JP2010064557A - Program and unit allocation plan preparation device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a method for preparing a unit allocation plan using a computer. <P>SOLUTION: A node indicating an event of a unit on the train operation is prepared by executing the processing for extracting an arrival node and a departure node according to a train diagram, the processing for setting an initial detention node and a final detention node according to a vehicle operation plan, and the processing for listing a retention node according to station attributes. An arc connecting nodes having transition possibility of the unit out of the prepared nodes is prepared based on the train diagram and the station attributes. The unit allocation plan for achieving a train diagram is prepared by appropriating, for each of the prepared nodes, the unit allocation number of 0 or more so that a predetermined constraint condition is satisfied, and the total of the penalty value of each running arc becomes minimum. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  According to the present invention, a computer determines a number of units to be assigned to each station of each train of a given train diagram, and creates a unit allocation plan for the train diagram. Related to the program.

  There is a railway company that provides detailed transportation services that change the method of increasing the number of temporary trains according to user demands in the creation of planning schedules. A method for predicting user demand from traffic statistics such as automatic ticket gate data (so-called OD (Origin Destination) data) due to the spread of IC cards and metropolitan traffic census has been proposed.

Against this background, there is a request to create train schedules that match user demand as much as possible, taking into account existing resources such as existing vehicles and railway facilities, and technologies related to train schedule creation. However, it is disclosed in Patent Document 1, for example.
JP 2007-237948 A

  By the way, a train is configured by connecting one or more units, which are self-propelled train constituent units in which one or more vehicles are organized. Shinkansen is an easy-to-understand example. When a train is composed of a plurality of units, the number of seats provided to passengers is adjusted up or down by dividing or merging the units at the station (hereinafter referred to as “division and merging”).

  In order to plan such vehicle operations to meet user demand, between stations with high user demand, many units are allocated to trains, and conversely, stations with low user demand. For the space, it is considered appropriate to reduce the number of units allocated to the train. However, in creating a vehicle operation plan, priority is given to the realization of the plan diagram and the realization of the alternation considering the vehicle inspection cycle, so a plan for determining the number of units to be allocated to the train (hereinafter referred to as “unit allocation plan”). ")") Is the fact that little research has been done.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to propose a method for realizing creation of a unit allocation plan using a computer.

The first invention for solving the above problems is:
A program for determining the number of units to be assigned to each station of each train of a given train diagram and creating an allocation plan for the units for the train diagram. And
An arrival node (for example, the arrival node in FIG. 3) and an origination node (for example, in FIG. 3) representing arrival and departure at each station of each train based on the train diagram (for example, train diagram data 503 in FIG. 16, FIG. 1). The initial detention node (for example, FIG. 3) representing the detention of each unit at the initial detention station based on the process of extracting the originating node and a given unit initial arrangement condition (for example, the vehicle operation plan data 509 in FIG. 15). A part of the train after each of the arrival nodes to the detainable station, and a process of setting the final detention node (for example, the final detention node of FIG. 3). Alternatively, a node that represents an event of a unit related to train operation is created by performing a process of enumerating staying nodes (for example, staying nodes in FIG. 3) that indicate that all units are detained at the station. Over de creation means (e.g., step A5 of FIG. 20),
Based on the train schedule, among the nodes created by the node creation means, arc creation means for creating arcs (for example, various arcs in FIG. 3) that connect between nodes with the possibility of unit transition. 20 step A5),
An allocation plan of units for realizing the train diagram by assigning an allocation number of zero or more units so as to satisfy a predetermined unit operation condition for each arc generated by the arc generation means (for example, unit allocation in FIG. 15) Assignment plan creation means (for example, step A7 in FIG. 20) for creating the plan data 605, FIG. 2),
As a program for causing the computer to function (for example, a unit allocation plan creation program 501 in FIG. 15).

As another invention,
A unit allocation plan creation device for deciding the number of units to be assigned to each station of each train of a given train diagram and creating the unit allocation plan for the train diagram ,
Processing for extracting arrival nodes and departure nodes representing arrivals and departures of each station of each train based on the train diagram, and initial detention representing detention at the initial detention station of each unit based on given unit initial arrangement conditions A process of setting a node and a final detention node representing the final detention station of each unit, and a stay indicating that a part or all of the train unit is detained at the station after each arrival node at the detainable station A node creation means (for example, CPU 10 in FIG. 15; step A5 in FIG. 20) that creates a node that represents an event of a unit related to train operation by performing a process of listing nodes;
Based on the train schedule, among the nodes created by the node creation means, an arc creation means for creating an arc connecting nodes that may have unit transitions (for example, the CPU 10 in FIG. 15; step A5 in FIG. 20). )When,
Allocation plan creation means for creating an allocation plan for units for realizing the train diagram by applying an allocation number of zero or more units so as to satisfy a predetermined unit operation condition for each arc created by the arc creation means ( For example, the CPU 10 in FIG. 15; step A7) in FIG.
A unit allocation plan creation device (for example, the unit allocation plan creation device 1 in FIG. 15) may be configured.

  According to the first aspect of the invention, the process of extracting the arrival node and the departure node, the process of setting the initial detention node and the final detention node, and the process of enumerating the staying nodes are performed, and the train operation is performed. A node representing the event of the unit is created. Moreover, the arc which connects between the nodes with the possibility of a unit transition among the created nodes is created based on a train diagram. Then, an allocation number of units equal to or greater than 0 is allocated to each of the created arcs so as to satisfy a predetermined unit operation condition, and an allocation plan for units realizing a train diagram is generated.

  By creating a node representing an event of a unit related to train operation and creating an arc connecting between nodes having a possibility of transition, it is possible to generate a network representing the transition of the unit. Then, based on the generated network, by assigning zero or more units to each arc so as to satisfy a predetermined unit operation condition, it is possible to create a unit assignment plan for realizing a train diagram. In addition, by introducing a stay node indicating that a part or all of a train unit is detained at a station, it is possible to create an allocation plan that takes into account the division and consolidation of trains at the station.

