system-dominant process, and g(x) is the system-adaptation process. The principal expression of flight mission perception testing process is: 1 0 0 1 g ðxÞ; g g ðxÞ; ðxÞ fgoal dominated ðxÞ ¼ B scenario=goal scenario=condition scenario=status C B C B ggoal=status ðxÞ C FGscenario ðxÞ ¼ @ fcondition dominated ðxÞ A ¼ B gcondition=goal ðxÞ; ggoal=condition ðxÞ; C A @ fstatus dominated ðxÞ ¼ gstatus=goal ðxÞ; gstatus=condition ðxÞ; gcondition=status ðxÞ 9.2.3.3 Effectiveness test of flight mission operation status management The flight mission status management is based on the operation organization and status of the current flight mission, and the current flight mission operation status, establishing a flight mission operation status management model oriented to the mission process organization for the current flight mission conditions. The operational status management mode of the mission is composed of mission organization, mission status, and mission operating conditions. Because the mission organization, mission status, and mission operating conditions are relatively independent, the requirements for mission organization and status management are often inconsistent. Therefore, the flight mission operational status management adopts the dominant-adaptation method, establishes the flight management

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dominant-adaptation factor set (goals, conditions and status), determines the integrated domain parameter capabilities and scope of the dominant factors, and configures the factor adaptability and scope, thus forming flight mission organizationebased flight operations status management. Flight mission operational status management effectiveness testing is oriented to the dominant factor effective parameter requirements, to test the logical and correlated process conformance of configuration factor logical association. According to the objectives, conditions, and status management requirements of flight process management, the dominant-adaptive organization method for flight mission operation status management consists of three modes based on the current mission objectives, based on the current flight mission conditions, and based on the current mission status. The management of the operational status of the mission is based on the dominating actions of the target of the current mission, and the other two types of guidance are analogized. For the dominant mission based on the current mission, first, according to the current mission status, according to the trend, elements, organization, and scope of the current mission status, determine the mission objectives, types, capabilities, and conditions of the follow-up mission, and build requirements for subsequent mission management. Second, according to the current flight mission operating conditions, according to the application conditions, organizational conditions, operating conditions, and outcome conditions of the current mission, determine the follow-up mission execution mode, processing capacity, operating range and operating organization, and build requirements for subsequent mission operation management. Finally, for the current flight mission process organization, determine the process type, process capability, process quality, and process result of the follow-up mission according to the role area, mode of action, action conditions, and form of action of current flight mission, and establish the process requirements for follow-up mission management. Flight mission operational status management effectiveness test is based on the flight mission goal-oriented process and flight mission conditions and flight mission status integrated effectiveness and parameter compliance. Assumption: FG(x) is the effective capability of system flight management, f(x) is the system-dominant process, and g(x) is the system-adaptation process. The principal expression of flight mission perception testing process is: 1 0 0 1 g ðxÞ; g g ðxÞ; ðxÞ fgoal dominated ðxÞ ¼ B task=goal task=condition task=condition C C B C B FGtask ðxÞ ¼ @ fcondition dominated ðxÞ A ¼ B gcondition=goal ðxÞ; ggoal=condition ðxÞ; ggoal=condition ðxÞ C A @ fstatus dominated ðxÞ ¼ gstatus=goal ðxÞ; gstatus=condition ðxÞ; gcondition=status ðxÞ

9.3 Organization of testing and verification of system function integration The system function integration consists of system function application integration, system function unit integration, and system function processing integration. Among them, the application of system functions is oriented to the requirements of system application task organization, and for the system function discipline composition, establishes different functional role space and capacity type organization, and forms a system function capability

9.3 Organization of testing and verification of system function integration

501

organization based on task capability requirements; it establishes the system function unit processing integrated system-oriented function and the logical organization needs, for the system function specialized field, sets up the different functions to deal with the information organization and the processing logic organization, and forms the integration of the system function unit based on the function organization. The system function processing organization integration aims at the processing process, establishes the difference according to the system function process organization. Functional input types and processing modes form an integration of system function processes based on functional operations. For the avionics system, the functions are integrated according to the target task operation requirements. Through the system function discipline capabilities, system function processing logic, and system function operation processes, system function discipline capabilities, system function logic, and system function processes are optimized, and the task and organization of system application level are effectively supported. The system function organization consists of system function discipline capabilities, system function processing logic, and system function operation processes. Among them, the system function discipline ability is composed of discipline fields, activity patterns, and function capabilities that are oriented to the system function application model, and form a discipline competence organizationdfunctional discipline ability to satisfy the system application target, result performance, and role area requirements; the system function processing logic is composed of target requirements, environmental conditions, and processing mode components oriented to systemic functional organizations, to form the functional unit organization that satisfies system function information capabilities, logical organization, and process quality requirements; system function operation management is composed of input information of the system functions, the operation element performance, operating condition requirements, and operating conditions, to form the function operation process that satisfies system function information processing, performance organization, and operation modes. Integrated testing and verification of system functions is a process organization for function capability, system function processing logic, and system function operation. The test system function is integrated to realize the functional area, logical organization, the result range of the operation process, processing performance, and process efficiency, to improve the overall result capabilities, quality, and performance. Therefore, the integrated testing and verification of system functions should be aimed at the organization and integration of system functions, to construct system function capabilities, and logic and operation integrated process testing methods, establish the validation model of the integrated results effectiveness, and meet the requirements of the integrated functions of system functions. The integrated organizational structure of avionics system functions is shown in Fig. 9.9.

9.3.1 Testing and verification of system function discipline integration System function discipline organization describes the composition of discipline functions, activities, and capabilities of system function application models. For the system application task process, the system function discipline ability is to provide the support system application process capability requirements to meet the target task operation objective through the function and space organization. Functional capability discipline describes discipline processing and organizational capabilities, and also relating to the ability to system discipline

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FIGURE 9.9

Integrated organization of avionics system functions.

characteristics of the organization. For functional discipline organizations, functional processing is based on the composition of independent roles, which is composed of the scope, range, processing, efficiency, and performance of the functional discipline. It is determined by the systemic different application task processes. Therefore, the current methods of organizing functional discipline capabilities based on the task process capability requirements of system application include the following: functional discipline competence organization of taskoriented target requirementsdtask target guided mode; function discipline competence organization of task-oriented processing modedtask character guided mode; functional discipline capacity organization of task-oriented fielddtask area guided mode. The system function discipline ability integrated testing and verification is based on the system application process capability requirements, determines the system application process capability organizationdprocess objectives, process areas, and process scope; based on the system application task target requirements, processing modes and task guided mode constituted by the field, establishes different task-guided model behavior and results testing; Finally, for organizations of system function discipline (discipline coverage, discipline

9.3 Organization of testing and verification of system function integration

FIGURE 9.10

503

System function discipline organization process.

conditions, and discipline results), it builds a system function discipline organization: validation of discipline, scope, range, and performance effectiveness. The system function discipline organization process is shown in Fig. 9.10. 9.3.1.1 Effectiveness test of integration of task target guidance system function discipline ability The mission goal guidance model is composed of two parts: task goal requirement guided and discipline function capability organization. The mission goal requirement guides the organization of the application task process (application process goals, domains, and status) to build a system application objective organization (application task goal, application task environment, application task capability), establishing the application task goal-driven guidance mode; system application process organization (application task type, application task nature, application task condition), establishes application task process capability guidance mode, and application task status restricted guided model by building system application task status (application result form, application role space, application performance requirement); ultimately, functional discipline capability requirements of application task goals guided based on target driven, process capability, and status-limited combinations are formed. The discipline function capability organization guides the task target demand guidance, and based on the application, results, and effectiveness organization of the system function

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process, the system task goal-based integration on functional process-related, domain-related, capability-related, and result-related is realized. On this basis, establish system capacity organization, environment identification, and process management, to meet the system function discipline coverage, discipline conditions, and discipline results requirements, and form system-specific discipline competence elements (discipline, range, scope, conditions, performance) organization. Mission goal guidance mode system function discipline ability integrated testing consists of two parts: one is the effectiveness test based on the results of the task goal guidance model (application, result, type), and the other is the verification of the effectiveness based on the system function application discipline organization (discipline, scope, performance). The effectiveness test of the task goal guidance pattern result is mainly aimed at the goal composition of the application task process (goals, environments, and capabilities), according to the domain status of the task process (type, nature, and conditions), organized according to the scope of the task process (form, space, and performance), target requirements for the testing of functional capabilities of systems functions through the linking of objectives, capabilities, and activities: effectiveness of applications, results, and types). System function application discipline ability organization target task target guidance pattern results, according to its formed system function discipline capability demand status (functional profession, operating condition, and processing logic), validate system function discipline capability elements: discipline, scope, range, condition, and performance conformity of composition. Assumptions: AF (x, y, z) is the task-guidance capability, AP (x, y, z, s, u) is the capability of the system function, and f (x, y, z) is the processing process based on the system task goal. G (x, y, z) is the organizational process based on the discipline requirements of the system, then the mission-oriented goal guided mode system function discipline competence integrated testing and verification process principle expression is: AF target guidance (application, result, type) ¼ f (target association, capability association, activity association) AP discipline capability (discipline, scope, scope, condition, performance) ¼ g (discipline coverage, discipline condition, discipline results) ┃ AF Target Guidance. 9.3.1.2 Effectiveness test of task property guidance system function processing integration The task property guidance mode consists of two parts: the task property requirement guidance and the discipline function processing organization. The task property requirement guidance is directed at the system application task process organization (application process goals, domains, and status), and builds a system application objective organization (application task goals, application task environment, and application task capabilities) to establish a guidance model for application task capability performance. Construct system application process organization (application task type, application task property, application task condition) to organize and establish the application operating performance guidance mode; establish system application task status (application result form, application role space, application performance requirement) to build a guided mode of application activity performance; and finally, form the functional process requirements of the application task performance guide based on the combination of application capabilities, operational, and activity performance.

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The discipline function processing organization guides the property of tasks based on the requirements, and according to the environment, procedures, and performance organization of the system functional processes, the activity-related, behavior-related, and conditionrelated property of system tasks based on functional processes is integrated. On this basis, the system capabilities, processes, and procedures are established to meet the discipline coverage of system functions, discipline conditions, and discipline results requirements, and to form a systematic task organization that organizes the system discipline capabilities elements (discipline, scope, area, condition, performance). The test of task property guidance system function processing integration consists of two parts: one is based on the effectiveness of the task property guided mode results (procedures, conditions, performance) of the effectiveness of the test, the other is based on the system function application discipline competence organization (discipline, scope, and performance) verification of the effectiveness. The test of the effectiveness of the mission-property guided model results in the composition of the objectives of the application task process (goals, circumstances, and capabilities), according to the domain status of the task process (type, property, and conditions), organized according to the scope of the task process (form, space, and performance). The property needs of the system functional discipline are tested through environmental relevance, behavioral relevance, and process relevance: the effectiveness of procedures, conditions, and capabilities. The system function application discipline ability organization is aimed at the results of the task property guided mode, and verifies system function discipline competence elements (conformity of discipline, range, scope, condition and performance composition) based on its formed system function discipline capability demand status (functional discipline, operating conditions, and processing logic). Assumptions: AF (x, y, z) is the task-guidance capability, AP (x, y, z, s, u) is the capability of the system function, and f (x, y, z) is the processing process based on the system task goal. G (x, y, z) is an organizational process based on the discipline requirements of the system, then the task-oriented guided mode system function discipline competence integrated testing and verification process principle expression is: AF property guidance (application, result, type) ¼ f (environmental association, behavioral association, processing association) AP discipline capability (discipline, scope, range, condition, performance) ¼ g (discipline coverage, discipline condition, discipline result) ┃AF property guidance. 9.3.1.3 Effectiveness test of task area guidance system function scope integration The task area guidance model consists of two parts: the task area requirement guidance and the discipline function scope organization. The task area guidance model aims at the system application task process organization (application process goals, domains, and status), and builds a system application objective organization (application task goals, application task environment, application task capabilities) to establish a guidance model for the application task target field; constructs system application process organization (application task type, application task property, application task condition), and establishes guidance mode of application task scope; establishes the domain requirements of the space of application result by building system application task status (application result form, application functional space, application performance requirement). The final integration of the functional scope of the application task domain is based on the combination of the application target, process, and result boundary definition.

