Autonomous Decentralized Systems and their Applications in Transport and Infrastructure

Description

In a large and complex system, such as a railway network, it is often not an option to stop operation at any time. Even if a part of the system fails, is being repaired or modified, the system has to keep functioning. This leads to many requirements for on-line expansion, on-line maintenance, and fault-tolerance. Dynamic changes demand next-generation control, information and service systems to be based on adaptive, reliable and reusable technologies and applications. Such systems are expected to have the characteristics of living systems composed of largely autonomous and decentralized components. Hence they are called Autonomous Decentralized Systems (ADS). This book describes the concept, architecture and technologies of ADS and their applications in intelligent control, information and service systems, with a focus on transport. ADS is explained first using the example of the Japanese railway transport system; applications in other fields and countries follow. The goal is to describe the ADS concept and the technologies, applications and businesses on the basis of a consistent concept for achieving intelligent systems such as for manufacturing, transportation service, air traffic, robotic and distributed services. Cover Contents Preface About the Editors Part 1 Introduction Overview References 1 Autonomous decentralized systems and its paradigm shift Abstract 1.1 Background and requirements 1.2 The concept of ADS 1.2.1 Biological analogy 1.2.2 Concept 1.3 System architecture 1.3.1 Data field architecture 1.3.2 Content code communication 1.3.3 Data-driven mechanism 1.3.4 Software productivity 1.3.5 Agility 1.3.6 Mobility 1.4 Paradigm shift of ADS 1.4.1 Paradigm shift from operation to service 1.4.1.1 On-line properties 1.4.1.2 Assurance 1.4.1.3 Fair service 1.4.1.4 Unconscious service 1.4.2 Paradigm shift to society and economy 1.5 Conclusions References Part 2 ADS applications in intelligent infrastructure Overview 2 Autonomous decentralized safety critical system Abstract 2.1 Introduction 2.2 Railway control system 2.2.1 System structure 2.2.2 Issues in conventional railway control system 2.3 Signal control system utilized x-by-wire technology 2.3.1 Motivation for system change 2.3.2 System configuration 2.3.2.1 Autonomous decentralized signal control system [4–6] 2.3.2.2 Method of control 2.3.3 Functions for shorten construction period 2.3.3.1 Issues in current constructing procedure 2.3.3.2 Assurance technology [7] 2.3.3.3 Online test applied assurance technology [8,9] 2.4 System configuration technology of autonomous decentralized railway control system 2.4.1 Architecture of autonomous decentralized railway control system 2.4.1.1 Traffic control DF 2.4.1.2 Logic DF 2.4.1.3 Device DF 2.4.1.4 Emergency DF 2.4.2 Heterogeneous real-time autonomously integrating system 2.4.2.1 Definition of heterogeneous real-time 2.4.2.2 Generic system architecture 2.4.2.3 Heterogeneous real-time autonomous transparentizing technology 2.4.3 Safety technologies in autonomous decentralized system 2.4.3.1 Autonomous safety 2.4.3.2 Autonomous fault detecting and safe-side control 2.4.3.3 Fault-detection mechanism on content code communication 2.4.3.4 Safety control 2.4.3.5 Heterogeneous service-level filtering 2.5 Future study 2.5.1 Expansion for future railway control system 2.5.2 Example of flexible route control 2.6 Conclusion References 3 Train control system Abstract 3.1 Introduction 3.2 Safety and stability of a railway operation 3.3 Development of train control system 3.3.1 Outline of development history 3.3.2 Automatic train control (ATC) system 3.3.2.1 Analog ATC 3.3.2.2 Digital ATC (D-ATC) 3.3.3 Radio-based train control system 3.4 ADS technology 3.4.1 Functions of analog ATC system and definition of testing 3.4.2 Functions of the D-ATC system and definition of testing 3.5 Assurance technology 3.5.1 Modeling of system replacement 3.5.2 Testing assurance 3.5.2.1 Definition of testing assurance 3.5.2.2 Number of tests 3.5.3 Application of assurance technology to D-ATC system 3.5.3.1 Continuation of train operation during replacement of systems 3.5.3.2 Smooth change of systems 3.5.3.3 Coexistence with heterogeneous systems 3.5.3.4 Securing safety and maintainability 3.6 A chain of a concept, technology, and a system References 4 ATOS (autonomous decentralized transport operation control system) Abstract 4.1 Introduction [1–3] 4.2 Outline of ATOS (autonomous decentralized transport operation