As a second invention, there is provided a program according to the first invention,
The expected number of users between the stations of each train of the train diagram (for example, the expected number of users 5055 in FIG. 17, FIG. 1) is given in advance.
The unit has a predetermined number of seats and / or seating capacity,
The allocation plan creation means
Provisional allocation plan creation means (for example, step A7 in FIG. 20) for creating a provisional assignment plan by assigning the number of allocations of zero or more units to each arc created by the arc creation means;
The number of seats and / or boarding capacity for the number of units allocated to the travel arc between stations represented by the arc between the departure node and the arrival node included in the provisional allocation plan, and the expected number of users between the stations An evaluation means (for example, step A9 in FIG. 20) for evaluating the provisional allocation plan by evaluating the difference between all the traveling arcs between stations;
A program for causing the computer to function may be configured such that a provisional allocation plan having the highest evaluation result by the evaluation unit is set as an allocation plan (for example, steps A11 to A19 in FIG. 20).

  According to the second aspect of the invention, the provisional assignment plan is created by assigning the assigned number of units of 0 or more to each created arc. And the number of seats and / or boarding capacity for the number of units allocated to the traveling arc between stations represented by the arc between the departure node and the arrival node included in the provisional allocation plan, and the expected number of users between the stations The provisional allocation plan is evaluated by evaluating the difference between all the traveling arcs between stations. The provisional allocation plan with the highest evaluation result is set as the allocation plan.

  The provisional allocation plan created as a provisional unit allocation plan is evaluated based on the number of seats and the number of passengers and the expected number of users, respectively, and the provisional allocation plan with the highest evaluation result is assigned to the final unit. By using the allocation plan, it is possible to create an allocation plan that best matches the user demand.

As a third invention, there is provided a program according to the second invention,
The evaluation means evaluates lower as the excess or deficiency of the expected number of users with respect to the number of seats and / or the number of passengers becomes larger, and the evaluation reduction rate when it is excessive than the evaluation reduction rate when it becomes insufficient A program for causing the computer to function may be configured so as to evaluate the traveling arc between stations (for example, the penalty function in FIG. 13).

  According to the third aspect of the invention, the evaluation is made lower as the excess or deficiency of the expected number of users with respect to the number of seats and / or the number of passengers becomes larger, and the evaluation when the evaluation is reduced more than the evaluation reduction rate when it becomes insufficient Evaluate the travel arc between stations by increasing the reduction rate. When the number of seats and passenger capacity is excessive, it is considered preferable to the case where the expected number of users is excessive, so the evaluation reduction rate in the former case is smaller than the evaluation reduction rate in the latter case. It was made to become.

A fourth invention is a program according to any one of the first to third inventions,
Whether or not trains can be divided and merged and whether or not they can be turned up and down are determined in advance as station conditions (for example, station attribute data 507 in FIG. 18),
The node creation means enumerates stagnant nodes according to the station conditions of each station,
The arc creating means creates a folded arc (for example, the folded arc in FIG. 3) according to the station conditions of each station.
As described above, a program for causing the computer to function may be configured.

  According to the fourth aspect of the invention, the staying nodes are listed according to the station conditions of each station, and the return arc is created according to the station conditions of each station. By creating the return arc, it is possible to create an allocation plan that takes account of the return of the unit at the station.

As a fifth invention, there is provided a program according to the fourth invention,
The allocation plan creation means is a destination node (for example, FIG. 14) created in association with a station in which a station condition is determined in which trains cannot be divided and merged and at least one of up and down can be turned back. For the landing node N1) and the originating node (for example, the controlling nodes N2 and N3 in FIG. 14), at least one of the arcs having the destination node as the original node is assigned an allocation number of 1 or more. 0 is assigned to the remaining arcs, and at least one of the arcs having the originating node as the destination node is assigned an allocation number of 1 or more, and 0 is assigned to the remaining arcs (for example, FIG. 14). A program for causing the computer to function as described above may be configured.

  According to the fifth aspect of the present invention, the arrival node and the departure node created in association with the station where the station condition is determined in which the train condition cannot be divided and merged and at least one of the up and down turn-around is possible. At least one of the arcs having the destination node as the original node is assigned one or more allocation numbers, the remaining arcs are assigned 0, and at most of the arcs having the source node as the destination node. Allocation numbers of 1 or more are allocated to only one arc, and 0 is allocated to the remaining arcs.

  At stations where trains cannot be split and merged, units cannot be added to trains or units cannot be reduced from trains. Therefore, for each of the set of arcs output from the destination node and the set of arcs input to the source node, at least one unit is assigned to at least one arc, and the number of units assigned to the remaining arcs is zero. Must do so. This realizes unit allocation in accordance with the so-called SOS1 (Special Ordered Sets of Type1) constraint.

  Hereinafter, an example of an embodiment suitable for the present invention will be described with reference to the drawings. However, embodiments to which the present invention is applicable are not limited to these.

1. Overview In the present embodiment, a plan for determining the number of train units (hereinafter referred to as “units”) that can independently travel in both directions independently for each train that operates according to a given train schedule (hereinafter referred to as “unit”). , Referred to as “unit allocation plan”).

  FIG. 1 is a diagram illustrating an example of a train diagram. In FIG. 1, the horizontal axis indicates time, the vertical axis indicates a station, and a train line of a temporary train indicated by a dotted line and a train line of a regular train indicated by a solid line. A train heading upward in the vertical axis is an upward train, and a train heading downward in the vertical axis is a downward train. A temporary train going down from A station to D station, a temporary train going up from D station to A station, a regular train going down from A station to D station, and a regular train going up from D station to A station A train streak of four trains is shown.

  In addition, the number of passengers expected to use the train (hereinafter referred to as “expected number of users”) is determined between the stations of each train. The expected number of users is predicted from traffic statistics such as OD data and metropolitan traffic census. The present embodiment is not characterized by this prediction, and the number of expected users is given in advance. If the expected number of users between stations of each train as shown in Fig. 1 is given, how many passengers can be efficiently transported for each train by assigning the number of units between the stations for each train? Is the purpose of the present embodiment.

  FIG. 2 is a diagram illustrating an example of a result when a unit allocation plan is actually created for the train diagram of FIG. In FIG. 2, for each of the four trains in FIG. 1, each unit assigned between the stations of the train is indicated by a thick solid line. The number of seats per unit was 10 seats. The number of seats means the number of people who can be seated. The total number of usable units (hereinafter referred to as “total number of units”) is 10 units, and the maximum number of units connectable to one train (hereinafter referred to as “maximum allocatable units”) is 4 units. .

