<p>The Integrated Modular Avionics architecture , IMA, provides means for runningmultiple safety-critical applications on the same hardware. ARINC 653 is aspecification for this kind of architecture. It is a specification for space and timepartition in safety-critical real-time operating systems to ensure each application’sintegrity. This Master thesis describes how databases can be implementedand used in an ARINC 653 system. The addressed issues are interpartitioncommunication, deadlocks and database storage. Two alternative embeddeddatabases are integrated in an IMA system to be accessed from multiple clientsfrom different partitions. Performance benchmarking was used to study the differencesin terms of throughput, number of simultaneous clients, and scheduling.Databases implemented and benchmarked are SQLite and Raima. The studiesindicated a clear speed advantage in favor of SQLite, when Raima was integratedusing the ODBC interface. Both databases perform quite well and seem to begood enough for usage in embedded systems. However, since neither SQLiteor Raima have any real-time support, their usage in safety-critical systems arelimited. The testing was performed in a simulated environment which makesthe results somewhat unreliable. To validate the benchmark results, furtherstudies must be performed, preferably in a real target environment.The Integrated Modular Avionics architecture , IMA, provides means for runningmultiple safety-critical applications on the same hardware. ARINC 653 is aspecification for this kind of architecture. It is a specification for space and timepartition in safety-critical real-time operating systems to ensure each application’sintegrity. This Master thesis describes how databases can be implementedand used in an ARINC 653 system. The addressed issues are interpartitioncommunication, deadlocks and database storage. Two alternative embeddeddatabases are integrated in an IMA system to be accessed from multiple clientsfrom different partitions. Performance benchmarking was used to study the differencesin terms of throughput, number of simultaneous clients, and scheduling.Databases implemented and benchmarked are SQLite and Raima. The studiesindicated a clear speed advantage in favor of SQLite, when Raima was integratedusing the ODBC interface. Both databases perform quite well and seem to begood enough for usage in embedded systems. However, since neither SQLiteor Raima have any real-time support, their usage in safety-critical systems arelimited. The testing was performed in a simulated environment which makesthe results somewhat unreliable. To validate the benchmark results, furtherstudies must be performed, preferably in a real target environment.</p>

The Integrated Modular Avionics architecture , IMA, provides means for runningmultiple safety-critical applications on the same hardware. ARINC 653 is aspecification for this kind of architecture. It is a specification for space and timepartition in safety-critical real-time operating systems to ensure each application’sintegrity. This Master thesis describes how databases can be implementedand used in an ARINC 653 system. The addressed issues are interpartitioncommunication, deadlocks and database storage. Two alternative embeddeddatabases are integrated in an IMA system to be accessed from multiple clientsfrom different partitions. Performance benchmarking was used to study the differencesin terms of throughput, number of simultaneous clients, and scheduling.Databases implemented and benchmarked are SQLite and Raima. The studiesindicated a clear speed advantage in favor of SQLite, when Raima was integratedusing the ODBC interface. Both databases perform quite well and seem to begood enough for usage in embedded systems. However, since neither SQLiteor Raima have any real-time support, their usage in safety-critical systems arelimited. The testing was performed in a simulated environment which makesthe results somewhat unreliable. To validate the benchmark results, furtherstudies must be performed, preferably in a real target environment.The Integrated Modular Avionics architecture , IMA, provides means for runningmultiple safety-critical applications on the same hardware. ARINC 653 is aspecification for this kind of architecture. It is a specification for space and timepartition in safety-critical real-time operating systems to ensure each application’sintegrity. This Master thesis describes how databases can be implementedand used in an ARINC 653 system. The addressed issues are interpartitioncommunication, deadlocks and database storage. Two alternative embeddeddatabases are integrated in an IMA system to be accessed from multiple clientsfrom different partitions. Performance benchmarking was used to study the differencesin terms of throughput, number of simultaneous clients, and scheduling.Databases implemented and benchmarked are SQLite and Raima. The studiesindicated a clear speed advantage in favor of SQLite, when Raima was integratedusing the ODBC interface. Both databases perform quite well and seem to begood enough for usage in embedded systems. However, since neither SQLiteor Raima have any real-time support, their usage in safety-critical systems arelimited. The testing was performed in a simulated environment which makesthe results somewhat unreliable. To validate the benchmark results, furtherstudies must be performed, preferably in a real target environment.