control system) [4,6] 4.2.1 Issue of transport operation control system 4.2.2 Concept of transport operation control system [4,6] 4.2.2.1 System architecture (centralized and decentralized systems) 4.2.2.2 System architecture and characteristics 4.2.3 Overview of autonomous decentralized Tokyo area transport operation control system 4.2.3.1 System overview 4.2.3.2 System target 4.2.3.3 System configuration and characteristics [6] 4.2.3.4 System main function and characteristics 4.3 Advancement of ADS technology 4.3.1 Online testing 4.3.1.1 Online testing for subsystem expansion 4.3.1.2 Online testing for application software expansion 4.3.1.3 Online testing for non-real-time management APs 4.3.1.4 Online testing for real-time control APs 4.3.2 Self-correction [6] 4.4 Step-by-step system construction technology for large transport operation control system 4.4.1 Outline of large transport operation control system 4.4.2 System construction issues and assurance 4.4.3 Application of assurance technology [7,8] 4.4.4 Application results of the step- by-step construction technology 4.4.5 Summary 4.5 Conclusion References 5 ADS fault tolerant property in air-traffic control systems Abstract 5.1 Introduction/Backgrounds 5.2 Air-traffic control radar system 5.2.1 SSR Mode S 5.2.2 Mode S surveillance protocol 5.3 Emerging problems 5.3.1 RF congestion problem 5.3.2 Interrogator identifier shortage problem 5.4 Autonomous decentralized surveillance system 5.4.1 Autonomous ground site 5.4.2 Data field 5.5 Autonomous continuous target tracking technology 5.5.1 Autonomous data sharing 5.5.2 Autonomous judgement 5.5.3 Autonomous agreement 5.5.4 Autonomous boundary target handover 5.6 Simulation 5.6.1 Model 5.6.2 Simulation results 5.6.2.1 RF load 5.6.2.2 System load 5.7 Practical experiments 5.7.1 Network structure 5.7.2 Experiment results 5.8 Conclusion References 6 An agile manufacturing model based on autonomous agents Abstract 6.1 Introduction 6.2 Manufacturing concepts and technologies 6.2.1 Production concepts 6.2.2 Push-driven versus pull-driven manufacturing 6.2.3 Lean manufacturing 6.2.4 Agile manufacturing 6.3 Standard production automation 6.3.1 Standard automation software 6.3.2 Properties of standard automation 6.3.3 Batch switches and new products 6.3.4 Summary 6.4 Equiplet-based production 6.4.1 Properties of equiplet-based production 6.4.1.1 Small-scale production 6.4.1.2 Time to market 6.4.1.3 Reliability 6.4.2 Enablers for the equiplet-based production 6.5 Software infrastructure of the manufacturing system 6.5.1 Agents 6.5.1.1 Multiagent systems 6.5.2 Multiagent production system 6.5.2.1 The agent-based automation pyramid 6.5.2.2 Summary of the agile production system 6.5.3 Human interaction 6.6 The transport system 6.6.1 Implementation 6.6.1.1 Core system 6.6.1.2 Graphical user interface 6.7 Benefits beyond production, the life-cycle agent 6.7.1 Design and production 6.7.2 Distribution 6.7.3 Use 6.7.3.1 Collecting information 6.7.3.2 Maintenance and repair 6.7.3.3 Miscellaneous 6.7.3.4 Internet of Things 6.7.4 Recycling 6.8 Summary References Conclusion of part 2 Part 3 Developing ADS technologies and applications leading to innovation in lifestyle Overview 7 Railway ticketing services (Suica) Abstract 7.1 Introduction 7.2 System structure 7.3 Autonomous cooperative processing technology 7.3.1 Technology 7.3.2 Evaluation 7.4 Autonomous decentralised data-consistency technology 7.4.1 Technology 7.4.2 Evaluation 7.4.2.1 Function reliability 7.4.2.2 Evaluation results 7.5 Best designing of the system 7.5.1 System modelling 7.5.2 Evaluation 7.5.2.1 Service continuity 7.5.2.2 Fluidity 7.5.2.3 Evaluation results 7.6 Conclusion References 8 Robot as a Service and its visual programming environment Abstract 8.1 Introduction 8.2 System overview 8.3 VIPLE: Visual IoT/Robotics Programming Environment 8.4 RaaS design and implementation in different platforms 8.5 Robotics application development 8.6 Conclusions Acknowledgments References 9 "JR EAST App" for customers' smartphones based on ICT Abstract 9.1 Introduction 9.2 Features of the app 9.3 Content 9.3.1 Content related to railways 9.3.2 Content related to marketing 9.4 System configuration 9.5 Use situations of the app 9.5.1 The number of users 9.5.2 Attribute of users 9.5.3 Access logs 9.6 Questionnaire survey 9.6.1 Attribute of respondents 9.6.2 The level of satisfaction/intention of continuous use 9.6.3 Relationship between the level of overall satisfaction with the app and the level of satisfaction with each type of content 9.7 Comparison