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The discipline function scoping organization guides the task area demand guidance, and based on the areas, processes, and scopes of the systemic functional process, it realizes the guidance and integration of discipline-related, type-related, and status-related system task areas based on functional processes. On the basis of the guidance and integration of this process task area, it establishes system capabilities, processes, and procedures to meet system function discipline coverage, discipline conditions, and discipline results requirements, and forms the systematic discipline competence elements of the system task area (discipline, scope, range, conditions, performance) organization. Task area guidance mode system function discipline ability integrated test is composed of two parts: one is the effectiveness test based on the results of the task fieldeguided mode (field, scope, result); the other is the verification of the effectiveness based on the system function application discipline competence organization (discipline, range, performance). The effectiveness test of the task goal guidance pattern result is mainly aimed at the goal composition of the application task process (goals, environments, and capabilities), according to the domain status of the task process (type, property, and conditions), organized according to the scope of the task process: form, space and performance), domain requirements, scope correlations, and outcome correlations are used to test the domain requirements for the functional capabilities of the system: the effectiveness of the domain, scope, and results. System functions application discipline organization targets the results of task areaeguided model, and verifies system functional discipline competence elements: discipline, scope, range, conditions and performance conformity of composition based on its formed system capabilities discipline capability requirements status: functional discipline, operating conditions and processing logic. Assumptions: AF (x, y, z) is the task-guidance capability, AP (x, y, z, s, u) is the capability of the system function, and f (x, y, z) is the processing procedure based on the system task goal. G (x, y, z) is an organizational process based on the discipline requirements of the system, then the task-oriented guidance mode system function discipline competence integrated testing and verification process principle expression is: AF domain guidance (field, scope, result) ¼ f (field association, scope association, result association) AP discipline competence (discipline, scope, range, condition, performance) ¼ g (discipline coverage, discipline conditions, discipline results)

9.3.2 Testing and verification of system function unit integration The system functional unit organization describes the independent functional areas, capabilities, and structural organization of system. It consists of functional objective information processing fusion capability, functional process logic processing integrated capability, and functional incentive input integrated capability. Among them, the functional target information processing describes the information organization and information fusion that the functional unit uses to drive the logic processing, that is, according to the information requirements of determining the target of the functional unit, according to the information organization and information fusion of the functional processing domain, the information capability of the function processing logic is constructed and the functional target is constructed. Functional process logic describes the functional organization and logic integration of process capability processing of functional units, that is, according to the processing

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requirements for determining the functional unit capabilities, according to the operational mode of the functional processing domain, and the functional capabilities of the functional processing logic, building the functional process logic integration. Functional incentive input processing describes the element integration and performance integration of the input capability processing of the functional unit, that is, based on determining the functional requirements of the functional unit space, according to the incentive mode of the functional processing area, constructing the realization function for the input elements of the function processing logic and realized input performance integration. At present, methods based on the organization and integration of system function units include: functional processing capability organization oriented to the functional requirements of functional unitsdfunction processing information fusion mode; functional processing process organization oriented to functional unit capability requirementsdfunctional processing logic integration mode; and functional process input organization oriented functional unit incentive requirementsd functional processing input integrated model. The system function unit processes integrated testing and verification according to the requirements of system function discipline organization, determines the system function unit process capability organization: discipline ability, process type, and processing condition; based on system function processing information fusion, logic integration and input integration mode, establishes different functions unit integrated activities and results testing; and finally, for the organization of system function units (functional target capabilities, operating environment, and processing quality), establishes system function unit integration capability organization: validation of objectives, scope, range, and conditional effectiveness. The system function unit integration process is shown in Fig. 9.11.

FIGURE 9.11

The integrated process of the system function unit.

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9.3.2.1 Effectiveness test of system function processing information fusion System function processing information fusion consists of two parts: system functional information structural organization and function information fusion model. The system function information structure organization aims at the system function unit process organization (discipline ability, process type, and processing condition), establishes the fusion model of the system function discipline organization by constructing the function discipline competence model (function target area, function activity area, and function element field). Through the functional process type mode (operating mode classification, operating behavior classification, operation result status), it establishes system function process fusion mode; through the function processing condition mode (environmental organization conditions, logical processing conditions, operating mode conditions), it establishes the fusion mode of system functional conditional organization; eventually forming the syncretic information organizational requirements of system functions based on functional discipline capabilities, process types, and processing conditions. The system function information fusion mode processes the functional information structure of the system, and according to the system function variables, quality and scope organization, realizes target processing, performance, and domain information fusion. On this basis, it establishes system function target capabilities, functional operating environment, and functional processing quality organization process, and forms system functional unit information capabilities and quality elements (target, scope, range, relationship, conditions) organization to achieve system function processing information fusion. The test of system function processing information fusion consists of two parts: one is to test the effectiveness of the information fusion results (target, performance, domain) based on the process organization of the system functional unit, and the other is to verify the effectiveness of system functional unit capabilities (range, relationship, condition) based on system functional process information fusion. System function processing effectiveness test of information fusion focuses on the functional unit process discipline capabilities (target area, activity space, and element field), according to the function unit process type (operation mode, operation type, and operation result), according to the function unit process processing condition (environment organization, logical processing, and operating modes), and through the association of variables, quality associations, and scope associations, test system functions deal with information fusion: the effectiveness of goals, performance, and domains. The system function unit capability organizes the results of information fusion for system functions, and organizes according to its formed system function unit capabilities (functional target capabilities, functional operating environment ,and functional processing quality), and verification system functional unit capability elements (goals, range, scope, and compliance with the relationship and conditions). Assumptions: FI (x, y, z) is the functional integration capability, FU (x, y, z, s, u) is the organizational functional capacity of the system, and f (x, y, z) is the integrated process of system functions, g (x) is the organizational functional process of the functional unit of the system, and the system function processing information fusion testing and verification process is expressed as:

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FI information fusion (target, performance, domain) ¼ f fusion model (variable, quality, scope) FU functional unit (target, scope, range, relationship, condition) ¼ g (target capability, operating environment, processing quality) ┃FI information fusion. 9.3.2.2 Effectiveness test of system function processing logic integration System function processing logic integration consists of two parts: system function logic organization and function logic processing mode. The system function logic relationship establishes the logical relationship of the functional discipline organization by constructing the functional discipline competence model (function target area, function activity area, and function element field) for the system function unit process organization (discipline ability, process type, and processing condition); Functional process type mode (operating mode classification, operation behavior classification, operation result status) establishes logical relationship of system function process organization; establishes functional condition organization through function processing condition mode (environmental organization condition, logical processing condition, operation mode condition) and logical relationship; and finally forms the system functional logical structural organizational requirements based on the combination of functional discipline capabilities, process types, and processing conditions. The system function logic processing mode is for the logical structure of the system function, according to the system function process, capability, and performance organization, to realize the logic integration of function processing activities, behaviors, and capabilities. On this basis, it establishes system function target capabilities, functional operating environment, and functional processing quality organization process; forms the system functional unit logic capabilities and quality elements (target, scope, range, relationships, conditions) organization, to achieve system function processing logic integration. The system function processing logic integrated test consists of two parts: one is the test of effectiveness of the system function processing logic integrated results (activity, behavior, ability) based on the functional unit process organization, and the other is the verification of the system functional unit capabilities (range, relationship, condition) based on the system function processing logic integration. System function processing logic integration effectiveness testing focuses on functional unit process discipline (target area, activity space, and element field), according to functional unit process types (operation mode, operation type, and operation result), based on functional unit process processing conditions (environment organization, logic processing, and operating modes), through the process of association, capability correlation, and performance correlation, to test system function processing logic integration: the effectiveness of activities, behaviors and capabilities. The system function unit organization is aimed at the logical process integrated results for the system functions, and verifies system functional unit capability elements: the integral conformance of target, scope, range, relationship, and conditions based on formed system function unit capacity organization. Assumptions: FI (x, y, z) is the functional integration capability, FU (x, y, z, s, u) is the organizational functional capacity of the system, and f (x, y, z) is the integrated process of system functions, g (x) is the organizational functional process of the functional unit of the system, and the system function processing information fusion testing and verification process is expressed as:

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FI logic integration (activity, behavior, capability) ¼ f logic model (process, capability, performance) FU functional unit (target, scope, range, relationship, condition) ¼ g (target capability, operating environment, processing quality) ┃FI logic integration. 9.3.2.3 Effectiveness test of system function processing input integration The system function processing input integration consists of two parts: system function input structure organization and function input processing mode. The system function input structure is for the system function unit process organization (discipline ability, process type, and processing condition), and establishes the input mode of the functional discipline organization by constructing the functional discipline competence model (function target area, function activity area, and function element field); functional process type mode (operating mode classification, operation behavior classification, operation result status) establishes system function process organization input weights; function processing condition mode (environmental organization condition, logic processing condition, operation mode condition) establishes functional condition organization, and the input relations; and finally is formed based on functional discipline capabilities, process types, processing conditions, and the combination of system function input structure organizational needs. The system function input processing can realize the input integration of function processing process environment, scope, and performance for the system function input structure, based on system function input elements, conditions, and type organization to. On this basis, establish system function target capabilities, functional operating environment and functional processing quality organization process, forming system function unit input capability and quality factor (target, scope, range, relationship, condition) organization, to achieve system function processing input integration. The test of system function processing input integration consists of two parts: one is to test the effectiveness of the input integrated result (element, condition, type) of system function based on the functional unit process organization, and the other is to verify the effectiveness of system functional unit capabilities (range, relationship, condition) based on the process input integrated of system function. System function processing input effectiveness tests for input integration are mainly aimed at functional unit process discipline (target area, activity space, and element field), according to functional unit process types (operation mode, operation type, and operation result), according to functional unit process processing conditions (environment organization, logical processing, and operating modes), and through the element associations, conditional associations, and type associations, test system functions deal with input integration: the effectiveness of the environment, scope, and performance. The system function unit capability organization is aimed at input integrated results of system functions, and verifies system functional unit capability elements (conformance of composition of goals, scope, range, relationships, and conditions) based on the formed capabilities organization of the system function units: functional target capabilities, functional operating environment, and functional processing quality. Assumptions: FI (x, y, z) is the functional integration capability, FU (x, y, z, s, u) is the organizational functional capacity of the system, and f (x, y, z) is the integrated process of system functions, g (x) is the organizational functional process of the functional unit of the

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system, and the system function processing information fusion testing and verification process is expressed as: FI input integration (target, performance, domain) ¼ f input mode (process, capability, performance) FU functional unit (target, scope, range, relationship, condition) ¼ g (target capability, operating environment, processing quality) ┃FI input integration.

9.3.3 Testing and verification of system function process integration The system function process is the system function operation process. It is aimed at the system functional target requirements and is implemented based on the system function definition and the system function discipline logic. System function process integration is an important way to improve system operation efficiency, quality, and effectiveness. The system function process integration consists of the combination of system function process reuse, system function processing result inheritance, and system function processing status combination. System function process reuse means that a set of general (or relatively general) logic processing processes of the system can be used by multiple system function processing processes to reduce the need for system resource configuration; system function processing result inheritance refers to the systemic function processing result. It can provide reference to other functions of the system to reduce the need for processing of system functions. The combination of system function processing status means that different functional statuses of the system can be combined to provide integrated function sharing and reduce the need for independent management and configuration of system functions. System function process integrated testing and verification is based on system function processing process organizational requirements, and determines the system function operation process organization (discipline operation, logic operation, and data operation); establishes integrated activity and result-testing of different functional processes based on system function process reuse integrated mode, function processing result inherited integrated mode, and function process status-sharing integrated model; and finally, builds a system-function-process integrated capability organization: validation of effectiveness of shared results, shared processes, and shared conditions for system functional processes (functional process integration, functional result integration, and functional status integration). System function process integration is shown in Fig. 9.12. 9.3.3.1 Effectiveness test of system function process reuse System function process reuse is composed of two parts: system function general processing structure and function common process organization. System function general-purpose processing structure is aimed at the system function operation process organization (discipline operation, logic operation, and data operation), through the establishment of system function discipline operation organization (event operation processing, activity operation processing, status operation processing), and establishes system function discipline general operation mode; through the functional logic operations organization (elemental capabilities, elemental cross-linking relations, element processing

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FIGURE 9.12

System function process integration.

