Aerospace and Electronic Systems - September 2018 - 41
Eramo et al.
Figure 11.
BAF as a function of the network links for the (a) GP, (b) FP, (c) SP, (d) TP, and (e) FHP. The case of optimized scheduling algorithm is applied.
will lead to a bandwidth increase of 52 Mbps on the SW1-TMU
link. The availability of 96 Mbps for the AATA architecture will
allow for the support of this increase. The BAF versus the network
links is reported in Figure 11 for the case in which the scheduling
algorithm is applied. The algorithm allows for the minimization
of the number of TBIs introduced. The optimization procedure
performed is effective and allows for a remarkable reduction in
used bandwidth, especially for the case of benchmark TTEthernet
architecture.
The advantages of the aggregation layer are illustrated in
Figure 12. We report the BAF percentage reduction of the AATA
(with AL) architecture with respect to AATA (without AL). The
SEPTEMBER 2018
cases of GP, FP, SP, TP, FHP are analyzed in Figures 12a, 12b, 12c,
12d, and 12e, respectively. The highest percentage saving of BAF
occurs on the GNSS-SW1 link for all of the phases where it equals
40%. The saving is a consequence of the aggregation of many messages originating from the GNSS and directed to the OBC into a
single message.
Finally, we compare the proposed architectures in terms of
number of Virtual Links needed (NVL). NVL is reported as a function
of the flight phases in Figure 13 for the benchmark, AATA (without AL) and AATA (with AL), architectures. The classification of
the telemetry messages as RC message in the AATA architecture
allows for the transport of more than one message on one virtual
IEEE A&E SYSTEMS MAGAZINE
41
Aerospace and Electronic Systems - September 2018
Table of Contents for the Digital Edition of Aerospace and Electronic Systems - September 2018
Contents
Aerospace and Electronic Systems - September 2018 - Cover1
Aerospace and Electronic Systems - September 2018 - Cover2
Aerospace and Electronic Systems - September 2018 - Contents
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