CANaerospace

CANaerospace is a higher layer protocol based on Controller Area Network (CAN) which has been developed by Stock Flight Systems in 1998 for aeronautical applications. CANaerospace is a higher layer protocol based on Controller Area Network (CAN) which has been developed by Stock Flight Systems in 1998 for aeronautical applications. CANaerospace supports airborne systems employing the Line-replaceable unit (LRU) concept to share data across CAN and ensures interoperability between CAN LRUs by defining CAN physical layer characteristics, network layers, communication mechanisms, data types and aeronautical axis systems. CANaerospace is an open source project, was initiated to standardize the interface between CAN LRUs on the system level. CANaerospace is continuously being developed further and has also been published by NASA as the Advanced General Aviation Transport Experiments Databus Standard in 2001. It found widespread use in aeronautical research worldwide. A major research aircraft that employs several CANaerospace networks for real-time computer interconnection is the Stratospheric Observatory for Infrared Astronomy (SOFIA), a Boeing 747SP with a 2.5m astronomic telescope. CANaerospace is also frequently used in flight simulation and connects entire aircraft cockpits (i.e. in Eurofighter Typhoon simulators) to the simulation host computers. In Italy CANaerospace is used as UAV data bus technology. Furthermore, CANaerospace serves as communication network in several general aviation avionics systems. The CANaerospace interface definition closes the gap between the ISO/OSI layer 1 and 2 CAN protocol (which is implemented in the CAN controller itself) and the specific requirements of distributed systems in aircraft. It may be used as a primary or ancillary avionics network and was designed to meet the following requirements: To ensure interoperability and reliable communication, CANaerospace specifies the electrical characteristics, bus transceiver requirements and data rates with the corresponding tolerances based on ISO 11898. The bit timing calculation (baud rate accuracy, sample point definition) and robustness to electromagnetic interference are given special emphasis. Also addressed are CAN connector, wiring considerations and design guidelines to maximize electromagnetic compatibility. The Bosch CAN specification itself allows messages being transmitted both periodically and aperiodically but does not cover issues like data representation, node addressing or connection-oriented protocols. CAN is entirely based on Anyone-to-Many (ATM) communication which means that CAN messages are always received by all stations in the network. The advantage of the CAN concept is inherent data consistency between all stations, the drawback is that it does not allow node addressing which is the basis for Peer-to-Peer (PTP) communication. Using CAN networks in aeronautical applications, however, demands a standard targeted to the specific requirements of airborne systems which implies that communication between individual stations in the network must be possible to enable the required degree of system monitoring. Consequently, CANaerospace defines additional ISO/OSI layer 3, 4 and 6 functions to support node addressing and unified ATM/PTP communication mechanisms. PTP communication allows to set up client/server interactions between individual stations in the network either temporarily or permanently. More than one of these interactions may be in effect at any given time and each node may be client for one operation and server for another at the same time. This CANaerospace mechanism is called 'Node Service Concept' and allows i.e. to distribute system functions over several stations in the network or to control dynamic system reconfiguration in case of failure. The Node Service concept supports both connection-oriented and connectionless interactions like with TCP/IP and UDP/IP for Ethernet.