with the English version of this app 9.8 Conclusion 9.9 Future work References 10 Autonomous decentralised systems and society Abstract 10.1 Introduction 10.2 Systems thinking, complex systems, and global systems science 10.3 Centralisation in industry 10.3.1 Emergence 10.3.2 Evolution 10.4 Autonomy in social systems 10.4.1 The formation dynamics of autonomous distributed systems in society 10.4.2 Social ADS in large organisations 10.5 Social control systems 10.5.1 ICT and Social ADS 10.6 Case studies of social and enterprise systems in transition 10.6.1 Telecommunications 10.6.2 Local government 10.6.3 National government 10.7 Conclusions Acknowledgements References 11 Internet of Simulation: building smart autonomous decentralised systems Abstract 11.1 Internet of Simulation characteristics 11.1.1 Simulation as a Service 11.1.1.1 Simulation interoperability 11.1.2 Workflow as a Service 11.1.2.1 Causality 11.1.2.2 Instability and validation 11.1.3 Relationship to IoT 11.2 Engineering applications 11.2.1 Design and virtual prototyping 11.2.2 Industry 4.0 (Industrial IoT) 11.3 Artificial intelligence and machine learning 11.4 Conclusion Acknowledgements References Part 4 Concept-oriented business and services (business model) new business model inspired by ADS Overview 12 Autonomous decentralized service-oriented architecture Abstract 12.1 Introduction 12.2 Autonomous decentralized systems requirements 12.3 Service-oriented architecture requirements 12.4 Concept and architecture based on biological analogy 12.4.1 Complex systems 12.4.2 Cellular signalling (software-based DF) 12.4.3 Cell-oriented design (autonomous processing entity) 12.5 ADSOA technologies 12.5.1 Fault tolerance 12.5.2 Self-recovery 12.5.3 Online services management 12.6 Summary 12.7 The future Acknowledgements References 13 The role of blockchain in autonomous distributed business services Abstract 13.1 A question to pursue 13.2 Why this matters? 13.3 What is blockchain? 13.4 Problems addressed by blockchain technology 13.5 Implementations of blockchain 13.6 Classifications of blockchain implementations 13.7 Validation and consensus options 13.8 Blockchain and environs 13.9 Problem domains 13.10 Distributed autonomous organizations 13.11 The state of play 13.12 Conclusion References 14 Change and expansion of business structure using ADS concept in railway market Abstract 14.1 Changes in value structure 14.1.1 Changes in value structure for railway infrastructure 14.1.2 ADS business architecture 14.2 Efforts for global expansion 14.2.1 Features of railway market in the United Kingdom 14.2.2 Expansion approach for entering the UK railway market 14.2.3 Initial obstacles in the UK railway market 14.3 Expansion to railway maintenance business 14.3.1 Overview of the Class 395 project 14.3.2 Evaluation of rolling-stock maintenance business 14.4 Expansion to finance business 14.4.1 Overview of the IEP project 14.4.2 Application of PPP scheme 14.4.3 Business expansion in the United Kingdom 14.5 Summary and future developments Reference 15 Sustainable business through alliance based concept model of management & technology of railway infrastructure Abstract 15.1 Introduction 15.2 Characteristics of JR East 15.2.1 Outline of JR East 15.2.2 The quantity changing the quality and the essence 15.3 Railway infrastructure business and technology concept model 15.3.1 Essence of JR East 15.3.2 What is 'infrastructure'? 15.3.3 What is 'service'? 15.3.4 MTOMI model 15.3.5 Advantage of MTOMI model 15.3.6 The MTOMI model from the viewpoint of computer and communication system 15.4 Alliances based on MTOMI model 15.4.1 Requirements for good alliance (What is alliance?) 15.4.2 Classification of alliance (three models of alliance) 15.4.2.1 Inside a company (Inside B model) 15.4.2.2 Company and company (B2B model) 15.4.2.3 B2C model 15.5 Three types of business alliance based upon MTOMI model 15.5.1 ATOS (Inside Business; InB model) 15.5.2 Suica ('Super Urban Intelligent CArd') 15.5.3 JR East Train Info App 15.6 Future business mode 15.6.1 Innovation concepts of public transportation 15.6.1.1 Concept 15.6.1.2 Proposal 15.6.1.3 Future visions about PT 15.6.2 Information business 15.6.3 Global business 15.7 Conclusion References 16 Smart cities, IOT, Industrie 4.0/Industrial Internet, cyber-physical systems: concepts, burdens and business models Abstract 16.1 Introduction 16.2 Cyber-physical systems 16.3 Internet of Things 16.4 Industrie 4.0 and Industrial Internet 16.5 Smart cities 16.6 Conclusions References Conclusion Index Back Cover