weights), it establishes a common operating mode of the system function logic; through the functional data operation organization (information data processing, process data processing, input data processing), it establishes a common operating mode for system function data; eventually it forms the general processing structural requirements based on functional discipline, logic, and data. The general process of system functions is based on the input structure of system functions. According to the organization of system functions, processes, activities, and conditions, the function processing process reuse, processing reusing, and environment reuse are integrated. On this basis are established the system function process integration, function results integration, and functional status integrated organization process, to achieve the system function process integrated results: sharing capabilities, sharing results, sharing process, sharing conditions, and sharing status. System function process reuse test consists of two parts: one is the test of effectiveness of the reuse results (process, processing, and environment) of the system function processing process based on the functional process reuse organization, and the other is the verification of effectiveness of system function processes integration (integration of functional processes, integration of functional results, and integration of functional status) based on the reusing of the system function processing. System function process validation of reuse results is mainly aimed at functional process discipline operations: time processing, activity processing, and status processing. According to functional process logic operations (element capabilities,

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element relationships, and element weights), operation is based on functional process data (information data, process data, and input data), through the process of reuse, processing and reuse and environmental reuse, test system function process reuse: the effectiveness of process, processing, and environmental reuse. The system function process is aimed at the formed result of system function process reuse. According to its system function process reused integrated mode (function process integration, function result integration, and function status integration), it verifies the integrated results of system function process: effectiveness of sharing ability, sharing result, sharing process, sharing conditions, and sharing status. Assumptions: FI (x, y, z) is a functional integrated capability, FU (x, y, z, s, u) is an integrated capability of the system functional process, f (x, y, z) is an integrated process of system functions, g (x) is the organizational process of the functional process capability of the system, and the principle of the system functional processing information fusion testing and verification process is: FI process reuse (process, process, environment) ¼ f reuse mode (activity, behavior, condition) FU functional process (capacity, result, process, condition, status) ¼ g (process integration, result integration, status integration) ┃FI process reuse. 9.3.3.2 Effectiveness test of system function result inheritance System function result inheritance consists of two parts: system function target processing structure and target process organization. The system function target processing structure is aimed at the system function operation process organization (discipline operation, logic operation, and data operation), through the establishment of system function discipline operation organization (event operation processing, activity operation processing, status operation processing), and sets up the system function discipline goal processing mode. Through the function logic operation organization (elements ability, element cross-linking relations, element processing weights), it establishes the target processing mode of system function logic; through the functional data operation organization (information data processing, process data processing, input data processing), it establishes a target processing model for system function data; and eventually it forms target processing structural requirements based on functional discipline, logic, and data. The system function target process is based on the system function target processing structure. According to the system function process form, type, and condition organization, the function processing result inheritance, status inheritance, and performance inheritance are integrated. On this basis are established the system function process integration, function results integration, and functional status integrated organization process, to achieve the system function process integrated results: sharing capabilities, sharing results, sharing process, sharing conditions, and sharing status. The test of system function result inheritance consists of two parts: one is the test of effectiveness of the inherited results (results, status, performance) of the system function process based on the functional result inheritance organization, and the other is the verification of effectiveness of the system function process integration (functional process integration, functional result integration, functional status integration) based on the system function processing result inheritance. System function process inheritance results validation tests are mainly

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aimed at functional process discipline operations: event processing, activity processing, and status processing. They are based on functional process logic operations: element capabilities, element relationships, and element weights, and operate according to functional process data (information data, processes, data and input data), through the results of inheritance, status inheritance, and performance inheritance, test system function result inheritance: the effectiveness of the result, status, and performance inheritance. System function process integrated effectiveness test is aimed at the result of system function result inheritance and verifies system function process integration result (effectiveness of sharing ability, sharing result, sharing process, sharing conditions, and sharing status) based on inherited integrated model of its system function result: function process integration, function result integration, and function status integration. Assumptions: FI (x, y, z) is a functional integrated capability, FU (x, y, z, s, u, w) is an integrated capability of the system functional process, f (x, y, z) is an integrated process of system functions, g(x) is the organizational functional process capability process, and the surface system function processing information fusion testing and verification process principle is: FI result inheritance (result, status, performance) ¼ f inheritance mode (form, type, capability) FU functional process (capacity, result, process, condition, status) ¼ g (process integration, result integration, status integration) ┃ FI result inheritance. 9.3.3.3 Effectiveness test of system function status combination The functional status of the system consists of two parts: the organization of system functions and the organization of function processing. The system function operation organization form is aimed at the system function operation process organization (discipline operation, logic operation, and data operation), through the establishment of system function discipline operation organization (event operation processing, activity operation processing, status operation processing), and sets up system function discipline operation organization mode; through the function logic operation organization (elements ability, element cross-linking relations, element processing weights), it establishes the operation and organization mode of the system function logic; through the functional data operation organization (information data processing, process data processing, input data processing), it establishes the operational organization model of system function data; finally it forms the operational organizational requirements based on functional discipline, logic, and data. The system function processing process status is based on the system function operation organization form, which is on the basis of the process, processing, and operation organization of the support system function process, and realizes a combination of function processing discipline status, logic status, and operation status. On this basis, it establishes organizational process of function process integration, function results integration, and functional status integration, and achieves the system function process integrated results: sharing capabilities, sharing results, sharing process, sharing conditions, and sharing status. The system function status combination test consists of two parts: one is the test of effectiveness of the system function process status results (discipline, logic, and operational) based on the functional status combination, and the other is the verification of effectiveness of

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system function process integration (integration of functional processes, integration of functional results, and integration of functional status) based on the system function processing status combination. System function processing process status effectiveness test is mainly aimed at functional process discipline operations: event processing, activity processing, and status processing. According to functional process logic operations (element capabilities, element relationships, and element weights), operation is based on functional process data (information data, process data, and input data), organized through discipline status, logic status, and running status, test system function status combination: discipline, logic, and operational combination status. The system function process integration is aimed at the results of the reusing of system function processes, and verifies the integrated results of system function processes (effectiveness of sharing capabilities, sharing results, and sharing process, sharing conditions, and sharing status) based on reused integrated modes of system function processes: functional process integration, functional result integration, and functional status integration. Assumptions: FI (x, y, z) is a functional integrated capability, FU (x, y, z, s, u) is an integrated capability of the system functional process, f (x, y, z) is an integrated process of system functions, g (x) is the organizational process of the functional process capability of the system, and the principle of the system functional processing information fusion testing and verification process is: FI status combination (discipline, logic, run) ¼ f status mode (procedure, process, operation) FU functional process (capacity, result, process, condition, status) ¼ g (process integration, result integration, status integration) ┃ FI status combination.

9.4 Organization of testing and verification of system physical integration System physical equipment is oriented to system task operation and function processing requirements, through the configuration of system physical resources, the goals and requirements of system applications are achieved. System physical integration is an organization that optimizes system equipment resource capabilities, operation processes, and operation management based on meeting system task operation and function processing, and provides an optimized high-utilization resource capability and high-efficiency resource for system task operation and function processing, and operation process and equipment resource platform with high reliability equipment resource operating status. System physical integration consists of the integration of system equipment resource capabilities, integration, and operational status. Among them, the integration of system equipment resource capabilities is the demand for capabilities. By establishing common resource capability types, time-sharing of resources can be achieved, and the utilization of resource capabilities can be increaseddthe organization and integration of system equipment resource capabilities. The system equipment-hosted operation process integration is the demand for processing. Through the establishment of equipment resource operation process, process reuse and result sharing are realized, and processing resource utilization and operation efficiency are improveddthe system equipment application operation process and integration; System equipment operation and management integration is the demand for. Through the

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establishment of general system operation status management, support for the integration of resource operation status and operation status, the reliability of system equipment operation results is improved, realizing the integration of avionics system according to the needs of processing, through the integration of system resource capacity, operation process, and operation management, reducing the need for equipment resource organization, improving the efficiency of equipment-hosted application operation, and enhancing the effectiveness of equipment operation. Testing and verification of system physical integration mainly comprises three tasks, namely the problems created by the integration of three types of physical equipment. The first problem is the sharing of system equipment resource capabilities. That is, according to the equipment-hosted application configuration, the processing capability requirement of the hosted application is determined, a common resource platform of the equipment is established, the operating environment of the equipment is clarified, and the conformity between the universal resource capability of the equipment and the hosted application capability is verified, so that isolation of universal resources sharing can be tested. Second, there are problems in the reuse of hosted application operations for system equipment. That is, according to the equipment resource capability and the hosted application processing mode, the operation mode of the equipment resource is determined, a general operation process of the equipment operation is established, the result area of the equipment resource operation is clarified, and the conformity of the equipment resource operation process and the system hosted application process is verified and tested, to test the hosted application process reuse and result sharing fault identification issues. Third, there are problems in the operation and management of system equipment. That is, according to the equipment operation and management mode, the process of the hosted application of the equipment is determined. For the equipment resource sharing and process reuse, the system operation failure, processing error, and resource defect management mode are established to verify the reliability status of the system equipment operation and management results, and test equipment operation failure mode propagation problem. The system physics integrated organization structure is shown in Fig. 9.13.

9.4.1 Testing and verification of equipment resource capabilities integration The equipment resource capacity organization determines the resource capability type requirements according to the equipment application mode and operation. That is, through the analysis of application capability requirements, a resource type supporting this requirement is constructed; through the application activity requirement analysis, a resource capability covering this requirement is constructed; and through the application requirement analysis, the resource operation to realize this requirement is constructed. The integration of equipment resource capabilities is based on the application requirements of the system equipment resources residing, and targeting the equipment resource types, resource operations, and resource result classifications, through the establishment of equipment resource access time-sharing, process reuse, and status management, to develop the ability to optimize equipment resources and functions domain or scope, operation process, and operation result, reducing idle status of system physical resources, improving

9.4 Organization of testing and verification of system physical integration

FIGURE 9.13

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System physical integrated organization architecture.

system physical resource operation efficiency, reusing system physical resource operation process, improving system physical resource operation result utilization, and enhancing system physical resource operation result availability, to maximize equipment resource utilization, efficiency, and effectiveness. Integrated testing and verification of equipment resource capabilities aims at the sharing of system equipment resource capabilities, verifying the conformity of equipment sharing resource capabilities with hosted application requirements, testing equipment sharing resources with time-sharing access isolation; targeting the reuse problem of system equipment resources, to verify the conformity of operational process and the hosted processing requirements, and test the isolation of the processing of the hosted applications; targeting the system equipment resource defect status problem, to verify the conformity of the equipment shared resource status and the hosted application management, and test the isolation of the equipment shared resource defects. The equipment resource integration and test organization structure is shown in Fig. 9.14.

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FIGURE 9.14 Architecture of equipment resource integration and test organization.

9.4.1.1 Effectiveness test of equipment resource time sharing The time-sharing of equipment resources is a mechanism for describing resources shared by multiple hosted application access equipment in an equipment, and is established on the basis of an equipment general resource organization, resource time-sharing access, and system application partition. Based on resource capability classification, the equipment universal resource organization establishes the resource capability classification of equipment-hosted applications according to the resource capability classification, including resource capability types, resource capability properties, and resource capability scope, forming a common processing resource platform for equipment. The equipment universal resource timesharing access is based on the universal resource capabilities of the equipment. According to the processing requirements of different hosted applications, an independent operating mode of hosted application processing and resource capabilities is established. Through the system operation and scheduling management, the ability of the application process to use common resources in time is formed. System application partitions are real-time partitioned operating systems that provide time-sharing organization, partition organization, and hierarchical organization of system-hosted functions to form functional partitions, system hierarchies, and resource classification organizations, forming independent logical spaces of system-hosted functions and partitioned isolation protection ability. The time-sharing and integrated test of equipment resources is mainly based on the level of safety of the equipment-hosted application, establishing corresponding equipment resources to share integrated isolation measures in a time-sharing manner (safety isolation measures are through system safety, where we describe all isolation measures). For equipment resource

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integration, isolation measures consist of resource and environment isolation, hardware or activity isolation, and application activity isolation. The integrated description of environmental resources describes the different applications of the system that reside on different equipment and are placed in different physical locations of the aircraft to form different environmental modes. The test methods include the resource operating environment (such as the environment in different areas on the aircraft) and the resource safety environment（such as the power supply and signal input）and resource cross-linking (e.g., input/output interfaces and networks) isolation tests. Hardware activity isolation describes the hardware resource operation process association mode, i.e., resides on the equipment for different applications. However, in different hardware modules, the testing methods include hardware resource module, hardware resource operation, and hardware interface signal isolation test. Application activity isolation describes a hosted application that runs a cross-connect mode where it resides on one equipment and hardware module for different applications, but in different operating system partitions, its testing methods include hosted applications, system variables, and operational condition isolation tests. The integrated isolation test of equipment resources is shown in Fig. 9.15. 9.4.1.2 Effectiveness test of equipment resource process reuse The equipment resource process is reused to describe the mechanism of the multiple equipment-hosted sharing resource operation process, which is based on the equipment operation type, the standard operation process, and the system scheduling organization. The equipment operation type is based on the general processing needs of the equipmenthosted application, classifies according to the resource operation process, and establishes a common resource operation mode in which the processing request, including a resource operation activity, a resource operation mode, and a resource operation condition, forming a common operation process of the equipment resource organization. The general resource standard operation process of the equipment is based on the universal resource capability of the equipment. Based on the general processing mode of the different hosted applications, general operation process of the hosted resources is established, and the general operation process capability of the common application processing shared resource is formed through the system operation scheduling management. The system scheduling organization establishes the system application processing (process) scheduling queue through the real-time operating system of the equipment; provides the operation queue, ready queue, and suspension queue management; supports the system-hosted function to process the reusing equipment operation process; and realizes the mutual exclusion signal lamp through the equipment scheduling to realize shared isolation protection capabilities.