  From this result, it can be seen that an appropriate number of units according to the expected number of users between the stations is allocated. However, the expected number of passengers between station B and station A of the up-bound regular train is 50, whereas the number of assigned units is 4 units (40 seats), and there are 10 seats. being insufficient. This is because the maximum number of applicable units is limited to four units.

  In addition, the expected number of users between station C and station D of the regular train going down is 30, while the number of assigned units is 2 units (20 seats). Is lacking 10 seats. This is because the total number of units is limited to 10 units, so that one unit is insufficient in relation to the number of units allocated to other trains.

2. Principle Next, the principle of creating a unit allocation plan will be described. In this embodiment, first, "nodes" representing the events of units related to train operation are listed, and a network is generated by connecting nodes that have unit transition possibilities with "arcs" that are directed edges. To do.

  FIG. 3 is an explanatory diagram of nodes and arcs constituting the network. In the present embodiment, a network is generated using five types of nodes and six types of arcs. Specifically, as nodes, "arrival nodes" representing events that each train arrived at the station, "departure nodes" representing events that each train departed from the station, and detention at the initial detention station of each unit " An “initial detention node”, a “final detention node” representing detention of each unit at the final detention station, and a “retention node” representing detention of each unit at the station are created.

  In addition, as the arc, “running arc” indicating that the train is running, “stop arc” indicating that the train is stopped at the station, and “station detention” indicating that the unit remains at the station “Arc”, “Addition arc” indicating that the unit is allocated to the train, “Decrease arc” indicating that the unit is separated from the train, and “Folding arc” indicating that the unit returns at the station are created.

  In the drawing, the arrival node is indicated as “arrival”, the departure node as “departure”, the initial detention node as “first”, the final detention node as “end”, and the retention node as “stagnation”. Further, the traveling arc and the stopping arc are indicated by a thin solid line, the station indwelling arc is indicated by a thick solid line, the augmented arc is indicated by a broken line, the reduced arc is indicated by a dotted line, and the turning arc is indicated by a one-dot chain line.

  The method of creating nodes and arcs differs depending on whether trains can be divided and merged at each station and whether or not they can be turned back. Specifically, a node and an arc are created for each of eight patterns given as a combination of whether or not division / merging is possible at each station and whether or not up / down loopback is possible.

  A node and arc creation method will be described in detail with reference to FIGS. 4 to 11. Here, a node and arc creation method when attention is paid to station B out of three stations from station A to station C. Will be described as an example. 4 to 11, the horizontal axis indicates time, and the vertical axis indicates a station.

(A) When division and merge are possible and turnaround is possible FIG. 4 is an explanatory diagram of a method of creating nodes and arcs when station B is capable of division and merge trains and can be turned back. First, in accordance with a given vehicle operation plan (unit initial placement plan), when an initial placement of a unit is performed at station B, an initial placement node is placed at the tip of station B. One dwell node (hereinafter referred to as “initial dwell node”) is arranged immediately after the initial detention node, and a station detention arc is drawn from the initial detention node to the initial detention node.

  Similarly, if a unit must be finally detained at station B according to a given vehicle operation plan, a final detention node is placed at the end of station B. Then, one staying node (hereinafter referred to as “final staying node”) is arranged immediately before the last staying node, and a station placement arc is drawn from the last staying node to the last staying node.

  Next, the arrival node and the departure node are extracted and arranged based on a given train schedule. Specifically, an arrival node and an origination node corresponding to each arrival and departure event at each station of each train defined as a train schedule are arranged. Then, according to the operation of the train, a traveling arc is drawn from the corresponding departure node to the arrival node, and a stop arc is drawn from the arrival node to the departure node immediately after the same station. It can be said that the travel arc between the stations represents a train streak, and the stop arc represents that the train stops at the station.

  In addition, one staying node is arranged between one arrival node and the departure node of a different train at the same station that is earliest after the arrival node. And the staying node of the same station is connected in order by the station detention arc. In addition, a build-up arc is drawn from the staying node at the same station to the next departure node, and a car-reduction arc is drawn from the arrival node at the same station to the next staying node.

  In addition, although the train can be turned back at the station B, the turning arc is not drawn exceptionally in the case of “(A) division and merging is possible and turning is possible”.

(B) When split-merge is possible and turn-up from ascending to descending is possible FIG. 5 shows a method for creating nodes and arcs when station B is capable of split-and-consolidate trains and can be turned back from ascending to descending. It is explanatory drawing of. In this case, in order to distinguish uplink and downlink, the staying node is divided into uplink and downlink.

  Specifically, an “upper staying node” as an upstream staying node and a “lower staying node” as a downstream staying node are arranged immediately after the initial detention node and immediately before the final detention node. In addition, when the destination node is a destination node of a down train with respect to one destination node, a lower residence node is set to 1 between the destination nodes of the same train that is earliest after the destination node. Place one. Similarly, when the arrival node is an arrival node of an upstream train, one upper staying node is arranged between different arrival train departure nodes at the same station after the arrival node.

  Then, the upper staying node connects the upper staying nodes to each other, and the lower staying node connects the lower staying nodes to each other in order by the station indwelling arc. Further, an additional arc is drawn from the upper staying node to the departure node of the upstream train, and an additional arc is drawn from the lower staying node to the departure node of the lower train. Similarly, a reduction arc is drawn from the arrival node of the up train to the upper staying node, and a reduction arc is drawn from the arrival node of the down train to the lower staying arc. Moreover, since only the return from the up to the down is possible, the return arc is drawn only from the arrival node of the up train to the departure node of the down train.

(C) When split-merge is possible and the return from the descending to the uplink is possible FIG. 6 shows a method of creating nodes and arcs when the station B is capable of split-consolidating the train and enabling the return from the descending to the ascending It is explanatory drawing of. This case is almost the same as “(B) When division and merging is possible and uplink from downlink is possible”. The difference is that only the return from the descending to the ascending is possible, and therefore the arc is drawn only from the arrival node of the descending train to the originating node of the ascending train.

(D) When division / consolidation is possible and turnaround is not possible FIG. 7 is an explanatory diagram of a method of creating nodes and arcs when station B is capable of division / consolidation of trains and cannot be turned over. This case is almost the same as “(B) When division and merging is possible and uplink from downlink is possible”. The difference is that the folding arc is not possible because the folding is impossible.

