Avionics Braking and Steering Control Unit Sample Clauses

Avionics Braking and Steering Control Unit. Overview. The avionics Braking and Steering Control Unit (BSCU) is a computer located in an aircraft’s Wheel Braking System (WBS), controlling the “Normal braking, Autobrake, Nose Wheel Steering Aid and Antiskid func- tions” [15]. The specification of the BSCU came from prior verification efforts [15] based on the report of an Airbus A-320 accident which occurred on May 21, 1998 [16]. In that accident, both the normal and alternate braking systems failed on landing. The loss of the normal braking system was caused by logic disagreement in the BSCU. The BSCU system consists of two functionally identical channels, with only one channel being active at a time. When a fault is detected in the active chan- nel, the standby channel becomes active if it is not faulty. Each channel contains a command function unit (COM component) and a monitor function unit (MON component). Both the COM and MON components compute the braking pres- sure to be applied based on their braking mode. Their outputs are compared at the MON function unit, and a fault will be logged when there is a disagreement between the outputs. The COM and MON units operate in four braking modes: MANUAL, LO, MED, MAX. In MANUAL mode, the computed breaking pressure is mainly determined by the pressure on the brake pedal applied by the pilot. Other modes are Autobrake modes selected when pilot presses one of the LO, MED, or MAX buttons on the AUTO BRK panel, providing low, medium, and maximum levels of deceleration. Each unit starts in the MANUAL mode, and can transition to another mode when the associated button is pressed once; pressing the same button again transitions the unit back to MANUAL mode. For this specific case study, the system architecture was previously modeled in AADL, and the design contracts between the components were specified in AGREE. Prior work [15] has found a disagreement in detecting a button push between the COM and MON component. The problem was remedied by updating the design contracts in the architecture model. For this case study, we created Simulink models for the COM and MON components. This was a manual design process to interpret the high-level re- quirements into a design model. The behaviors of the COM and MON models were intended to satisfy all AGREE contracts for the COM and MON compo- nents in AADL. For each component, we exported the design contract to a Simulink observer and connected it to the corresponding Simulink model. We ran Simulink De- sign Verifier (SLDV...
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