In this paper, we propose an extension of the AFDX standard, incorporating a TSN/BLS shaper, to homogenize the avionics communication architecture, and enable the interconnection of different avionics domains with mixed-criticality levels, e.g., legacy AFDX traffic, Flight Control and In-Flight Entertainment. First, we present the main specifications of such a proposed solution. Then, we detail the corresponding worstcase timing analysis, using the Network Calculus framework, to infer real-time guarantees. Finally, we conduct the performance analysis of such a proposal on a realistic AFDX configuration. Results show the efficiency of the Extended AFDX standard to noticeably enhance the medium priority level delay bounds, while respecting the higher priority level constraints, in comparison with the legacy AFDX standard.
We propose a formal timing analysis of an extension of the AFDX standard, incorporating the TSN/BLS shaper, to homogenize the avionics communication architecture, and enable the interconnection of different avionics domains with mixed-criticality levels, e.g., current AFDX traffic, Flight Control and In-Flight Entertainment. Existing Network Calculus models are limited to three classes, but applications with heterogeneous traffic require additional classes. Hence, we propose to generalize an existing Network Calculus model to do a worst-case timing analysis of an architecture with multiple BLS on multi-hop networks, to infer real-time bounds. Then, we conduct the performance analysis of such a proposal. First we evaluate the model on a simple 3-classes single-hop network to assess the sensitivity and tightness of the model, and compare it to existing models (CPA and Network Calculus). Secondly, we study a realistic AFDX configuration with six classes and two BLS. Finally, we compute a real use-case to add A350 flight control traffic to the AFDX. Results show the good properties of the generalized Network Calculus model compared to the CPA model and the efficiency of the extended AFDX to noticeably enhance the medium priority level delay bounds, while respecting the higher priority level constraints, in comparison with the current AFDX standard.
Abstract-We define a novel core network router scheduling architecture to carry and isolate time constrained and elastic traffic flows from best-effort traffic. To date, one possible solution has been to implement a core DiffServ network with standard fair queuing and scheduling mechanisms as proposed in the well-known "A Differentiated Services Code Point (DSCP) for Capacity-Admitted Traffic" from RFC5865. This architecture is one of the most selected solutions by internet service provider for access networks (e.g. Customer-Premises Equipment or satellite PEP). In this study, we argue that the proposed standard implementation does not allow to efficiently quantify the reserved capacity for the AF class. By using a novel credit based shaper mechanism called Burst Limiting Shaper, we show that we can provide the same isolation for the time constrained EF class while better quantifying the part allocated to the AF class.
This paper addresses the problem of worst-case timing analysis of extended Avionics Full Duplex Switched Ethernet (AFDX) networks, incorporating Time-Sensitive Networking (TSN) shapers called Burst Limiting Shapers (BLS), to enable the interconnection of different avionics domains with mixed-criticality levels, e.g., current AFDX traffic, Flight Control and In-Flight Entertainment. Conducting such an analysis is a challenging issue when considering multiple BLS-shaped traffic classes, due to the sophisticated inter-dependencies between the different shapers sharing the same output capacity. We tackle this problem through extending the applicability domain of our previous work for computing maximum delay bounds using Network Calculus and considering only one BLS class, called Continuous Credit-based Approach (CCbA), to handle multiple TSN/BLS classes. We provide further insights into the sensitivity and tightness issues of worst-case delay bounds yielded with the Generalized CCbA (GCCbA). Our assessments show that the tightness ratio is up to 85%, with reference to Achievable Worst-Case delays. We also show the improvements against recent state-of-the-art approaches in terms of tightness and complexity, where the computation time is up to 10 5 faster. Finally, we evaluate the efficiency of GCCbA for realistic avionics case studies, e.g., adding A350 flight control traffic to the AFDX. Results show the good applicability of GCCbA and confirm the efficiency of the extended AFDX, which decreases the delay bounds of the existing AFDX traffic by up to 49.9%, in comparison with the current AFDX standard.
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