(E) Case where division / merging is not possible and return is possible FIG. 8 is an explanatory diagram of a method of creating nodes and arcs when station B cannot be divided and merged and can be turned back. In this case, no distinction is made between rising and falling stagnant arcs. In addition, since trains cannot be merged and merged, no stay nodes are listed other than the initial stay node and the last stay node.

  A station detention arc is drawn from the initial stay node to the last stay node. In addition, the addition arc is drawn from the initial staying node to all the departure nodes, and the vehicle reduction arc is drawn from all the arrival nodes to the final staying node. In addition, since it is possible to turn up and down and turn up and down, a return arc is drawn from the arrival node of the up train to the departure node of the down train and the up and down from the arrival node of the down train. A return arc is drawn to the departure node of the train.

(F) Case where split-merge is not possible and turn-up from ascending and descending is possible FIG. 9 shows a method of creating nodes and arcs when station B is unable to divide and merge trains and can be turned back from ascending to descending It is explanatory drawing of. This case is almost the same as “(E) When division and merging is impossible and folding is possible”. The difference is that only the return from the up train to the down train is possible, so that the return arc is drawn only from the arrival node of the up train to the departure node of the down train.

(G) When split-merge is not possible and turn-up from down is possible Figure 10 shows the nodes and arcs when station B cannot be split-merge and can turn up from down It is explanatory drawing of the creation method. This case is almost the same as “(E) When division and merging is impossible and folding is possible”. The difference is that only the return from the descending to the ascending is possible, and therefore the arc is drawn only from the arrival node of the descending train to the originating node of the ascending train.

(H) When division / merging is not possible and turnaround is not possible FIG. 11 is an explanatory diagram of a method of creating nodes and arcs when station B is unable to divide and merge trains and cannot turn back. At station B, neither split-merge nor turn-back is possible, so no stay nodes are listed other than the initial stay node and the last stay node. In addition, since the number of units does not change, no additional arc, reduced-arc, or turn-around arc is drawn.

  By enumerating nodes and arcs for all stations according to the above procedure, for example, a network as shown in FIG. 12 is completed. When the network is generated, the weight of each arc included in the network is determined. The arc weight represents the number of units assigned to the train. That is, determining the weight of each arc is equivalent to determining the number of units assigned to each train between the stations.

  Each traveling arc represents that the train travels between stations, and is synonymous with train streaks. As described above, the expected number of users is associated with each train line. In this embodiment, an evaluation value called a “penalty value” is calculated for each traveling arc (train line), and the sum of the penalty values of all the traveling arcs (hereinafter referred to as “total penalty value”) is minimized. Next, the weight of each arc is determined. The penalty value is calculated using a function called a penalty function, and the smaller the penalty value, the higher the evaluation of the traveling arc.

  FIG. 13 is a diagram illustrating an example of a penalty function. In FIG. 13, the horizontal axis positive direction represents the number of insufficient seats, the horizontal axis negative direction represents the number of excess seats, and the vertical axis represents the penalty value. The penalty function is a function having as a variable the difference between the expected number of users associated with the traveling arc and the number of seats that can be provided to the passenger with the weight (number of units) of the traveling arc, for example, as shown in FIG. It is expressed by such a linear function.

  One characteristic is that the slope of the penalty function when the expected number of users exceeds the number of seats (when there is a shortage of seats), when the number of seats exceeds the expected number of users (the number of seats becomes excessive) The slope of the penalty function in the case). In other words, the penalty function is defined so that the penalty value is higher when the expected number of users is excessive than when the expected number of users is insufficient (the evaluation of the traveling arc is lower). ing.

  By using such a penalty function, the user can focus on the penalty for not satisfying the user's demand (penalty for insufficient seats) rather than the penalty for driving the vehicle (penalty for excess seats). Evaluate according to demand. Another feature of the penalty function of the present embodiment is that evaluation that considers not only the penalty for not satisfying the user's demand but also the cost of the railway company (the penalty for driving the vehicle) can be realized. .

  In this embodiment, the weight of each arc is determined so as to satisfy the following constraints (1) to (7).

但し、「ｙ^total」はユニット総数であり、「ｗ_t」はアークｔの重み、「Ａ^start」は初期留置ノードと初期滞留ノードとを結ぶアークの集合、「Ａ^end」は最終滞留ノードと最終留置ノードとを結ぶアークの集合をそれぞれ示している。 (1) Total number of units Since the total number of units is determined in advance, the total number of units initially placed at the station must match the total number of units placed last at the station. Specifically, it is necessary to satisfy the following formula (1).

However, “y ^total ” is the total number of units, “w _t ” is the weight of the arc t, “A ^start ” is a set of arcs connecting the initial detention node and the initial stay node, and “A ^end ” is the last stay node. Each set of arcs connecting the final detention node is shown.

但し、「Ａⁱⁿ」はノードに入力するアークの集合、「Ａ^out」はノードから出力するアークの集合をそれぞれ示している。 (2) Flow Conservation Law For each node, the sum of the arc weights input to the node must match the sum of the arc weights output from the node. Specifically, it is necessary to satisfy the following expression (2).

However, “A ⁱⁿ ” indicates a set of arcs input to the node, and “A ^out ” indicates a set of arcs output from the node.

但し、「Ｕ^max」は１列車当たりの最大充当可能ユニット数、「Ａ^run」は走行アークの集合、「Ａ^stop」は停車アークの集合をそれぞれ示している。 (3) Maximum number of units per train The maximum number of units that can be allocated to trains (the maximum number of units that can be allocated) is determined between each station of each train. It cannot be assigned to a train. Specifically, it is necessary to satisfy the following expression (3).

However, “U ^max ” indicates the maximum number of applicable units per train, “A ^run ” indicates a set of traveling arcs, and “A ^stop ” indicates a set of stop arcs.

但し、「ｕ_t」は走行アークｔの最小充当ユニット数を示している。 (4) Minimum number of units per train The number of units (minimum allocation unit) that must be allocated to the train is determined in advance between each station of each train, and the number of units that does not satisfy this minimum allocation unit number Cannot be assigned to a train. Specifically, it is necessary to satisfy the following expression (4).