Nous nous intéressons dans cette thèse à la maîtrise de processeurs multi-cœurs COTS dans le but de les rendre utilisables dans des équipements avioniques, qui ont des exigences temps réelles dures. L’objectif est de permettre l'application de méthodes connues d’évaluation de pire temps d’exécution (WCET) sur un ensemble de tâches représentatif d’applications avioniques. Au cours de leur exécution, les tâches exécutées sur différents cœurs vont accéder simultanément à des ressources matérielles qui sont partagées entre les cœurs, en particulier la mémoire principale. Cela pourra entraîner des mises en attente de certains accès que l'on qualifie d'interférences. Ces interférences peuvent avoir un impact élevé sur le temps d'exécution du logiciel embarqué. Sur un processeur COTS, qui est acheté dans le commerce et vise un marché plus large que l'avionque, cet impact n'est pas borné. Nous cherchons à garantir l'absence d'interférences grâce à des moyens logiciels, dans la mesure où les processeurs COTS ne proposent pas de mécanismes adéquats au niveau matériel. Nous cherchons à étendre des concepts de logiciel déterministe de telle sorte à les rendre compatibles avec un objectif de réutilisation de logiciel existant. A cet effet, nous introduisons la notion de logiciel de contrôle, qui est un élément fonctionnellement neutre, répliqué sur tous les cœurs, et qui contrôle les dates des accès des cœurs aux ressources communes de telle sorte à offrir une isolation temporelle entre ces accès. Nous étudions dans cette thèse le problème de faisabilité d'un logiciel de contrôle sur un processeur COTS, et de son efficacité vis à vis d'applications avioniques. / We focus in this thesis on issues related to COTS multi-core processors mastering, especially regarding hard real-time constraints, in order to enable their usage in future avionics equipment. We aim at applying existing Worst Case Execution Time (WCET) evaluation methods on a set of tasks similar to those we can find in avionics software. At runtime, tasks executed among different cores are likely to access hardware resources at the same time, e.g. the main memory. It may lead to additional delays due to hardware contention, called “interferences”. Interferences slow down embedded software within ranges that may be important. Additionnally, no bound has been established for their impact on WCET when using COTS processors, that target larger markets than avionics. We try to provide guarantees that all interferences are eliminated through software, as COTS processors do not provide adequate mechanisms at hardware level. We extend deterministic software concepts that have been developed in the state of the art, in order to make them compliant with the use of legacy software. We introduce the concept of "control software", which is functionnaly neutral, is replicated among all cores, and performs active control of core's accesses to shared resources, so that concurrent accesses are temporally isolated. We formalize and study in this thesis the problem of control software feasibility on COTS processors, and questions of efficiency with regard to legacy avionics software.

Owing to advancements in component re-use technology, component-based software development (CBSD) has come a long way in developing complex commercial software systems while reducing software development time and cost. However, assembling distributed resource-constrained and safety-critical systems using current assembly techniques is a challenge. Within complex systems when there are numerous ways to assemble the components unless the software architecture clearly defines how the components should be composed, determining the correct assembly that satisfies the system assembly constraints is difficult. Component technologies like CORBA and .NET do a very good job of integrating components, but they do not automate component assembly; it is the system developer's responsibility to ensure thatthe components are assembled correctly. In this thesis, we first define a component-based system assembly (CBSA) technique called "Constrained Component Assembly Technique" (CCAT), which is useful when the system has complex assembly constraints and the system architecture specifies component composition as assembly constraints. The technique poses the question: Does there exist a way of assembling the components that satisfies all the connection, performance, reliability, and safety constraints of the system, while optimizing the objective constraint? To implement CCAT, we present a powerful framework called "CoBaSA". The CoBaSA framework includes an expressive language for declaratively describing component functional and extra-functional properties, component interfaces, system-level and component-level connection, performance, reliability, safety, and optimization constraints. To perform CBSA, we first write a program (in the CoBaSA language) describing the CBSA specifications and constraints, and then an interpreter translates the CBSA program into a satisfiability and optimization problem. Solving the generated satisfiability and optimization problem is equivalent to answering the question posed by CCAT. If a satisfiable solution is found, we deduce that the system can be assembled without violating any constraints. Since CCAT and CoBaSA provide a mechanism for assembling systems that have complex assembly constraints, they can be utilized in several industries like the avionics industry. We demonstrate the merits of CoBaSA by assembling an actual avionic system that could be used on-board a Boeing aircraft. The empirical evaluation shows that our approach is promising and can scale to handle complex industrial problems.

