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Abstract Identity-Anonymized CAN (IA-CAN) protocol is a secure CAN protocol, which provides the sender authentication by inserting a secret sequence of anonymous IDs (A-IDs) shared among the communication nodes. To prevent malicious attacks from the IA-CAN protocol, a secure and robust system error recovery mechanism is required. This article presents a central management method of IA-CAN, named the IA-CAN with a global A-ID, where a gateway plays a central role in the session initiation and system error recovery. Each ECU self-diagnoses the system errors, and (if an error happens) it automatically resynchronizes its A-ID generation by acquiring the recovery information from the gateway. We prototype both a hardware version of an IA-CAN controller and a system for the IA-CAN with a global A-ID using the controller to verify our concept.

The use of control architectures with the Integrated Modular Avionics (IMA) concept (“IMA architectures”) in aerospace and the Integrated Modular Electronics (IME) concept (“IME architectures”) in automotive applications is growing due to its reduced number of hardware such as processors, Line Replaceable Units (LRUs) and Electronic Control Units (ECUs), thereby reducing weight and costs. Furthermore, IMA architectures can perform complex reconfigurations in the case of failures and adapt themselves to changes in network functioning or operating modes, which make a control system very robust. The objective of this work is to discuss the use of an IMA architecture to simulate an aerospace control system responsible for maintaining a vehicle in a predetermined trajectory. To do that, we review the current literature related to IMA architectures and give an overview of their characteristics. Then, we choose an aerospace control system and discuss its simulation using an IMA platform.

This standard defines a generic set of electrical interfaces between a host aircraft (“platform”) and an electro-optic/infrared (EO/IR) sensor. This includes connectors, cabling, fiber optics, signals, and power.

This ARP covers the functional, design, construction, and test requirements for Automatic Braking Systems. Installation information and lessons learned are also included.

AUTOSAR (AUTomotive Open System ARchitecture) is a worldwide standard for automotive basic software in line with an architecture that eases exchange and transfer of application software components between platforms or companies. AUTOSAR provides the standardized architecture together with the specifications of the basics software along with the methodology for developing embedded control units for automotive applications. AUTOSAR matured over the last several years through intensive development, implementation and maintenance. Two main releases (R3.2 and R4.0) represent its current degree of maturity. AUTOSAR is driven by so called core partners: leading car manufacturers (BMW, Daimler, Ford, GM, PSA, Toyota, Volkswagen) together with the tier 1 suppliers Continental and Bosch. AUTOSAR in total has more than 150 companies (OEM, Tier X suppliers, SW and tool suppliers, and silicon suppliers) as members from all over the world.

This AIR provides descriptions of aircraft actuation system failure-detection methods. The methods are those used for ground and in-flight detection of failures in electrohydraulic actuation systems for primary flight control. The AIR concentrates on full Fly-By-Wire (FBW) flight control actuation though it includes one augmented-control system. The background to the subject is discussed in terms of the impact that factors such as the system architecture have on the detection methods chosen for the flight control system. The types of failure covered by each monitoring technique are listed and discussed in general. The way in which these techniques have evolved is illustrated with an historical review of the methods adopted for a series of aircraft, arranged approximately in design chronological order.

This SAE Aerospace Information Report (AIR) provides descriptions of aircraft flight control actuation system failure-detection methods. The fault-detection methods are those used for ground and in-flight detection of failures in electrohydraulic actuation systems for primary flight controls.

This SAE Aerospace Recommended Practice (ARP) covers the functional, design, construction, and test requirements for Automatic Braking Systems. Installation information and lessons learned are also included.

This SAE Aerospace Recommended Practice (ARP) covers the functional, design, construction, and test requirements for Automatic Braking Systems. Installation information and lessons learned are also included.

This ARP covers the functional, design, construction, and test requirements for Automatic Braking Systems. Installation information and lessons learned are also included.

ESL (Electric System Level) Design Methodologies enable us to design and verify various electrical behaviors of automotive electronics including automotive semiconductors on a simulator before hardware prototyping. It could facilitate the optimization of hardware structures, and shorten the total development period by reducing rework process. We propose the “ESL Design Methodologies for Automotive” to renovate conventional development scheme. ESL technology began to be used from the domain of digital consumer electronics. Regarding automotive electronics domain, however, we would not be able to adapt the same methodologies to automotive systems, which consist of many mixed-signal components. Also, another approach is required for the rising demand of safety design sort of functional safety.