However, “u _t ” indicates the minimum number of allocation units of the traveling arc t.

但し、「ｙ^max」は最大留置可能ユニット数である。 (5) Maximum number of units detained at each station The number of units detained at each station does not exceed the upper limit of units detained at the station (hereinafter referred to as “the maximum number of detainable units”). It is necessary. Specifically, the following formula (5) needs to be satisfied for each staying node.

However, “y ^max ” is the maximum number of units that can be placed.

但し、「Ｚ₊」は整数、「Ａ^all」は全てのアークの集合をそれぞれ示している。 (6) Integer constraint Since the number of units is an integer, the weight of each arc must be an integer. Specifically, it is necessary to satisfy the following formula (6).

However, “Z ₊ ” represents an integer, and “A ^all ” represents a set of all arcs.

(7) SOS1 (Special Ordered Sets of Type1) constraint SOS1 constraint is that at most one of the arcs included in a set takes a positive value (whether all arc weights are 0, All arc weights other than one arc are 0). This SOS1 constraint is a set of arcs output from the destination node for the arrival node and the departure node that are created in association with a station that cannot be divided and merged and that can be turned up and / or down. And the set of arcs input to the source node. In the following description, the destination node and the source node subject to the SOS1 restriction are referred to as “stop node” and “control node”, respectively.

  FIG. 14 is a diagram for explaining the SOS1 constraint. Here, description will be made assuming that the station B is a station that cannot be divided and merged and can be turned back. For example, when attention is paid to the landing node N1, the landing node N1 outputs a total of four arcs of one stop arc, two return arcs, and one vehicle reduction arc. Thereby, for example, when the train arriving at the B station from the C station is composed of four units, it is possible to assign one unit to each of these four arcs.

  However, since station B is a station where trains cannot be divided and merged, the units cannot be separated. Therefore, 4 units must be assigned to only one of the 4 arcs, and the number of units assigned to the other arcs must be zero.

  Similarly, for example, for the firing nodes N2 and N3, any one of a total of three arcs including one stop arc, one additional arc, and one return arc input to these nodes. Only the number of units assigned to one arc has a positive value, and the number of units assigned to other arcs must be zero.

  The weights of the respective arcs determined so as to satisfy the constraints (1) to (7) above and to minimize the total sum of the penalty values of all the traveling arcs (total penalty value) are finally obtained. Unit allocation plan.

3. Embodiment Next, a unit allocation plan creation device 1 that is a device for creating a unit allocation ship plan according to the above-described principle will be described.

3-1. Configuration FIG. 15 is a block diagram showing a functional configuration of the unit allocation plan creation device 1. The unit allocation plan creation device 1 includes a CPU (Central Processing Unit) 10, an operation unit 20, a display unit 30, a communication unit 40, a hard disk 50, and a RAM (Random Access Memory) 60. The computer system is configured to be connected to each other so as to be capable of data communication.

  The CPU 10 is a processor that comprehensively controls each unit of the unit allocation plan creation device 1 according to a system program or the like stored in the hard disk 50. In particular, the CPU 10 performs unit allocation plan creation processing according to the unit allocation plan creation program 501 stored in the hard disk 50 to create a unit allocation plan, and causes the display unit 30 to display the created unit allocation plan.

  The operation unit 20 is an input device configured by, for example, a keyboard or a touch panel, and outputs a pressed key or icon signal to the CPU 10. Various data are input by the operation of the operation unit 20.

  The display unit 30 is configured by an LCD (Liquid Crystal Display) or the like, and is a display device that performs various displays based on a display signal input from the CPU 10. The display unit 30 displays a unit allocation plan created by the CPU 10.

  The communication unit 40 is a communication device for exchanging information used inside the device with the outside via a communication network such as the Internet based on the control of the CPU 10.

  The hard disk 50 is a storage device that reads and writes data using a magnetic head or the like, and stores programs, data, and the like for realizing various functions provided in the unit allocation plan creation device 1. In the hard disk 50, for example, a unit allocation plan creation program 501, which is read by the CPU 10 and executed as unit allocation plan creation processing (see FIG. 20), train diagram data 503, train-to-station data 505, and station attributes Data 507 and vehicle operation plan data 509 are stored.

  The unit allocation plan creation process is a process in which the CPU 10 creates a provisional unit allocation plan that is a provisional unit allocation plan and calculates a total penalty value that is the sum of penalty values set for each arc a predetermined number of times. This is a process of repeatedly executing (for example, “100 times”) and outputting a provisional unit allocation plan having the smallest total penalty value as a final unit allocation plan. The unit allocation plan creation process will be described later in detail using a flowchart.

  FIG. 16 is a diagram illustrating an example of a data configuration of the train diagram data 503. In the train schedule data 503, a train number 5031, a train type 5032, an up / down identification 5033, a station 5034, an arrival time 5035, and a departure time 5036 are stored in association with each other.

  The train number 5031 is a number for uniquely identifying each train. The train type 5032 indicates whether the train is a special train or a regular train, and “temporary” or “regular” is stored. The up / down identification 5033 indicates whether the train is an up or down train, and “up” or “down” is stored.

  A station 5034 indicates a station where a train arrives and stores a station name. Arrival time 5035 is the time when the train arrives at the station. When the train is the first train from the station, “first train” is stored. The departure time 5036 is the time when the train departs from the station. If the train is a terminal train to the station, “end” is stored.

  In FIG. 16, for example, a train T1 is a temporary temporary train that has A station as a starting station and D station as a terminal station. Train T1 departs from station A at “7:30” and arrives at station B at “7:45”. Then, the station B departs at “7:47” and arrives at the station C at “8:05”. Then, the station C departs at “8:08” and arrives at the station D at “8:20”.

  In the unit allocation plan creation process, the CPU 10 performs a process of extracting the arrival node and the departure node of each station of each train based on the data content of the train diagram data 503. And based on these data contents, a network is produced | generated by creating the travel arc and stop arc which connect between the arrival and departure nodes.

  FIG. 17 is a diagram illustrating an example of a data configuration of the inter-train station data 505. In the train-to-station data 505, a train number 5051, an inter-station 5052, a minimum applicable unit number 5053, a maximum applicable unit number 5054, and an expected user number 5055 are stored in association with each other.