FIGURE 9.15

Equipment resource integrated isolation test composition.

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9. Testing and verification of the integrated avionics system

The equipment resources process reuse test mainly focuses on the resource operation organization process. According to the processing mode of the equipment-hosted application and the equipment resource operation process, corresponding equipment is configured to organize the organization between the application processing process and the equipment resource operation to test the isolation of hosted application. For the equipment-hosted application to run a common running resource process, a real-time operating system is used to establish a system-ready queue, a run queue, and a pending queue, and the isolation between application processes is tested according to the equipment resource operation support configuration. The process of resource reuse for equipment-hosted applications relies on the establishment of resource operation status information light measures, realize sharing reuse according to equipment resource operations, and testing the mutual exclusion of resource operation process. The equipment resource operation reuse isolation test is shown in Fig. 9.16. 9.4.1.3 Effectiveness test of equipment resource status management Equipment resource status management describes the resource operation capability of the equipment-hosted application requirements, the resource operation mode of the hosted application processing, and the resource operation status management of the hosted application target. Resource operational capability organization, operation modes, and status management of equipment-residing application requirements are classified according to equipment resource operation results, and general resource operation result capability for equipmenthosted application processing requirements is established, including resource application requirements, resource application environments, and resource application forms. It constitutes the output result of the equipment resource operation application. Equipment resource status management is for the equipment-hosted application processing result organization safety, establishes the equipment resource and hosted application independent organization and management mode, and forms the equipment resource capability management configuration; the real-time definition for the equipment-hosted application processing process organization establishes an independent organization and management mode for the equipment resource operation process and the hosted application process, and establish the priority organization management for the equipment resource operation; it establishes the equipment resource capability and operation process conditions and hosted requirements for the equipmenthosted application processing status organizational availability requirements, which enables the application processing and operating process conditions (or weights) for independent organization and management modes, and establishes equipment resource status management modes.

FIGURE 9.16 Equipment resource operation reuse isolation test.

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9.4 Organization of testing and verification of system physical integration

The equipment resource status management test is mainly directed at the equipment resource type capability configuration organization, and is based on the application-hosted safety allocation of the equipment, and is constituted according to the hosted application processing process and the equipment resource capability type, and the resource type capability configuration item isolation. Targeting the equipment operating system scheduling mode, according to the definition of real time, and based on the hosted application processing mode and equipment resource operation process, the isolation between resource operation processes of the equipment resource job scheduling can be tested. Targeting the equipment operating system scheduling mode, according to the equipment-hosted application availability requirements, it consists of the hosted application processing weight and the equipment resource operating process conditions, and tests the isolation of different conditions. The isolation test of equipment resource status management is shown in Fig. 9.17.

9.4.2 Testing and verification of equipment-hosted application integration An equipment-hosted application describes a plurality of hosted application integration processes in equipment, which is based on the equipment application partition organization. The application-hosted organization of the equipment addresses the application requirements of the system. Based on the application function processing, the application type (function), capability (scope), level (safety), and process (real time) are established according to the equipment resource type and the partition organization capability. The application classification organization of the application, building capability-supported, domainrelated, level-consistent, and cycle-consistent application partition modes; support for hosted application objective organization, capability sharing, logical isolation, process independent equipment residing application organization architecture; and meeting results and conditions, activities and areas, as well as information and operational safety requirements of the application-hosted integrated process, guarantee the effectiveness of the hosted application integration. The equipment-hosted application integration process determines the target of the hosted application enhancement according to the requirements of the system application task execution environment and result quality, and the system input quality, process element quality, and function result quality according to the results performance requirements of the hosted application processing domain, which clearly influence the impact of hosted application processing defects, extend hosted application processing information support capability,

(A)

Equipment hosted application safety assignment

Hosted application requirements organization

Resource operation capability type

hosted application and resource capability configuration

hosted Application and Resource Capability Configuration Organization

FIGURE 9.17

(B)

Equipment hosted application real-time definition

hosted application processing pattern organization

Resource operation process organization

(C)

Equipment hosted application availability requirements

Hosted application process weight

Resource operation process condition

Equipment scheduling mode

equipment status management

equipment operating system scheduling organization

equipment resource status management

Isolation test of equipment resource status management.

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9. Testing and verification of the integrated avionics system

improve hosted application logic processing quality, improve hosted application activity and processing efficiency, reduce hosted application process overlap and conflict, and achieve the goal of hosted application integrated results performance, scope, and effectiveness. Equipment-hosted application integrated testing and verification targets the mode of hosted application partition organization, according to the integration of hosted applications in the area, the ability of integrated results and performance improvement status are confirmed, and to test the independence of the information and operation process of different hosted applications in the area; for the isolation organization mode of the equipment-hosted applications, according to integration of hosted application, to confirm the integrated results and performance improvement status, and test the independence of the processing activities and areas of different hosted applications; targeting the isolation organization mode of equipment-hosted applications, based on integration of the hosted applications, to confirm the ability of integrated results and performance improvement status, and test the independence of processing activities and domains for different hosted applications. The equipment-hosted application integration and test organization structure is shown in Fig. 9.18. 9.4.2.1 Effectiveness test of equipment hosted application partition integration The integrated organization of equipment-hosted application partitioning is based on the equipment application partition architecture. According to the equipment-hosted function discipline, logic, and processing requirements, the application process organization within the equipment-oriented application activity feature area is determined according to the

FIGURE 9.18

Equipment-hosted application integration and test organization.

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9.4 Organization of testing and verification of system physical integration

application type, capability, level, and process. Fig. 9.18 (a) Applications 1, ., Application i that reside in Application Area 1 support integration based on application target requirements within the partition, and support the sharing of the shared equipment system modality (system modal mode of the operating system) within the shared operations (input, output, format conversion, preprocessing, etc.) result sharing, support for application reuse and shared equipment resource operation within partitions, and meet equipment-hosted application processing target requirements. However, for the integration of the hosted partitions, the integrated application results within the partitions are derived from independent ability and processing of the integrated hosted application in each partition. Therefore, it is necessary to establish the information organization independence and module processing independence of the hosted applications, which can guarantee the effectiveness of hosted application integration. The equipment-hosted application partition integrated test is mainly based on the integrated mode in the equipment-hosted partition: integration of application processing variables, processing modules, and processing procedures in the partition, and establishment of integrated operation independence and result integrity in the application partition. That is, for the integration of processing variables in the partition, according to the application domain, processing elements, and element cross-linking modes, the application integration variable organization mode in the hosted application partition is determined to test the independence of each variable role area; module integration, according to the processing mode, processing results and logical cross-organization of the application, to determine the integrated module organization mode of application in the partition to test the independence of each independent logical organization; targeting the integration of the application process within the partition, according to the processing conditions of the application, the processing of the input and the organization of the operation process, the process organization mode of the application-integrated within the hosted application partition, and the independence of each independent operation process are tested. Equipment-hosted application partition test is shown in Fig. 9.19. 9.4.2.2 Effectiveness test of equipment-hosted application interval integration Equipment-hosted application-interval integrated organization is for the equipment application partition architecture. According to the equipment-hosted function discipline, logic and processing requirements, the application-specific field organization for applicationspecific feature partitioning is determined according to the application type, capability, level,

(A)

(B)

(C) process 1

variable 1

area

variable 2

area

Processing element independence

FIGURE 9.19

Processing formula or algorithm 1

process 2

Processing formula or algorithm 2

Processing logical independence

Process independence

Equipment-hosted application partition test.

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9. Testing and verification of the integrated avionics system

and process. Fig. 9.18 (a) Residing application area 1, hosted application area 2, supporting the integration of the results of the partitions, and supporting the general processing (driver, standard function, general operation, etc.) results sharing, support the shared equipment resource operation process within the partition to meet the needs of the system application running target. However, for the integration of hosted intervals, the integrated application results of the intervals come from the discipline processing, discipline action area, and discipline activities of each subarea. Therefore, it is necessary to establish the independence of the processing activities of each subarea application and the independence of the action area, which can guarantee the integrated effectiveness of the partition processing results. The equipment-hosted application interval integrated test is mainly based on the integrated mode of the equipment-hosted partitiondthe integration of the application processing among the partitions, the processing areas, and the integration of the processing resultsdand establishes the application of each partition integrated process to process isolation and result integrity. That is, for the integration of the interval application processing, according to the application processing mode, processing elements, and processing conditions, the integrated process mode between the hosted application partitions is determined, and the isolation of the processing between the partitions based on the user modality is tested. Based on the application processing elements, cross-linking patterns, and activity space composition, the application-based scoping domain organization mode between hosted application partitions is determined, and the isolation of processing scopes between each partition based on user modality is tested; for the integration of application processing results in the interval, according to the ability and composition of the application processing input, processing logic and processing conditions, determine the application the results of the organizational form of the hosted application partition integration, test the isolation of the various partitions interprocessed status based on the user mode. Equipment-hosted application interval test is shown in Fig. 9.20. 9.4.2.3 Effectiveness test of equipment general processing sharing and integration The equipment general processing sharing and integration targeting the composition of host application of equipment applications partition, based on host application, logic, and processing requirements of the equipment, application-specific feature partitioning based on application types, capabilities, levels, and processes is used to determine the system general shared processing organization, as shown in Fig. 9.18 (a) Generic Process 1,., by processing n, establishes general process processing such as standard functions and algorithms. The general process of the system is operated and managed independently by

(A)

process 1

Process 2

(B)

(C) area 1

System mode Interval Process Integration (Process 1 A Process 2)

area 2

result 1

result 2

System mode

System mode

Interval area integration (area 1 A area 2)

Interval result integration (result 1 A result 2)

FIGURE 9.20 Equipment-hosted application interval test.

9.4 Organization of testing and verification of system physical integration

525

the operating system. It is based on the system modal management mode, and provides sharing of applications for all zone-hosted applications of the equipment, effectively reducing system repetitive activities and processing, and improving the systemic integrated capability and process efficiency. However, for general-purpose processing of the equipment, it supports the sharing of different hosted application partitions and different hosted application processing requirements, provides organization and sharing of equipment-oriented hardware resource operation processes, and processes and manages its own common processes independently. Therefore, the equipment is processed generically. The independent shared mode between partitioned applications must be established, an integrated and independent integration process of hardware resource operations should be established, and an independent integrity processing and isolation mode should be established to achieve the general requirements for equipment processing organization and managing safety. The test of equipment general processing sharing and integration is mainly based on the sharing requirements of the equipment host application for general processing, implementing the resource operation organization process according to the general processing. As well, it establishes a common purpose for the types, capabilities, and processing modes of the general processing. The isolation and result integrity of host application shared general process, the general process integrated resource operation process, and the general process itself, handle process. That is, for the application of the hosted partition application sharing integration process, according to the application processing mode, processing elements and processing areas, the independence of shared common processing processes between the hosted application processes is determined; for the general processing process, the equipment hardware resource operations are integrated according to general-purpose process discipline, capabilities, and processing requirements, cross-linking patterns and activity space composition, determination of the resource capabilities of general-purpose processing, performance and results-based operational process organization, and independence between testing and general-purpose integration processes; logic, processing, and performance processing of for general processing are organized according to the general process objectives, domains, and capability organization models to determine the general results of the process itself, and to test the isolation between the general processes. The general processing of equipment shared test is shown in Fig. 9.21.