Le domaine avionique a été transformé par l'apparition des architectures modulaires intégrées (IMA). Celles-ci définissent un support d'exécution et de communication standard et mutualisé afin de réduire la complexité de l'architecture physique. Cependant, du fait du partage des ressources, cette démarche introduit une plus grande complexité lors de la conception et de l'intégration des applications ce qui implique d’assister les concepteurs avec des outils dédiés. La présente thèse contribue à cet effort en se focalisant sur deux problèmes d'allocation de ressources : i) le problème de l'ordonnancement multiprocesseur de tâches strictement périodiques et ii) le problème du routage des messages échangés entre les fonctions avioniques.Le premier problème a été formalisé sous la forme d’un programme linéaire en nombres entiers afin de garantir un potentiel maximum d'évolution sur les durées d'exécutions des traitements. L’inefficacité d’une approche exacte pour des instances de grande taille, nous a conduit à développer une heuristique originale s’inspirant de la théorie des jeux couplée avec un algorithme multi-start.Le routage est formalisé sous la forme d’un problème d’optimisation sur la charge maximum des liens. Deux propositions sont faites pour le résoudre, l’une, exacte, est basée sur une formulation nœud-lien, et la seconde est une heuristique à deux niveaux basé sur une formulation lien-chemin / The avionic domain has seen a profound evolution by the introduction of Integrated Modular Avionics (IMA). This defines a standardized execution and communication support in order to reduce the complexity of the physical architecture. Nevertheless, due to the sharing of resources, this reduction of complexity is opposed by an increased difficulty in application conception and integration, which necessitates dedicated tools for assisting system designers. This thesis’ contributions concern two major resource allocation problems: i) the multiprocessor scheduling of strictly periodic tasks and ii) the routing of messages exchanged between the avionic functions. The first problem was formulated using integer linear programming so as to guarantee a maximum evolution potential for the task execution durations. The inefficiency of this exact approach for large problem instances led us to develop an original heuristic, inspired from Game Theory, and further enhance it with a multi-start algorithm. The routing problem was formulated as an optimization one so as to minimize the maximum link loads. Two methods were proposed for this purpose, the first is exact based on node-link formulations, and the other is a two phase heuristic based on link-path formulations

Dans une aviation où la sécurité des vols est au cœur des préoccupations des constructeurs, le contrôle de santé des structures est l'un des nouveaux pôles majeurs de recherche et développement engagé par la communauté aéronautique depuis ces dix dernières années. Un système SHM (structural Heath monitoring) intégré aux structures avioniques (tels que le sont déjà les systèmes de monitoring des moteurs) permettrait de : - rendre l’aviation plus sûre et éviterait certains des accidents aériens ; - réduire les coûts de maintenance ; - alléger, à terme, le poids total car cela permettrait de d’éviter les sur-renforcements structuraux actuels. Le travail développé durant cette thèse, dans le cadre d'un projet industriel, concerne le développement de solutions exploitant l'utilisation de nœuds piezoélectriques au sein de microsystèmes reconfigurables dédiés à la détection de défauts dans des éléments de structure d'avion. L'exploitation de données issues de la génération/capture d'ondes de Lamb ainsi que des techniques se basant sur l'étude de l'impédance électromécanique du capteur ont été développées et étudiées sur différents types de défauts identifiés tels que cracks, corrosion, délaminages etc... La méthode proposée repose sur la comparaison et l'évolution dans le temps de signatures de réseaux de capteurs utilisant l’effet piezoélectrique et placés sur des éléments choisis de structures avions. L'interface capteur-matériau a été spécialement étudiée afin de garantir le couplage le plus efficace possible. Les techniques de « monitoring » ainsi développées ont été testées sur des structures aéronautiques métalliques et des structures en matériaux composites simples/sandwichs extraites d’avions Airbus et ATR. Différentes solutions d’intégration de ces capteurs et nœuds ont été passées en revue et une démarche a été proposée, allant de l’architecture des effecteurs au conditionnement et à la transmission des signaux et informations d’intéret. Une nouvelle vision de l’électronique de détection de défauts, permettant de développer une instrumentation « universelle » de capteurs à travers une combinaison de circuits numériques/analogiques reconfigurables à entrées/sorties versatiles, a été implémentée et testée avec succès / Structural health monitoring (SHM) is certainly one of the key technologies required to provide the safety and the reliability of future aviation. Based on non-destructive testing, current on the ground periodical structural integrity inspections showed their limit as evidenced by the Columbia tragedy. For the time being, structural health monitoring technology has reached a good technology readiness level (TRL). However, the integration of these solutions into future aerospace vehicle will require advanced and innovative system architecture. Further, improved SHM techniques and alleged assessment algorithm will be necessary to ensure an embedded integration, as well as to fully exploit their sensing capability. For now, most of high critical embedded systems are based on federate architectures, where each calculator is dedicated to a specific function and to a unique kind of sensor. By consequence, the integration on the field of conventional SHM solutions is highly difficult due to the scale and the weight of the global electronics systems. Based on a fully reconfigurable micro-system, I propose in this thesis, a novel SHM approach that combines into a unique System on Chip: • Sensors instrumentation and interfacing using reconfigurable analog circuits• Signal management and conditioning using reconfigurable digital electronics • Heath diagnostic assessment algorithms using an embedded CPUBased on elastic guided waves and electromechanical impedance analysis, the presented solution is capable through piezoelectric sensors to detect different kinds of abnormal events such as impacts. Moreover, using advanced wavelet transform and signature comparison algorithms, the system is also capable to detect mechanical damages such as corrosion, cracks or delaminations ; no matter if the probed structure is in simple composite, honeycomb composite or metallic alloy. The feasibility was proven using multiples specimens directly extracted from Airbus and ATR airplanes. To cover large areas, the system is fully scalable and accepts a hardware upgrade through multiple communication ports and protocols. Moreover, the versatility of inputs/outputs interface allows the exploitation of multiple sensors in order to locate and triangulate flaws