  The train number 5051 corresponds to the train number 5031 of the train diagram data 503 in FIG. Inter-station 5052 indicates the distance between stations where the train travels. The minimum allocation unit number 5053 is a minimum unit number that must be allocated between the stations of the train. In addition, when the said train is a temporary train, the minimum allocation unit number 5053 is not set.

  The maximum allocatable unit number 5054 is the maximum number of units that can be allocated between the stations of the train. The maximum allocatable unit number 5054 is set according to the platform length (home length) of each station where the train stops. The expected number of users 5055 is the number of passengers expected to use the train between the stations. The expected number of users 5055 is data calculated in advance from OD data, for example.

  In FIG. 17, for example, the minimum applicable unit number between stations A and B of the regular train T3 is “2”, and the maximum applicable unit number between the stations is “4”. The expected number of users between the stations is “30”.

  In the unit allocation plan creation processing, the CPU 10 generates penalty value setting data 601 shown in FIG. 19 based on the data contents of the train diagram data 503 and the train station data 505 and stores it in the RAM 60.

  FIG. 18 is a diagram illustrating an example of a data configuration of the station attribute data 507. The station attribute data 507 stores, for each station 5071, whether or not trains can be divided and merged at that station 5072 and whether or not upper and lower loopbacks 5073 are associated with each other. For example, station C is a station that can divide and merge trains, and can be turned up and down, but cannot be turned up and down.

  The vehicle operation plan data 509 is data about a vehicle operation plan, and stores, for example, data about a train to be detained first and a train to be detained last for each station.

  In the unit allocation plan creation process, the CPU 10 performs a process for setting an initial detention node and a final detention node and a process for enumerating retention nodes based on the data contents of the station attribute data 507 and the vehicle operation plan data 509. And based on these data contents, a network is produced | generated by creating the station detention arc, the addition arc, the vehicle reduction arc, and the turning arc which connect between nodes.

  The RAM 60 is a readable / writable volatile storage device, and forms a work area for temporarily storing a system program executed by the CPU 10, various processing programs, data being processed in various processing, processing results, and the like. For example, penalty value setting data 601, network data 603, unit allocation plan data 605, and total penalty value data 607 are stored in the RAM 60.

  FIG. 19 is a diagram showing an example of the data configuration of penalty value setting data 601. As shown in FIG. In the penalty value setting data 601, a train number 6011, a distance between stations 6012, the expected number of users 6013, the number of candidate units 6014, and a penalty value 6015 are stored in association with each other.

  The train number 6011, the inter-station 6012, and the expected number of users 6013 respectively correspond to the train number 5051, the inter-station 5052, and the expected number of users 5055 in the train-to-station data 505 in FIG. The candidate unit number 6014 is a candidate for the number of units to be allocated to the train between the stations. In the train-to-station data 505, the number of units included in the numerical range from the minimum applicable unit number 5053 to the maximum applicable unit number 5054 is the candidate unit number 6014. It can be said that the candidate unit number 6014 is a candidate for a weight to be assigned to each traveling arc.

  The penalty value 6015 is an evaluation value calculated according to the penalty function of FIG. 13 using the number of seats that can be provided to the passenger with the number of candidate units 6014 and the expected number of users 6013. The penalty value 6015 is an index value for determining the validity of the assignment when the number of candidate units is assigned to the traveling arc as a weight.

  For example, between the stations C to B of the regular train T4, the minimum applicable unit number 5053 is set to “1” and the maximum applicable unit number 5054 is set to “4” in the train-to-station data 505 in FIG. Therefore, the candidate unit number 6014 is a value included in the numerical range of “1 to 4”.

  Further, the expected number of users between the stations is 30, and when the number of candidate units is “1” and “2”, there are 20 seats and 10 seats respectively, so according to the penalty function of FIG. , “20” and “10” are set as penalty values, respectively. However, the number of seats per unit is ten.

  When the number of candidate units is “3”, seats are allocated to passengers without excess or deficiency, so the minimum “0” is set as the penalty value, and when the number of candidate units is “4” Since there are more than 10 seats, a small value “0.1” is set as the penalty value.

  The network data 603 is data related to the network as shown in FIG. 12, for example. In the unit allocation plan creation process, the CPU 10 generates a network composed of nodes and arcs according to the principle described above and stores it in the network data 603.

  The unit allocation plan data 605 is a unit allocation plan having the smallest total penalty value and is finally output as unit allocation plan data, and is updated by the CPU 10 in the unit allocation plan creation process.

  The total penalty value data 607 is the sum of penalty values set for all traveling arcs of the unit allocation plan stored in the unit allocation plan data 605, and is updated by the CPU 10 in the unit allocation plan creation process.

3-2. FIG. 20 is a flowchart of unit allocation plan creation processing executed in the unit allocation plan creation device 1 by reading and executing the unit allocation plan creation program 501 stored in the hard disk 50 by the CPU 10. It is a flowchart which shows.

  First, the CPU 10 performs initial setting (step A1). Specifically, train diagram data 503, train-to-station data 505, station attribute data 507, and vehicle operation plan data 509 input by the user via the operation unit 20 are stored in the hard disk 50, respectively.

  Next, the CPU 10 generates penalty value setting data 601 using the train diagram data 503 and the train station data 505 stored in the hard disk 50, and stores them in the RAM 60 (step A3).

  Thereafter, the CPU 10 performs network generation processing for generating a network according to the above-described principle, and stores the generated network data as network data 603 in the RAM 60 (step A5). Then, the CPU 10 performs a provisional unit allocation plan creation process (step A7).

FIG. 21 is a flowchart showing the flow of provisional unit allocation plan creation processing.
First, the CPU 10 initializes all arc weights in the network stored in the network data 603 of the RAM 60 (step B1). And CPU10 performs the process of the loop A about each node contained in a network (step B3-B23).

  In the process of loop A, the CPU 10 determines whether or not the node is a landing node (step B5). If it is determined that the node is a landing node (step B5; Yes), other than the node One arc is selected from the arcs output from the node in consideration of the weight of the arc input / output to / from the node (step B7).

  Thereafter, the CPU 10 sets the sum of the weights of all the arcs input to the node for the arc selected in step B7 (step B9), and the weights of all the arcs output from the node other than the selected arc. Is set to “0” (step B11). These are processes based on the SOS1 constraint. Then, the CPU 10 shifts the processing to the next node.