FIGURE 9.21 Equipment general processing shared test.

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9. Testing and verification of the integrated avionics system

9.4.3 Testing and verification of equipment operation management integration The equipment operation management organization is organized according to the equipment-hosted application running organization, the general processing, and the resource operation mode. Through the equipment operation management integrated process, the requirements of system application objective, process quality, and resource effectiveness are satisfied. The equipment-hosted application operation organization is composed of the application task organization, equipment operating environment, and equipment capability configuration. The organization and management integration of equipment application operation realizes equipment application operation management, role environment management, and operation status management, and implements equipment-hosted application operation process effectiveness organization. The general processing process of the equipment consists of general process types, general process processing conditions, and general process processing status. It is managed through the general processing of the equipment and integrated to realize the general process capability management, access management, and process status management of the equipment, and the general equipment processing process is effective organization. The equipment resource operation mode consists of the resource operation capability organization, resource access operation conditions, and resource operation status. It is managed and integrated through the equipment resource operation mode to realize the management of equipment resource capability type organization, operation process conditions, and operation and operation status, and realize the general processing process of the equipment effectiveness organization. In short, the equipment operation management organization manages the application operation organization, general processing and resource operation modes, and maximizes equipment operation capability, quality, and effectiveness through the equipment operation process and status control. The equipment operation management organization tests and verifies the problems existing in the integrated process management of equipment applications, and verifies the conformity of the application partitions and range integration and the consistency between the operation status management and the application operation target management, and tests the independence of the application operation modes, conditions, and status of the equipment; general problems in the general process management of equipment, verifying the integration of common process results and process integration, and the compatibility of process status management and equipment general-purpose processing process platform management, and the independence of test equipment general-purpose processing units, processing processes and processing status; targeting the problems in resource operation process management, to conduct verification of resource operation process resource capacity sharing and operation reusing integration, and the conformity of resource status management and equipment resource operation platform capability, test the independence of equipment resource capability organization, operation process, and capability status. The equipment operation management organization and test architecture are shown in Fig. 9.22. 9.4.3.1 Effectiveness test of equipment application operation management The equipment application operation management is aimed at the modal application requirements of the equipment user. According to the internal application discipline, logic

9.4 Organization of testing and verification of system physical integration

FIGURE 9.22

527

Equipment operation management organization and testing.

and processing requirements of the equipment partition, the application-oriented integrated application type, capability composition, environment condition, process organization and operation status are established according to the equipment application type, capability, level and process, set up organization of application operation management modes and clarify application operation modes, application operating conditions, application operation status, and application operation management. The equipment application operation management process is based on the application partition and application composition, determines the application organization and application integration mode, determines the application process and application operation mode according to the application type and operating conditions, and determines the task scheduling and status management mode according to the application environment and operating status. However, for equipment application operation management, the integrated management of application organization and partitioning is based on the independent operation process of the application. The application process and operation model are based on the independent operating conditions of the application. The task scheduling and operation management are established on the application independent operation. Based on the status, it is necessary to establish the independence of the equipment application operating mode, condition, and status to ensure the effectiveness of the equipment application operation and management. The test of equipment application operation management is mainly divided into three parts: First, according to the equipment user mode application task organization configuration, and the application partition, interval organization, and user modal management, establish application operation organization management process, test the independence of

528

9. Testing and verification of the integrated avionics system

application operation process; second, according to the application environment of the equipment user modality, based on the application partition, interval organization, and application modality qualification conditions, the application operating condition management process is established to test the independence of application operating process conditions; third, according to the running status of the equipment host application, establish an application running status management process based on the application partition division, interval organization, and application modal status control, and test the independence between the application running process status. The equipment application operation management test is shown in Fig. 9.23. 9.4.3.2 Effectiveness test of equipment general processing management The general process and management of equipment is aimed at the organization of the general process of equipment system modal, and the general equipment processing platform organizes the results sharing, processing reusing, and status management requirements, and establishes a general equipment-oriented processing platform based on the equipment general processing type, environment, and capability organization. Units, processes, and types of processing form a common process management model. The equipment application operation management process determines the general processing capabilities and processing types according to the sharing capability requirements and common processing methods of the system application process; the general process organization and processing mode is determined according to the general processing logic and operating conditions; and the general processing conditions and the system modality management are determined, to optimize the general process scheduling and operational status management. However, for generalpurpose processing and management of equipment, general-purpose processing capabilities and types of organizations are established on the basis of general-purpose processing capabilities and independent operation of results, and general-purpose processing sharing and process reuse organizations are established on the basis of common processing procedures and conditions for independent operation. The process scheduling and general processing mode are based on the general processing status and independent management. Therefore, the independence of the general processing process, conditions, and status of the equipment must be established to ensure the effectiveness of the general equipment management. The test of equipment general processing management is mainly divided into three parts: First, according to the equipment system modal general treatment organization configuration, based on general processing results sharing, processing reuse, and system modal

FIGURE 9.23 Equipment application operation management test.

9.4 Organization of testing and verification of system physical integration

FIGURE 9.24

529

The test of equipment general processing management.

management, establish a general processing organization management process, testing general processing independence between the processes. Second is the general processing of the operating environment based on the system modality, based on the general processing results sharing, general processing process reuse, and system modal qualification conditions, establish a general processing condition management process, and test the general processing process conditions. Third, based on the system modal general processing of the operating status, general processing results sharing, general processing process reuse and system modal status control, establish a general processing status management process and test the independence of the general processing process status. The equipment general processing management test is shown in Fig. 9.24. 9.4.3.3 Effectiveness test of equipment resource operation management The equipment resource operation management is aimed at the organization of the modal resource operation process of the equipment system, and establishes a resource capacity, access operations, and capability status organizations for the equipment-oriented general resource platform based on the equipment resource operation process, type, and environment organization, the equipment resource management platform organization capability sharing, process reuse, and status management requirements to form a common process management model. The equipment application operation management process determines resource capability characteristics and result form according to the common resource capabilities and common access methods of the system application process; determines the resource operation process and access mode according to the resource operation type and operating conditions; and manages according to resource operating conditions and system modality, to determine resource process scheduling and operational status management. However, for the operation and management of equipment resources, the organization of resource capabilities and types are established on the basis of independent operation of resource capacity organization and results, and the common resource capacity sharing and process reuse organization are established on the basis of the independent operation of resource access processes and conditions. Resource operation scheduling and resource efficient mode are based on resource operation status and independent management. Therefore, the

530

9. Testing and verification of the integrated avionics system

FIGURE 9.25

Equipment resource operation management test.

independence of resource operation process, conditions, and status must be established to ensure the effectiveness of resource operation and management. The test of equipment resource operation management is mainly divided into three parts: First, according to the equipment system modality resource capability organization configuration, based on resource capability access sharing, process reuse, and system modality management, establishing a resource operation organization management process, and testing the resource operation process independence between the two. Second, according to the system modal resource operating process environment, based on resource capabilities access sharing, resource operation process reuse, and system modal qualification conditions, establish the resource operating condition management process, test resource operation process conditions independence. Third, based on system modal resource operation status, resource access capability sharing, resource operation process reusing, and system modal status control, establish resource operation status management process, and test the independence between resource operation process status. The equipment resource operation management test is shown in Fig. 9.25.

9.4.4 Summary The avionics system is based on different flight application requirements, different operating environments, different active fields, and different process capabilities. It achieves a clear combination of application goals, domain extensions, environmental refinement, and resulting performance. It is a combination of different capabilities of the system, different professional fields and different processing logic and different processing performance, to achieve system function enhancement, range widening, quality optimization, and efficiency improvement. In addition, it is a combination of different types of device resources, different operating processes, different operating conditions, and different capability states, achieving device resource capability sharing, process reuse, result inheritance, and performance enhancement. Finally, it realizes the system application target ability, and improves system processing efficiency and resource usage efficiency. The avionics system testing and verification is aimed at the system development hierarchy, determines the development process composition of different development levels, and

9.4 Organization of testing and verification of system physical integration

531

establishes test methods and verification requirements for the development process and demand objectives. For integrated organization of system flight applications, it determines the application process composition of different flight modes and establishes a test method and verification requirements directed at application organization and operation process. For the system function processing integrated organization, it determines the processing capability process composition for different system function discipline, and establishes the test for different system function processing and process capability, to meet methods and verification requirements. For the integrated organization of equipment resource capabilities, it determines the resource types and capabilities of different equipment, and establishes test methods and verification requirements for different system resource operations and performance This chapter mainly focuses on the following aspects: 9.4.4.1 Description of testing and verification of the system development process based on the system development organizational architecture This chapter addresses the system development and verification hierarchy, and discusses the objective organization, the process organization, and the verification organization at the system development level. It discusses the application level development process and domain organization for the organization and verification of the system development process. It discusses domain-level development process, subsystem development, and subsystem-level development process, and equipment component organization; for system integration process organization and verification, IMA platform capability integrated testing and verification, IMA host application integrated testing and verification, and IMA system organization, integrated testing and verification are discussed. 9.4.4.2 Discussion of the testing and verification of system application integration based on system flight application process This chapter focuses on the testing and verification of flight scenarios integration, and discusses the test of effectiveness of flight scenarios sphere of action, flight scenarios development tendency, and flight scenarios integrated area. It also discusses the test of effectiveness of mission aware, mission identification, and mission organization for the integrated testing and verification of flight mission integration; for the integrated testing and verification of flight management, it discusses the test of effectiveness of flight plan execution status management, flight scenario environmental status management, and flight mission operational status management test. 9.4.4.3 Discussion of the testing and verification of system function integration based on system function processing This chapter focuses on the testing and verification of system function integration, describes the integrated effectiveness test of the task target guidance system function, the integrated effectiveness test of the task property guidance system function application, and the integrated effectiveness test of the task area guidance system function application; targeting the integrated testing and verification of systemic integrated units, it describes the effectiveness test of system function processing information fusion, system function processing logic integrated effectiveness test, and system function processing input integrated effectiveness test; targeting the system functional process integrated testing and verification, it describes

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9. Testing and verification of the integrated avionics system

the system function process reuse effectiveness test, system function result inheritance effectiveness test, and system function status combination effectiveness test. 9.4.4.4 Discussion of the testing and verification of system physical integration based on the operation process of system resources This chapter focuses on the testing and verification of equipment resource capabilities integration. It describes the test of effectiveness of the time-sharing of equipment resources, the reusing of equipment resource processes, and equipment resource status management; targeting the integrated testing and verification of equipment-hosted applications, it describes the test of effectiveness of equipment-hosted application partition integration, equipment-hosted application interval integration and equipment general processing sharing and integration; targeting the equipment operation management integrated testing and verification, it describes the test of effectiveness of equipment application operation management, equipment general-purpose processing management, and equipment resource operation management.

References [1] Q.I.A.O. Nai-qiang, T. XU, Q.-fan GU, Research and improvement of ARINC653 partition scheduling algorithm, Computer Engineering 37 (20) (2011). [2] A. Grigg, Reservation-based timing analysis (a partitioned timing analysis model for distributed real-time systems), University of York Department of Computer Science-Publications-YCST, 2002. [3] T. Zhou, H. Xiong, Design of energy-efficient hierarchical scheduling for integrated modular avionics systems, Chinese Journal of Aeronautics 25 (1) (2012) 109e114. [4] H. Bauer, J.L. Scharbarg, C. Fraboul, Applying and optimizing trajectory approach for performance evaluation of AFDX avionics network, Emerging Technologies & Factory Automation (2009) 1e8. ETFA 2009. IEEE Confsserence on. IEEE, 2009. [5] W. Chen, Y.-Jun Zhou, W. Bao Jiang, et al., Research on performance analysis and scheduling algorithm of AFDX protocol, Acta Electronica Sinica 37 (5) (2009) 1000e1005. [6] S. Marwedel, N. Fischer, H. Salzwedel, Improving performance and reliability assessments of avionics systems, in: Digital Avionics Systems Conference (DASC), 2011 IEEE/AIAA 30th. IEEE, 2011, 7D1-1-7D1-7. [7] C.B. Watkins, Integrated modular avionics: managing the allocation of shared intersystem resources, in: 25th Digital Avionics Systems Conference, IEEE/AIAA. IEEE, 2006, pp. 1e12, 2006.