This paper discusses the merits, benefits and usage of autonomous key management (with implicit authentication) (AKM) solutions for securing Electronic Module to Electronic Module (i.e. ECUs, FCC, REUs, etc.) communication within air (and defense) vehicles and IoT applications; particularly for transmissions between externally exposed, edge Electronic Module sensors connected to Electronic Modules within the air (and defense) vehicle infrastructure. Specific benefits addressed include reductions of communication latency, implementation complexity, processing power and energy consumption. Implementation issues discussed include provisioning, key rotation, synchronization, re-synchronization, digital signatures and enabling high entropy.

This information report (AIR) provides design information of various contemporary aircraft fly-by-wire (FBW) flight control actuation systems that may be useful in the design of future systems for similar applications. It is primarily applicable to manned aircraft. It presents the basic characteristics, hardware descriptions, redundancy concepts, functional schematics, and discussions of the servo controls, failure monitoring, and fault tolerance. All existing FBW actuation systems are not described herein; however, those most representing the latest designs are included. While this AIR is intended as a reference source of information for aircraft actuation system designs, the exclusion or omission of any other appropriate actuation system or subsystem should not limit consideration of their use on future aircraft.

This SAE Aerospace Information Report (AIR) provides design information of various contemporary aircraft fly-by-wire (FBW) flight control actuation systems that may be useful in the design of future systems for similar applications. It is primarily applicable to manned aircraft. It presents the basic characteristics, hardware descriptions, redundancy concepts, functional schematics, and discussions of the servo controls, failure monitoring, and fault tolerance. All existing FBW actuation systems are not described herein; however, those most representing the latest designs are included. While this AIR is intended as a reference source of information for aircraft actuation system designs, the exclusion or omission of any other appropriate actuation system or subsystem should not limit consideration of their use on future aircraft.

This SAE Information Report (AIR) provides descriptions of High Lift Systems of commercial and military aircraft. The main focus is on mechanical systems which may be actuated hydraulically or electrically.

This Surface Vehicle & Aerospace Recommended Practice offers best practices and a methodology by which IVHM functionality relating to components and subsystems should be integrated into vehicle or platform level applications. The intent of the document is to provide practitioners with a structured methodology for specifying, characterizing and exposing the inherent IVHM functionality of a component or subsystem using a common functional reference model, i.e., through the exchange of design-time data and the application of standard vehicle data communications interfaces. This document includes best practices and guidance related to the specification of the information that must be exchanged between the functional layers in the IVHM system or between lower-level components/subsystems and the higher-level control system to enable health monitoring and tracking of system degradation severity.

A Technology Demonstration Model (TDM) of a heat rejection system dedicated to advanced spacecraft and payload thermal control has been manufactured by AERITALIA under an European Space Agency (ESA) Contract. After survey and studies, AERITALIA has defined the characteristics and performances of a heat rejection system able to fulfil the requirements of some future spacecraft. The TDM is a model representative of this system in term of applicable software and hardware and has the main objective of demonstrating the performance and of validating the utilized hardware. The TDM consists of radiator panels (1.85×1.2 m),Spacelab type plumbing, fluid loop servicer with pump package, thermal control valves (by-pass and flow metering) and of an electronic control unit based on a microprocessor. The radiator panels, flow control valves and the control unit have been designed and developed for this application which serves as a prequalification programme.

This document recommends minimum requirements for antiskid brake control to provide total aircraft systems compatibility. Design and operational goals, general theory, and functions, which should be considered by the aircraft brake system engineer to attain the most effective skid control performance, are covered in detail. Methods of determining and evaluating antiskid system performance are discussed. While this document specifically addresses antiskid systems which are a part of a hydraulically actuated brake system, the recommended practices are equally applicable to brakes actuated by other means, such as electrically actuated brakes.

A Landing Gear Control and Actuation System (LGCAS) is one of the most complex aircraft systems. Due to the large landing gear masses and high performance requirements, aircraft hydraulic power with multiple hydraulic actuators and valves is used to provide system dynamic. LGCAS also requires a electrical source of energy for the electro-mechanical components, sensors and electronic control unit. For many years, correct fault isolation in a complex kinematic system, such as an aircraft landing gear actuation system, has been a great challenge with limited success. The fault isolation design challenge rests on the fact that landing gear control and actuation system has many so called “passive” components, whose basic function cannot be continuously monitored without additional sensors, transducers, and designated health monitoring equipment.

SAE J1979-3 describes the communication between the zero emissions propulsion systems and test equipment required by government regulations. Standardization regulations require passenger cars and light-, medium-, and heavy-duty trucks to support a minimum set of diagnostic information to external (off-board) “generic” test equipment. To achieve this, SAE J1979-3 is based on the Open Systems Interconnection (OSI) Basic Refer to Model in accordance with ISO/IEC 7498-1 and ISO/IEC 10731, which structures communication systems into seven layers.