  On the other hand, when it is determined in step B5 that the node is not a landing node (step B5; No), the CPU 10 determines whether or not the node is a firing node (step B13). When it is determined that the node is a firing node (step B13; Yes), the CPU 10 considers the weight of the arc input / output to / from other nodes other than the node, and from among the arcs input to the node. One arc is selected (step B15).

  Thereafter, the CPU 10 sets a sum of weights of arcs output from the node to the arc selected in step B15 (step B17), and sets all arc weights input to the node other than the selected arc to “ 0 "(step B19). These are also processes based on the SOS1 constraint. Then, the CPU 10 shifts the processing to the next node.

  Further, when it is determined in step B13 that the node is not a firing node (step B13; No), the CPU 10 satisfies the flow rate conservation law while taking into account the weights of arcs input to and output from other nodes. The arc output from the node and the arc weight input to the node are set (step B21). Then, the CPU 10 shifts the processing to the next node.

  After performing the processing of Steps B5 to B21 for all the nodes, the CPU 10 ends the processing of Loop A (Step B23). Thereafter, the CPU 10 determines whether or not other constraint conditions other than the SOS1 constraint and the flow rate conservation rule are satisfied (step B25), and if it is determined that there is an unsatisfied constraint condition (step B25; No) ), And returns to Step B1.

  If it is determined in step B25 that all the constraints are satisfied (step B25; Yes), the set weight of each arc is set as a provisional unit allocation plan (step B27). Then, the CPU 10 ends the provisional unit allocation plan creation process.

  Returning to the unit allocation plan creation processing of FIG. 20, after performing the provisional unit allocation plan creation processing, the CPU 10 uses the penalty value 6015 stored in the penalty value setting data 601 of the RAM 60 to determine the provisional unit allocation plan. A total penalty value is calculated (step A9). That is, the total penalty value is obtained by adding the penalty values of all the traveling arcs included in the provisional unit allocation plan.

  Thereafter, the CPU 10 determines whether or not the calculated total penalty value is smaller than the total penalty value stored in the total penalty value data 607 of the RAM 60 (step A11), and is greater than or equal to the stored total penalty value. If it is determined that there is (step A11; No), the process proceeds to step A17.

  If it is determined in step A11 that the total penalty value is smaller than the stored total penalty value (step A11; Yes), the CPU 10 uses the provisional unit assignment plan created in the provisional unit assignment plan creation process as a unit assignment plan. The unit allocation plan data 605 is updated (step A13). Further, the total penalty value data 607 is updated with the total penalty value calculated in step A9 (step A15).

  Next, the CPU 10 determines whether or not the provisional unit allocation plan has been created a predetermined number of times (for example, “100 times”) (step A17). If it is determined that the provisional unit allocation plan has not yet been executed (step A17; No). Return to step A7. If it is determined that the predetermined number of times has been executed (step A17; Yes), the unit allocation plan stored in the unit allocation plan data 605 of the RAM 60 is displayed on the display unit 30 (step A19), and then the unit allocation plan is displayed. Finish the creation process.

4). According to the present embodiment, the process of extracting the arrival node and the departure node according to the train schedule, the process of setting the initial detention node and the final detention node according to the vehicle operation plan, and the process of listing the detention nodes according to the station attributes Is performed, and a node representing an event of a unit related to train operation is created. Moreover, based on the train schedule and the station attribute, an arc is created that connects between nodes that have a possibility of unit transition among the created nodes. Each of the created arcs satisfies a predetermined constraint condition and is assigned a number of assigned units of 0 or more so that the total sum of penalty values of each traveling arc is minimized, thereby realizing a train diagram. An allocation plan is created.

  By creating a node representing an event of a unit related to train operation and creating an arc connecting between nodes having a possibility of transition, a network representing the transition of the unit can be created. Based on the created network, the unit allocation plan that realizes the train diagram by allocating zero or more units so that the predetermined constraint condition is satisfied and the total sum of penalty values of each traveling arc is minimized. Can be created. In addition, in the present embodiment, by introducing a stay node indicating that a part or all of a train unit is detained at a station, it is possible to realize creation of an appropriate allocation plan in consideration of division and consolidation of trains at the station. .

  The penalty value is calculated based on a penalty function with the difference between the number of seats of the unit and the expected number of users as a variable. The penalty function is determined in advance so that the penalty value is larger (the evaluation is lower) when the expected number of users is excessive than when the expected number of users is insufficient. This is because the case with an excessive number of seats is considered preferable to the case with an excessive number of expected users, so the former case has a higher evaluation than the latter case. It is.

  Further, in the present embodiment, with respect to the arrival node and the departure node that are created in association with a station where station division is not possible and at least one of uplink and downlink is possible, the station condition is determined. At most one of the arcs having the destination node as the original node is assigned an allocation number of 1 or more, 0 is assigned to the remaining arcs, and at most one of the arcs having the source node as the destination node. An allocation number of 1 or more is allocated to only the arc, and 0 is allocated to the remaining arc.

  At stations where trains cannot be split and merged, units cannot be allocated to trains or units cannot be separated from trains. Therefore, for each of a set of arcs output from a certain destination node and a set of arcs input to a certain source node, at least one unit is allocated to at most one arc, and the number of units allocated to the remaining arcs is zero. It must be made to become. This realizes unit allocation in accordance with the so-called SOS1 constraint.

5). Modified example 5-1. Unit Allocation Plan Creation Device In the above-described embodiment, the unit allocation plan creation device has been described as an apparatus that outputs the created unit allocation plan as a final unit allocation plan. However, depending on the usage, there may be a case where a final unit allocation plan is obtained by further fine-tuning manually based on the unit allocation plan created by the unit allocation plan creation device. In this case, the unit allocation plan creation device is a device that supports the creation of the unit allocation plan (unit allocation plan creation support device), but even a supporting device is a type of unit allocation plan creation device. It can be said that it is one embodiment of the invention.