Index ‘Note: Page numbers followed by “f” indicate figures.’ A

ABAS. See Aircraft based augmentation system (ABAS) Activity association, 279 flight task application system, 14e15 organizations of, 377e378 ADS-B. See Automatic dependent surveillancebroadcast (ADS-B) Advisory announcements (RAs), 144 Air cruise management, 16 Air navigation service providers (ANSPs), 117e118 Air traffic control/controllers (ATC), 6, 111, 178 Air-ground communication, need for, 6 Airborne collision avoidance, 135 dedicated processing, 308e309 detection system, 328e329 flight management system, 327 traffic information system, 125e126 Airborne navigation augmentation. See Aircraft based augmentation system (ABAS) Airbus A380 aircraft, 48 Aircraft collisions, 7 mission, 9e10 navigation capability, 5e6 surveillance system, 7 taxiing permission, 113 wake interval management, 125 mitigation, 120 Aircraft based augmentation system (ABAS), 119e120, 148 Airport ground arrival traffic management, 16 departure traffic management, 16 Airport scene coordination and permission management, 118 management, 117e118 traffic and queue management, 118 Airport traffic information broadcasting (TIS-B), 240

Airspace density, 138e139 flight track flow organization, 122 Airspace traffic management (ATM), 110 ANSPs. See Air navigation service providers (ANSPs) Application application-oriented system domain organization, 479 environment and scenarios, 10e11 function, 131 mission, 9e10 objectives and capabilities, 11e12 organization and results, 12e13 task integration establishment based on IMA system, 445e447 Application task architecture organization, 374e376, 375f Application task organization of hierarchical avionics system, 83e87 application environment organization of avionics system, 84e85 application activities and conditions, 85 application domain and scope, 85 application environment and capabilities, 85 application mode and status, 85 application requirement organization of avionics system, 83e84 application conditions and scenarios, 84 application environment and tasks, 84 application mission and requirements, 83e84 application objectives and effect, 84 application task organization of avionics system, 85e87 capability oriented to environment, 86 operation-oriented performance, 86e87 requirements oriented to tasks, 86 results oriented to scenarios, 86 Approach phase, 116 Approach process monitoring, coordination, and authorization management, 124 Architecture of discipline technology, 402e405

533

534 Architecture (Continued ) of equipment technology, 405e407 of system technology, 400e402 ATC. See Air traffic control/controllers (ATC) ATM. See Airspace traffic management (ATM) Authorized required navigation performance (RNP AR), 121 Automatic dependent surveillance-broadcast (ADS-B), 7, 118 Automatic support for flight interval management, 125 Auxiliary navigation support capability, 121e122 Auxiliary processors, 307e308 Avionics organization integration flight application task organization, 364e367 organization of system application, capability, and equipment, 360e373 system application task process integration, 373e379 application task architecture organization, 374e376 organization and integration of tasks, 378e379 organizations of task capabilities, activities, and behaviours, 377e378 task generation and organization process, 376e377 system function capability organization, 368e370 processing integration, 380e387 system organization architecture, 362f process and integration, 395e407 system physical equipment organization, 370e373 integration, 387e394 Avionics systems, 2e8, 43, 308e310, 325e326 application tasks, 398e399 architecture, 360 avionics system-specific processing modes, 323 capabilities, 13e18 components, 18e33 modern organization mode of avionics system, 29e33 organization mode, 23e29 requirements of flight task and capability organization, 19e23 developmental direction, 33e38 engineering integration method, 413 flight management capability, 8 flight safety surveillance capability, 7 functional organization, 127 functioning, 236, 388 integration, 412e413, 425, 469e470, 472 architecture, 360e362

Index

technology, 297 testing and verification, 470 need for air-ground communication, 6 need for flight display, 6e7 need of flight navigation, 5e6 operating mode requirements, 364 organization, 358e360 tasks, 8e13 application environment and scenarios, 10e11 application mission and background, 9e10 application objectives and capabilities, 11e12 application organization and results, 12e13

B Big data technology, 3 Boeing B787 aircraft, 48

C Capability mode, 282e283 Capability organization, 360e373, 439e440 CDO. See Continuous descending operation (CDO) CDTI. See Cockpit display of traffic information (CDTI) Climb functions, 137e141 requirements, 138e139 safety function requirements, 139e140 situational awareness functions, 141 Clustering organization, 277 CMD. See Coordinated decision-making (CMD) Cockpit display of traffic information (CDTI), 118 Collaborative air traffic management, 123e124 Collaborative mode based on current flight traffic scenarios, 215 Collaborative processing organizations, 157 COMAC C919 large passenger aircraft, 48 Combined vision display (CVS display), 137 Communication capability organization, 157e158 transmission capability, 17 Complex flight environment authorization intervals, 124 Computer technology, 4 Computing resources integration oriented to dedicated mode, 308e309 oriented to general procedure, 307e308 Computing units (CPUs), 307e308 Condition organization mode based on current flight task, 218e219 Condition-driven processing, 246 Conditional guidance, 263 Conditions driven mode based on current flight environment, 215e216 Configuration minimization, 398e399

Index

Constraints condition mode based on current flight phase, 214e215 Continuous descending operation (CDO), 115 Controlled time of arrival (CTA), 115, 123 Coordinated decision-making (CMD), 134 CPUs. See Computing units (CPUs) Crosswind wake management, 120 Cruise flight function organization, 142e146 requirements of route flight functions, 143e144 of route flight safety functions, 144e145 of route flight situational awareness functions, 145e146 CTA. See Controlled time of arrival (CTA) CVS display. See Combined vision display (CVS display)

D Dedicated analog processing physical resources, 325e327 Dedicated computing and processing resources, 317e323 algorithm resource mode, 321e323 integration of dedicated computing resource, 343e347 seamless organization mode, 345e346 tightly coupled mode, 344e347 resource operating mode, 319e321 resource organization, 318e319 Dedicated physical mode computing resources integration oriented to, 308e309 operating resource, 324e325 resource integration oriented to, 309e310 Dedicated physical resources, 324e333 dedicated analog processing physical resources, 325e327 dedicated power supply organization physical resources, 330e333 dedicated RF processing physical resources, 328e330 integration of dedicated physical operation resource, 347e353, 354f physical integration of dedicated computing resources, 348f sharing of system communication capabilities and information environments, 351e352 sharing of system external physical environment, 350e351 sharing of system power supply environment, 352e353 Dedicated power supply organization physical resources, 330e333 Dedicated processing quality, 322e323

535

Dedicated resource organizations, 323 Dedicated RF processing physical resources, 328e330 Departure management, 16 Departure taxiing phase. See Takeoff taxiing phase Dependent surveillance capability, 17 Descent and approach function organization, 146e151 requirements, 147e149 safety functions, 149e150 situation awareness function, 150e151 Descent phase, 115e116 Descent surveillance and safety requirements, 119 “Digital Avionics Information System” project, 25, 46e47 Digital technology, 415 DIMA. See Distributed integrated modular avionics (DIMA) Discipline classification organization, 269e270, 271f of platform, 270 domain processing, 444e445 field organization, 270 goal ability, 270 organization processing mode, 264e267, 265f processing capability, 265e266, 266fe267f processing result, 266e267, 268f technology tasks, 402e403, 403f Distributed integrated modular avionics (DIMA), 47, 63e67, 65f, 413 application mode, 64 architecture system integration, 447e463 integrated avionics system architecture, 450f operation mode, 65e67 organization architecture of new avionics system, 64f organization mode, 64e65 oriented to function organization, 48 supporting mode, 66f system integration, 459e463 distributed application task organization, 461 distributed system function organization, 461e462 distributed system resource organization and integration oriented to resource integration oriented to function complementary mode, 461e462 integration oriented to task collaboration mode, 461 system physical space, 455e459 system virtual space, 451e454 Distributed resource capability of system physical space, 456e458

536

Index

Distributed system architecture, 415 capability of system physical space, 455e456 function organization, 461e462 resource organization, 462e463

E Effectiveness test of equipment resource process reuse, 519e520 of flight mission operation status management, 499e500 of flight plan execution status management, 497e498 of flight situation environmental status management, 498e499 of integration of task target guidance system function discipline ability, 503e504 of system function processing information fusion, 508e509 of task area guidance system function scope integration, 505e506 of task awareness, 493e494 of task identification, 494e495 of task property guidance system function processing integration, 504e505 EFVS. See Enhanced flight vision system (EFVS) Electronic technology, 4 Enhanced flight vision system (EFVS), 17, 119 Enhanced vision system (EVS), 118, 240 Environment design technology, 400e401 Environmental monitoring, 121 Equipment capability organization, 371e372 Equipment operation management integration process, 526e530 equipment application operation management effectiveness test, 526e528 equipment general processing management, 528e529 equipment resource operation management, 529e530, 530f Equipment resource capabilities integration, 516e521, 518f integration oriented to optimization of, 37e38 operation management, 529e530, 530f process reuse effectiveness test, 519e520 status management effectiveness test, 520e521 Equipment-hosted application integration process, 521e525 equipment general processing sharing and integration, 524e525 interval integration effectiveness test, 523e524 partition integration effectiveness test, 522e523 Equipment-hosted function processing, 406e407, 422e424, 427e428 Estimated time of arrival (ETA), 123

EVS. See Enhanced vision system (EVS) Excitation mode of system physical space, 458e459

F Federated avionics system, 25e26, 26f architecture, 51e56, 53f, 55f, 413 application mode, 54e55 operation mode, 55e56 organization mode, 55, 56fe57f Federated organization system integration, 414e430 federated avionics system architecture, 416f function requirements based on equipment capabilities, 420e424 function discipline requirements, 421e422 function operation requirements environments, 423e424 function quality requirements, 422e423 integration of function results based on system capabilities, 424e430, 424f system capability integration based on equipment discipline domain, 426e427 system condition integration based on equipment environment organization, 427e428 system result integration based on equipment function processing, 428e430 organization of operations based on equipment domain, 416e419 discipline equipment organization for application fields, 417e418 function processing organization for equipment discipline, 418e419 resource capability organization for function processing, 419 Federated system architecture, 415e416 FEVS. See Flight enhancement view (FEVS) FIM. See Flight interval management (FIM) Flight application capability, 367 organization, 368f environment, 365e366 organizational architecture, 366f objective, 364e365 organization, 365f organization, 35e36 and requirements, 110e112 plans, 69e70 process, 482 tasks, 71e72, 111, 366 integration, 487 organization, 364e367, 367f Flight display, need for, 6e7 Flight enhancement view (FEVS), 141 Flight environment, 181e184

Index

of aircraft, 11 determination, 183 flight plan determination, 183 flight task construction, 183 organization, 182f providing flight services, 184 Flight interval measurement, merging, and interval management, 125 surveillance management, 124e125 Flight interval management (FIM), 111, 122e123 Flight management capability, 8, 17 Flight management integration, 496e500 effectiveness test of flight mission operation status management, 499e500 of flight plan execution status management, 497e498 of flight situation environmental status management, 498e499 Flight management system (FMS), 211 Flight manufacturers, 10 Flight mission identification effectiveness test, 494 and objectives, 110 operation status management effectiveness test, 499e500 perception testing process, 498e500 Flight mission integration, 492e496 effectiveness test of task awareness, 493e494 of task identification, 494e495 of task organization, 495e496 testing and verification architecture, 493f Flight navigation, need of, 5e6 Flight operation management, 177e180, 375e376 integration, 487 process, 35 Flight organization management, 112 Flight phases contents, 112e117 division of, 110, 113f approach phase, 116 descent phase, 115e116 flight planning phase, 112e113 inland flight phase, 114e115 landing and taxi (arrival) traffic management, 116e117 takeoff climbing phase, 114 takeoff taxiing phase, 113e114 at ocean area, 115 Flight plan(ning)

537

coordinated management, 123 execution status management effectiveness test, 497e498 phase, 112e113 requirements, 174e175 Flight process functions, 111e112 organization, 175e177 Flight safety surveillance capability, 7 Flight scenarios, 187e190 building flight scenario ability, 188 conditions, 189 constructing flight scenario situation, 188 domain test process, 492 identification and organization, 180e190 integration, 487e492, 489f flight scenario development trend effectiveness testing, 490e491 flight scenario integrated field effectiveness testing, 491e492 flight scenario range effectiveness testing, 488e490 organization, 111, 187f organization integration, 220e223 building flight scenario action scope, 221e222 development trend, 222 results, 223 situational action area, 222e223 results, 189 services, 190 trend test process, 491 Flight situation, 184e187 constructing flight environment situation, 185e186 constructing flight plan situation, 184e185 constructing flight task situation, 186 environmental status management, 498e499 organization, 185f providing flight situation services, 186e187 Flight task, 190e207 current flight status, 190 flight process trend, 190 flight scenario integration, 191e192 follow-up target-driven task, 191 operation and management, 207e220 current flight environment, 213e216 current flight plan, 209e212 current flight task, 216e220 operation management and integration, 227e230, 230f building flight task integrated area based on flight environment, 228e229 building flight task operation integration based on flight status, 229

538 Flight task (Continued ) building flight task organization requirement based on flight plan, 228 results and status, 229e230 organization and architecture, 173e180 organization and integration, 223e226 application target, 226 requirements based on application scenarios, 224e225 task capability, 226 task operation objective based on operating environment, 225 requirements and composition, 117e126, 117f system, 8e9 task awareness, 192e195 identification, 190e207 organization, 190e207 Flight time of arrival control, 123 Flight track and status information, 126 Flight traffic and channel information, 126 Flow management during flight, 122 Flying organizations, 364 FMS. See Flight management system (FMS) FNEUs. See Numerical coprocessors (FNEUs) Function capability organization of avionics system, 89e90 conditions and constraints of functions, 90 discipline and field of functions, 89 logic and elements of functions, 89e90 results and capability of functions, 90 Function complementary mode, integration oriented to, 461e462 Function generation and organization process, 382e384, 383f Function goal-oriented processing, 264 Function guidance, 262 Function information processing mode, 264 Function integration establishment based on IMA platform, 444e445 Function objective organization of avionics system, 87e89 classification and scope of functions, 88 conditions and constraints of functions, 88 logic and results of functions, 88 results and capability of functions, 88e89 Function operation management, 274e284 function operation mode, 278e281 platform operation management, 281e284 task configuration mode, 276e278 Function organization and integration, 386e387, 387f Function partition protection, 438e439 Function platform management, 246e247

Index

Function processing organization for equipment discipline, 418e419 Function-based fault isolation, 25e26 Function-oriented resource organization, 303 Functional architecture constructing of avionics system, 31e32 Functional capabilities integration oriented to functional organization requirements, 290e292 organization of, 384e385 Functional discipline capability, 74 integration oriented to target task requirements, 286e288 organization model, 245 organization processing model, 244 Functional distribution resource operation organization, 163e164 Functional information capability mode, 260e261 organization model, 262 organization processing model, 243e244 Functional integration, 237e238, 396e398 organization, 284e292 for processing efficiency and quality, 247e249 technology, 36 Functional logic integration oriented to functional processing requirements, 288e290 organization model, 245, 260 Functional operation mode, 36 Functional organization integration, 247e248 oriented to discipline capability, 240e242 oriented to platform management, 244e247 oriented to processing logic, 242e244 Functional performance organization of avionics system, 90e92 functional element performance, 91e92 functional input performance, 92 functional processing performance, 91 functional result performance, 91 Functional platform, 244e245 Functional processing logic, 272, 506e507 Functional result form, 272 Functional scope-based task result guidance model, 257e258 Functional status of system, 514e515 Functional unit organization, 271, 273f

G

GBAS. See Ground Based Regional Augmentation System (GBAS)

Index

General computing and processing resources, 310e316 integration of general computing resource, 340e343 independence between system resources and system hosted applications, 340e341 system resource partition protection, 342e343 time-sharing of system resources, 341e342 resource operation mode, 315e316 resource operation period, 313e315 resource organization, 311e313 Global navigation capability, 17 Global navigation satellite system (GNSS), 8, 115 Ground Based Regional Augmentation System (GBAS), 8, 115, 119e120, 148 Ground collision avoidance, 135

H Heads-up display (HUD), 119 Hierarchical architecture organization, 68 Hierarchical avionics system architecture, 67e82, 69f function organization requiring by system capability, 72e76 requirements of system function capabilities, 74e75, 76f requirements of system functional objective requirements, 73e74 requirements of system functional performance, 75e76 organization mode, 82e98 system application requirements and task organization, 69e72 flight application environment, 70e71 flight application plans, 69e70 flight application tasks, 71e72 system resource requirements and operation organization, 77e82 capability requirements of systemic physical resources, 77e79 operation requirements of system physical resources, 79e80 performance requirements of system physical resources, 80e82 resource capability and operation mode, 78f Highly integrated avionics system, 28e29, 29f HUD. See Heads-up display (HUD)

I

ICAO. See International Civil Aviation Organization (ICAO) IFRs. See Instrument flight rules (IFRs) ILS. See Instrument landing system (ILS) IMA. See Integrated modular avionics (IMA) IMA 2G. See Second-generation IMA (IMA 2G)

539

IMCs. See Instrument meteorological conditions (IMCs) Independent equipment function discipline requirements for capabilities, 421e422 function operation requirements for operating environments, 423e424 function quality requirements for resource performance, 422e423 Independent mode establishment of IMA platform, 434e435 Information capability, 261e262, 274, 444e445 component, 261 condition, 261 element, 261 environment sharing, 351e352 organization processing mode, 260e264 organization-oriented DIMA, 48 system for meteorological services, 125e126 technology, 300 Inland flight phase, 114e115 Input mode, 281 Input/output management, 158 Instrument flight rules (IFRs), 115 Instrument landing system (ILS), 5e6, 119 Instrument meteorological conditions (IMCs), 115 Integrated avionics system, 26e28, 469e470 organization of testing and verification of system application integration, 487e500, 531 of system function integration, 500e515, 531e532 of system physical integration, 515e532 testing and verification organization of system development process, 471e486, 531 Integrated avionics system architecture DIMA architecture system integration, 447e463 establishing integration mode and method of, 465 federated organization system integration, 414e430 establishing integration mode and method of, 464 IMA architecture system integration, 430e447 establishing integration mode and method of, 464e465 Integrated flight plan, 16 Integrated information management, 18 Integrated modular avionics (IMA), 26e27, 27f, 47, 82, 413, 483. See also Distributed integrated modular avionics (DIMA) architecture system integration, 430e447, 432f organization architecture, 441f platform resource organization, 433e437, 436f capabilities establishment for system-hosted functions, 433e434

540

Index

Integrated modular avionics (IMA) (Continued ) independent mode establishment, 434e435 system resource organization establishment, 435e437 system architecture, 56e63, 59f application mode, 59e60, 60f operation mode, 61e63, 62f organization mode, 60e61, 61f system integration mode, 440e447 application task integration establishment based on IMA system, 445e447 function integration establishment, 444e445 resource integration establishment, 442e443 system organization architecture, 437e440 general mode of resources and hosted functions, 437e438 hierarchical organization of application, function, and capability operation, 439e440 resource time sharing usage and function partition protection, 438e439 testing and verification IMA platform capabilities integration, 483e484, 484f IMA system organization integration, 485e486 IMA-hosted applications integration, 484e485 Integrated Surveillance Platform, 82 Integrated technology for application tasks of avionics system, 171 flight task identification and organization, 190e207 flight task operation and management, 207e220 identification and organization of flight scenario, 180e190 organization and architecture of flight task, 173e180 system application task integration, 220e230 of avionics system functional organization function operation management, 274e284 functional integration organization, 284e292 organization of system function logic, 258e274 organization of system functional discipline, 249e258 system function platform and architecture organization, 238e249 Integrated testing and verification of system functions, 501 Integrated vision capability, 17 Integration of task target guidance system function discipline ability, 503e504 Integration technology, 3 International Civil Aviation Organization (ICAO), 9e10 Interoperable subsystem IMA, 47e48

J JOVAL, 52e53

K Known avionics system, 68

L

LAAS. See Local Area Augmentation System (LAAS) Landing and arrival management, 16 Landing taxi traffic management stage, 116e117 Local Area Augmentation System (LAAS), 8 Logic, organization of, 384e385 Logic processing units (LPUs), 307e308 Logical guiding organization, 263 Logical organization of system functions, 259 Long-range Loran-C navigation system, 5e6 Low-visibility and low-altitude landing procedures, 120 and low-altitude takeoff procedures, 120 operation, 119e120 LPUs. See Logic processing units (LPUs)

M Meteorological condition monitoring, 135, 140, 150 situation, 136, 141, 144, 146, 150 Meteorological crosswind, 116, 121 Meteorological radar detection function, 132 Minimum visual range low-visibility operational configuration, 119 Mission detection process, 494e495 Mission goal guidance mode, 504 Mission organization, 492 organization-adaptation factor set, 494 Mission-led dominant-adaptive organization approach, 495e496 Modern avionics system, 301, 306, 322e325, 431 Modern organization mode of avionics system, 29e33 functional architecture constructing of avionics system, 31e32 task architecture construction of avionics system, 30e31 technical architecture construction of avionics system, 32e33

N National Airspace System (NAS), 121 Numerical coprocessors (FNEUs), 307e308

O Ocean area flight coordination and authorization management, 123

Index

flight phase at, 115 Open IMA, 47e48 Operation application, 374e375 resource, 388 system function, 381 capability elements and integration of tasks, 378e379 task organization, activities, and behavioral processes, 379f task process integration, 380f organization, 384e385, 392e393 functional capabilities, logic, and operational procedures, 385f process organization, 372e373 equipment capability organization architecture, 372f equipment capability organizational structure, 373f status guidance mode based on current flight plan, 212 technology, 398e399 Organization of discipline technology, 402e405 of equipment technology, 405e407 process, 390e392 of system technology, 400e402 Organization architecture of avionics system, 44e67 composition mode, 46f composition of traditional separated avionics system, 45f distributed integrated modular avionics system architecture, 63e67 federated avionics system architecture, 51e56 integrated modular avionics system architecture, 56e63 separated avionics system architecture, 48e51 Organization capability of flight management task, 15e16 Organization mode of avionics system, 23e29 first generation avionics system, 24e25 fourth generation avionics system, 28e29 second-generation avionics system, 25e26 third-generation avionics system, 26e28 of system virtual space, 453e454 Organizational integrity, 479, 481 Organizational mode, 283 Organizational requirements, 371e372 Output mode, 282

P Parallel runway independent approach, 120e121 Parallel runway operation management, 120e121

541

PBN. See Performance-based navigation (PBN) Performance-based navigation (PBN), 114, 121e122 Physical equipment organization of hierarchical avionics system, 92e98 resource capability organization, 93e95 resource operation organization, 95e96 validity organization, 96e98 Physical integration, 296e298, 396e398 mechanism and ideas of, 334e339 Physical resource organization, 155 Physical resources integration technology of avionics system capabilities and composition, 298e310 physical resources requirements, 301e305 requirements of resource capability, 299e301 dedicated computing and processing resources, 317e323 dedicated physical resources, 324e333 general computing and processing resources, 310e316 requirements, 305e310 computing resources integration oriented to dedicated mode, 308e309 computing resources integration oriented to general procedure, 307e308 resource integration oriented to dedicated physical mode, 309e310 resource organization and integration, 333e353 general onboard power supply processing, 333f integration of dedicated computing resource, 343e347 integration of dedicated physical operation resource, 347e353 integration of general computing resource, 340e343 mechanism and ideas of physical integration, 334e339 Physical space organization of DIMA system, 455 Platform management, 249 Platform operation management, 281e284 Platform organization processing mode, 244, 267e274, 269f Procedural avionics system processing, 438 Process capability of flight task application system activity, 14e15 Process organization, 439e440 mode based on current flight task, 219e220 of system development level, 475e476 Processing capability of flight operation task, 16e18 oriented to task service, 20e22

542 Processing time sequence, 279e280 Processor resource organization, 156e157 Professional function, 131 Programmatic avionics system, 340 Proprietary IMA, 47e48