5-2. Passenger capacity In the above-described embodiment, it has been described that the number of seats is predetermined for each unit. However, in addition to the number of seats or instead of the number of seats, it is also possible to determine the passenger capacity in advance. Good. When both the number of seats and the number of passengers are predetermined, for example, the difference between the number of seats and the expected number of users is the first variable, and the difference between the number of passengers and the expected number of users is the second variable. A penalty function to be defined is defined, and the unit allocation plan may be determined so as to minimize the total sum of penalty values of each traveling arc calculated from the penalty function.

  In addition, when only the boarding capacity is determined in advance, a penalty function is defined with the difference between the boarding capacity and the expected number of users as a variable, and the sum of the penalty values of each traveling arc calculated from this penalty function is minimized. The unit allocation plan is determined as follows. In any case, as the excess or deficiency of the expected number of users increases, the penalty value increases (evaluation becomes lower), and the increase in the penalty value when the expected number of users becomes excessive is the expected number of users. It is preferable to set the penalty function so as to be larger than the increment of the penalty value when the value becomes insufficient.

5-3. Penalty Function In the above-described embodiment, the penalty value is calculated using a penalty function represented by a linear function as shown in FIG. 13. However, the slope of this linear function can be changed appropriately. It is. Moreover, it is good also as expressing a penalty function not with a linear function but with a function more than a quadratic function.

The figure which shows an example of a train schedule and the number of expected users. The figure which shows an example of a unit allocation plan. Explanatory drawing of a node and an arc. Explanatory drawing of the creation method of a node and an arc. Explanatory drawing of the creation method of a node and an arc. Explanatory drawing of the creation method of a node and an arc. Explanatory drawing of the creation method of a node and an arc. Explanatory drawing of the creation method of a node and an arc. Explanatory drawing of the creation method of a node and an arc. Explanatory drawing of the creation method of a node and an arc. Explanatory drawing of the creation method of a node and an arc. The figure which shows an example of a network. The figure which shows an example of a penalty function. Explanatory drawing of SOS1 restrictions. The block diagram which shows the function structure of a unit allocation plan preparation apparatus. The figure which shows an example of a data structure of train schedule data. The figure which shows an example of a data structure of the data between train stations. The figure which shows an example of a data structure of station attribute data. The figure which shows an example of a data structure of penalty value setting data. The flowchart which shows the flow of a unit allocation plan creation process. The flowchart which shows the flow of a provisional unit allocation plan creation process.

Explanation of symbols

1 Unit allocation plan creation device 10 CPU
DESCRIPTION OF SYMBOLS 20 Operation part 30 Display part 40 Communication part 50 Hard disk 501 Unit allocation plan preparation program 503 Train diagram data 505 Train inter-station data 507 Station attribute data 509 Vehicle operation plan data 60 RAM
601 Penalty value setting data 603 Network data 605 Unit allocation plan data 607 Total penalty value data 70 Bus

Claims (6)

A program for determining the number of units to be assigned to each station of each train of a given train diagram and creating an allocation plan for the units for the train diagram. And
Processing for extracting arrival nodes and departure nodes representing arrivals and departures of each station of each train based on the train diagram, and initial detention representing detention at the initial detention station of each unit based on given unit initial arrangement conditions A process of setting a node and a final detention node representing the final detention station of each unit, and a stay indicating that a part or all of the train unit is detained at the station after each arrival node at the detainable station A node creation means for performing a process of enumerating nodes and creating a node representing an event of a unit related to train operation;
Based on the train diagram, among the nodes created by the node creation means, an arc creation means for creating an arc connecting between nodes that may have unit transitions;
Allocation plan creation means for creating an allocation plan for units for realizing the train diagram by applying an allocation number of zero or more units so as to satisfy a predetermined unit operation condition for each arc created by the arc creation means,
A program for causing the computer to function as The expected number of users between each station of each train of the train diagram is given in advance,
The unit has a predetermined number of seats and / or seating capacity,
The allocation plan creation means
Provisional allocation plan creation means for creating a provisional allocation plan by assigning the number of allocations of zero or more units to each arc created by the arc creation means;
The number of seats and / or boarding capacity for the number of units allocated to the travel arc between stations represented by the arc between the departure node and the arrival node included in the provisional allocation plan, and the expected number of users between the stations An evaluation means for evaluating the provisional allocation plan by evaluating the difference between all the travel arcs between stations,
The program according to claim 1, wherein the computer is caused to function so that a provisional allocation plan having the highest evaluation result by the evaluation unit is an allocation plan.   The evaluation means evaluates lower as the excess or deficiency of the expected number of users with respect to the number of seats and / or the number of passengers becomes larger, and the evaluation reduction rate when the evaluation is excessive than the evaluation reduction rate when it becomes insufficient The program according to claim 2 for causing the computer to function so as to evaluate the traveling arc between stations with a larger value. For each station, whether or not trains can be divided and merged and whether or not they can be turned up and down are predetermined as station conditions.
The node creation means enumerates stagnant nodes according to the station conditions of each station,
The arc creating means creates a folded arc according to the station conditions for each station.
The program according to any one of claims 1 to 3, for causing the computer to function as described above.   For the arrival node and the departure node created by the allocation plan creation means in association with a station where station division is possible, and train conditions that allow at least one of uplink and downlink are possible, At most one of the arcs with the destination node as the original node is assigned an allocation number of 1 or more, 0 is assigned to the remaining arcs, and at most one of the arcs with the source node as the destination node The program according to claim 4, wherein the computer is caused to function so as to allocate an allocation number of 1 or more only to arcs and 0 to the remaining arcs. A unit allocation plan creation device for deciding the number of units to be assigned to each station of each train of a given train diagram and creating the unit allocation plan for the train diagram ,
Processing for extracting arrival nodes and departure nodes representing arrivals and departures of each station of each train based on the train diagram, and initial detention representing detention at the initial detention station of each unit based on given unit initial arrangement conditions A process of setting a node and a final detention node representing the final detention station of each unit, and a stay indicating that a part or all of the train unit is detained at the station after each arrival node at the detainable station Node creating means for performing node enumeration processing and creating a node representing an event of a unit related to train operation;
Based on the train diagram, out of the nodes created by the node creation means, an arc creation means for creating an arc connecting between nodes that may have unit transitions;
Allocation plan creation means for creating an allocation plan for units that realize the train schedule by assigning an allocation number of zero or more units so as to satisfy a predetermined unit operation condition for each arc created by the arc creation means; ,
A unit allocation plan creation device.

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