R

RA. See Resolution advisory (RA) Radio frequency (RF), 309e310, 328e329 RAs. See Advisory announcements (RAs) Required navigation performance (RNP), 8, 119, 188 high-precision position measurementa, 135 navigation modes, 121 track navigation accuracy, 120 Required time of arrival (RTA), 123, 178e179 Requirement guidance mode based on current flight plan, 211 Requirement organization of avionics system, 105 characteristics and composition of systemic application tasks, 106e126 of systemic functional capability, 126e151 of systemic resources capability, 151e164 Requirements based on area regional navigation (RNAV), 8, 119, 188 high-precision position measurementa, 135 navigation modes, 121 RNAV-based standard instrument departure, 121 track navigation accuracy, 120 Requirements-oriented airspace traffic management information system, 126 Resolution advisory (RA), 193e194 Resource capability, 334 and type organization, 155e158 effectiveness, 334 and management organization, 161e164 efficiency, 334 generation process, 390e392 improvement, 398 integration establishment based on IMA platform, 442e443 integration oriented to resource sharing mode, 462e463 organization and integration, 393e394, 395f time sharing usage, 438e439 Resource capability organization, 392e393, 393f of avionics system, 93e95 operation mode and process, 94 operation results and performance, 94e95 resource classification and scope, 93 resource status and capability, 94 for function processing, 419 Resource operation

Index

organization of avionics system, 95e96 operation classification and capability, 95 operation efficiency and quality, 96 operation modes and conditions, 95e96 operation results and performance, 96 and process organization, 158e161 Resource organization, 301, 398e399 mode establishment for covering system application tasks, 303 for implementing system equipment operation, 304e305 for supporting system function processing, 304 RF. See Radio frequency (RF) RNAV. See Requirements based on area regional navigation (RNAV) RNP. See Required navigation performance (RNP) RNP AR. See Authorized required navigation performance (RNP AR) Route allocation, 122 Route cruise flight, 142 RTA. See Required time of arrival (RTA) Runway safety situation oriented to pilots, 118

S Safety assurance capability, 18 Safety function requirements of flight climb, 139e140 SBAS. See Spaceborne augmentation system (SBAS) Scene taxi safety situation awareness, 118 Scope composition, 241, 278 Seamless organization mode of dedicated computing resource, 345e346 Second-generation IMA (IMA 2G), 448 Separated avionics system, 24e25, 24f architecture, 48e51 composition, 49f application mode, 50, 50f operation mode, 51, 52f organization mode, 50e51, 51f Sharing mode, 462e463 SID. See Standard instrument departure (SID) Situation organization mode based on current flight task, 218 Situational capability oriented to task scenario organization, 19e20 Situational guidance mode based on current flight plan, 211e212 Software Defined Radio, 82 Spaceborne augmentation system (SBAS), 121e122 Spatial partitioning resource operation organization, 162e163 Special processing, 274 Specific flight authorization interval, 124 Standard arrival (STAR), 115

Index

Standard instrument departure (SID), 115 Standard procedure for low-visibility and lowaltitude approach, 119 Standard terminal arrival routes, 121 STAR. See Standard arrival (STAR) Status management, 280 mode based on current flight task, 217e218 Subsystem discipline function development status management effectiveness, 482 organization, 481 development status management, 481 organizational integrity, 482 Surface management function organization of, 132e137, 133f requirements operation functions, 133e135 safety functions, 135e136 situation awareness function, 136e137 Surface-taxiing process, 178 Synthetic vision system (SVS), 17, 119, 141 System application, 358e359 organization of, 360e373 architecture organization, 30 capacity requirements, 31 communication capabilities, sharing of, 351e352 condition integration based on equipment environment organization, 427e428 discipline combination, 398e399 efficiency, 445e446 energy conversion processing, 430 environment, 358 external physical environment sharing, 350e351 integration technology, 360 physical architecture organization, 388e390, 389f physical environment conversion processing, 430 power supply environment sharing, 352e353 program storage space, 312e313 resource organization, 298e299, 388, 398e399 resource partition protection, 342e343 result integration based on equipment function processing, 428e430 structured organization, 358e359 system-dedicated processing, 308e309 system-specific computing resource operation mode, 319e321 system-specific processing algorithms, 321e322 task integration, 396e398 technology, 400 verification process, 476e477 wide organization process, 358e359 System application development process, 479

543

development status management, 478e479 effectiveness, 480 integrated avionics system integration, 487e500 flight application integration process organizational architecture, 488f flight management integration, testing and verification of, 496e500 flight mission integration, testing and verification of, 492e496 flight scenarios integration, testing and verification of, 487e492 integration, 446 organization, 360e373, 398e399 pattern development organization, 478e479 task integration, 220e230 flight scenario organization integration, 220e223 flight task operation management and integration, 227e230 flight task organization and integration, 223e226 task process integration, 373e379 System capability integration based on equipment discipline domain, 426e427 organization, 445e446 System development process of integrated avionics system, 471e486 organization and verification of system development process, 477e482 and domain organization of application level, 478e480 and equipment component organization of subsystem level, 480e481 and subsystem organization of domain level, 480e481 organization and verification of system integration process, 482e486 organization of system development, 472e477, 474f objectives, 475 process, 475e476 verification organization of system development level, 476e477 System function architecture organization, 381e382, 381f domain development status management, 480 operation management, 245, 275e276 organizational architecture, 130 result inheritance effectiveness test, 513e514 System function capability organization, 368e370 architecture, 369f discipline function organization, 369e370 architecture, 370f System function discipline integration, 501e506 effectiveness test

544 System function discipline integration (Continued ) of integration of task target guidance system function discipline ability, 503e504 of task area guidance system function scope integration, 505e506 of task property guidance system function processing integration, 504e505 System function integration of integrated avionics system, 500e515 system function discipline integration, testing and verification of, 501e506 system function process integration, testing and verification of, 511e515 system function unit integration, testing and verification of, 506e511 System function logic organization, 258e274, 509 discipline organization processing mode, 264e267, 265f information organization processing mode, 260e264 platform organization processing mode, 267e274, 269f processing mode, 509 System function organization of hierarchical avionics system, 87e92 function capability organization, 89e90 function objective organization, 87e89 functional performance organization, 90e92 integration, 248 integration oriented to optimization of, 36e37 System function platform and architecture organization, 238e249 functional integration for processing efficiency and quality, 247e249 functional organization oriented to discipline capability, 240e242 oriented to platform management, 244e247 oriented to processing logic, 242e244 System function process integration of integrated avionics system, 511e515, 512f effectiveness test of system function process reuse, 511e513 of system function result inheritance, 513e514 of system function status combination, 514e515 System function processing information fusion effectiveness test, 508e509 input integration effectiveness test, 510e511 integration of, 380e387 function generation and organization process, 382e384 function organization and integration, 386e387 logic integration effectiveness test, 509e510

Index

technology, 398e399 System function unit integration process, 506e511 effectiveness test system function processing information fusion, 508e509 system function processing input integration, 510e511 system function processing logic integration, 509e510 System functional discipline organization, 249e258 task area guidance mode, 255e258 task characteristic guidance mode, 252e255 task target guidance mode, 250e252 System integration, 413, 472e474 space, 396 technology, 58e59, 334, 360 System integration process of integrated avionics system, 482e486 of IMA system organization integration, 485e486 testing and verification of IMA platform capabilities integration, 483e484 of IMA-hosted applications integration, 484e485 System organization process and integration, 395e407 comprehensive technical classification architecture, 398e407 functional integration, 396e398 integrated avionics system architecture organization, 397f organization and architecture of discipline technology, 402e405 of equipment technology, 405e407, 406f of system technology, 400e402, 401f physical integration, 396e398 system integration space and comprehensive task composition, 396 system task integration, 396e398 technical organization, architecture of, 398e407 System physical equipment organization, 370e373 equipment capability organization, 371e372 operation process organization, 372e373 System physical integration, 515e532 equipment operation management integration, 526e530 equipment resource capabilities integration, testing and verification of, 516e521, 518f equipment-hosted application integration, 521e525 organization architecture, 517f System physical resource capability integration, 336e337 operation integration, 337e338, 387e394 organization of resource capabilities, operations, and status, 392e393

Index

resource generation and organization process, 390e392, 391f resources organization and integration, 393e394 system physical architecture organization, 388e390 status integration, 339 System physical space of DIMA, 455e459 distributed resource capability of, 456e458 distributed system capability of, 455e456 excitation mode of, 458e459 System physics integration, 393e394, 396, 398 technology, 396 Systemic application tasks, characteristics and composition of, 106e126 division and contents of flight phases, 112e117 organization and requirements of flight applications, 110e112 requirements and composition of flight tasks, 117e126, 117f Systemic capacity organization, 126 Systemic functional capability, characteristics and composition of, 126e151 organization of cruise flight functions, 142e146 organization of descent and approach functions, 146e151 organization of surface management function, 132e137 organization of takeoff and climb functions, 137e141 Systemic professional functions, 131 Systemic resource operation organization, 160 type organization, 159e160 Systemic resource capability characteristics and composition, 151e164 organization of resource capability and type, 155e158 organization of resource effectiveness and management, 161e164 organization of resource operation and process, 158e161 organization, 160e161

T

TA. See Traffic advisory (TA) Takeoff climbing phase, 114 organization, 137e141 requirements, 138e139, 141 taxiing phase, 113e114 Target correlation, 276e277 TAs. See Traffic announcements (TAs) Task activity and act area identification, 198e199

545

Task architecture construction of avionics system, 30e31 Task area guidance mode, 242, 255e258 system function scope integration, 505e506 Task awareness, 192e195, 492e493 based on flight environment conditions, 193e194 based on flight plan status, 193 based on flight situation trends, 194 based on task context, 195 effectiveness test, 493e494 flight task awareness architecture, 192f Task behavior profile, 108e109 Task capability, 19, 377e378 organization, 203e204 Task characteristic guidance mode, 252e255 Task configuration mode, 245e246, 276e278 Task content and processing mode identification, 197e198 Task environmental organization, 204e206 Task execution management integration, 446e447 Task generation and organization process, 376e377, 376f Task goal guidance model, 250, 252 Task identification, 195e201, 492 dominant-adaptation method, 494 effectiveness test of, 494e495 Task improvement space, 396e397 Task integration technology, 35 Task management organization, 206e207 Task nature guidance mode, 242 Task objectives guide mode, 250e251 organization, 202e203 and result requirements identification, 196e197 Task organization, 201e207 effectiveness test of, 495e496 mode, 109 Task organization-oriented DIMA, 48 Task process, 359, 478e479 Task property guidance system function processing integration, 504e505 Task quality and operational performance identification, 200e201 Task scenario objectives, management capability oriented to, 22e23 Task situation capability integration, 446e447 Task target guidance mode, 241, 250e252 Task-oriented ability, 206e207 Task-oriented result effectiveness management, 206e207 TBMs. See Time-based measurements (TBMs) TCAS. See Traffic collision avoidance system (TCAS)

546 Technical architecture construction of avionics system, 32e33 Technical organization architecture, 398e407, 399f Temporary flight restrictions (TFRs), 140 Testing and verification organization of system application integration, 487e500, 531 of system development process, 471e486, 531 of system function integration, 500e515, 531e532 of system physical integration, 515e532 TFRs. See Temporary flight restrictions (TFRs) Three-dimension (3D) maps, 136 RNP, 139 Tightly coupled mode of dedicated computing resource, 344e347 Time partitioning resource operation organization, 161e162 Time-based measurements (TBMs), 122 Time-based traffic management, 122e123 Time-sharing of equipment resources, 518 of system resources, 341e342 TIS-B. See Airport traffic information broadcasting (TIS-B) Top of descent (TOD), 115 Top-down system design philosophy, 412e413 Traffic advisory (TA), 193e194 Traffic announcements (TAs), 144 Traffic collision avoidance system (TCAS), 136 Traffic Collision Avoidance System for flight process, 7 Transoceanic climbing and descending safety intervals, 124e125 Two-dimensional required navigation performance (2D RNP), 135 Typical avionics system architecture, 413 integration architecture, 413

Index

U

U.S. “Pave Pace” research project, 28 U.S. “Pave pillar” program, 26e27 U.S. Air Force Wright Aeronautical Laboratory, 46e47

V Validity organization of avionics system, 96e98 capability organization, 97 operation status, 98 output results, 98 process organization, 97e98 Verification organization of system development level, 476e477 Vertical approach guidance process (LPV process), 119 Very high frequency omni-directional range (VOR), 5e6 VFRs. See Visual flight rules (VFRs) Virtual integrated platform, 64e65 Virtual space of DIMA system, 451e454 organization mode of system, 453e454 system application mode, 451e453 system function processing, 453 Visual flight rules (VFRs), 115 Visual meteorological conditions (VMCs), 115 VOR. See Very high frequency omni-directional range (VOR)

W Weights configuration, 280 Wide area augmentation system (WAAS), 8, 119 Wide-body aircraft, 9

Z Zachman model, 109, 128, 153