JP2019117427A - Crew vehicle allocation device, crew allocation method and crew allocation program - Google Patents

Abstract

To provide a crew allocation device, a crew allocation method and a crew allocation program, capable of automatically allocating a crew appropriate for an operation service, taking into consideration a difficulty of the operation service and a level of a crew.SOLUTION: This embodiment is configured to: (1) acquire a route number or an order acceptance number associated to an operation difficulty included in a crew allocation master, from special-service regular-service operation command data; (2) acquire a crew code associated to a crew level included in the crew allocation master, from a crew master; and (3) allocate a crew identified by the acquired crew code to an operation service specified by the acquired route number or order acceptance number.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a crew assignment device, a crew assignment method, and a crew assignment program.

  Patent Document 1 includes "name of agency, name of agency driver, gender, accompanying car number, driving calendar, type of license (large license, gold license etc.), driving experience (left steering wheel, large car, manual car) , And PR points etc., a method is disclosed for the user after drinking to select a driving agency (see paragraph 0035, etc.).

JP, 2009-42853, A

  As described above, in the case of selecting an appropriate driver or crew, the fields such as the transportation industry and the passenger industry have conventionally had the following problems.

  That is, in the field of the transport industry, the passenger industry, etc., the degree of difficulty (the degree of difficulty calculated based on the ratio of expressways, complaints from business partners, etc.) of the operation flight is considered for a certain operation flight. It is necessary to assign appropriate crew members. For example, it is necessary to assign high-skilled crew members to flights with high difficulty.

  However, the method of assignment depends on the intuition and experience of the dispatch person, so the burden on the dispatch person is large, and there is a problem that smooth operation will be interrupted when the dispatch person is absent. there were.

  The present invention has been made in view of the above problems, and is a crew assignment device capable of automatically assigning a suitable crew member to a flight based on the difficulty of the flight and the level of the crew. The purpose is to provide a crew assignment method and a crew assignment program.

  In order to solve the problems described above and achieve the object, a crew assignment apparatus according to the present invention is a crew assignment apparatus including a control unit and a storage unit, and the storage unit is used to identify an operation flight. Allocation data used for allocation of crews who operate, including flight identification data which is data and operation difficulty level identification data for identifying the degree of difficulty of operation, and crew level for identifying the level of the crew operation A crew assignment master including identification data and operation difficulty level identification data, and a crew master including crew identification data for identifying a crew and crew level identification data are stored, and the control unit is configured to Flight acquisition means for acquiring flight identification data associated with the operation difficulty level identification data included in the crew assignment master from the flight data, and from the crew master, The crew acquisition means for acquiring the crew identification data associated with the crew level identification data included in the staff allocation master, and the crew acquisition for the flight specified by the flight identification data acquired by the flight acquisition means And a crew assignment means for assigning a crew specified by the crew identification data acquired by the means.

  In the crew assignment device according to the present invention, the crew master further includes an attendance flag including a attendance enabled category indicating that the crew can attend the work and an attendance impossible category indicating that the crew can not attend the work. The storage unit further stores working time data including crew identification data and working time of the crew, and working condition data including predetermined conditions for working time, and the crew acquiring means includes: An attendance flag associated with the crew identification data acquired by the crew acquisition unit is acquired from the crew master, and the control unit acquires the crew identification data and string acquired by the crew acquisition unit from the attendance time data. The crew allocation means is further provided with an attendance time acquisition means for acquiring an attendance time, and the crew assignment means is configured to have the attendance flag acquired by the crew acquisition means ahead. An attendance possible category and the Time said Time time obtained by the time obtaining means, the Time when condition data meets the predetermined condition included in, by performing the allocation, and wherein.

  Further, in the crew assignment device according to the present invention, the crew assignment master further includes a crew assignment order indicating the priority of the assignment, and the flight acquisition means and the crew acquisition means further comprise the higher order crew assignment order The acquisition is performed in order from the operation difficulty level identification data and the crew level identification data included in the tied crew assignment master.

  In the crew assignment device according to the present invention, the crew assignment identification data, which means that the level is higher, or the operation difficulty identification data, which means that the difficulty is higher, in the crew assignment master It is characterized in that a higher order of the crew assignment order is set.

  In the crew assignment device according to the present invention, the crew assignment identification data which means that the level is lower in the crew assignment master or the operation difficulty identification data which means that the difficulty is lower is more It is characterized in that a higher order of the crew assignment order is set.

  Further, in the crew assignment device according to the present invention, the assignment data further includes vehicle condition condition identification data for identifying a vehicle condition necessary for operation, and the flight attendant master identifies a type of driver's license The flight acquisition means further includes acquisition of vehicle condition condition identification data associated with the flight identification data acquired by the flight acquisition means from the assignment data, and the crew acquisition means includes Acquiring license identification data associated with the crew identification data acquired by the crew acquisition unit from the crew master, and the crew allocation unit is identified by the vehicle condition identification data acquired by the flight acquisition unit The assignment is performed when it is possible to operate the vehicle of the vehicle model by the license specified by the license identification data acquired by the crew acquisition means.

  Further, in the crew assignment apparatus according to the present invention, the crew master further includes vehicle identification data for identifying a vehicle, and the storage unit includes vehicle identification data for identifying the vehicle identification data and the vehicle classification. And the crew acquisition means acquires from the crew master vehicle identification data associated with the crew identification data acquired by the crew acquisition means, and the control unit The system further comprises car rating acquisition means for acquiring car identification data linked with the car identification data acquired by the crew acquisition means from the vehicle master, and the crew allocation means may acquire the car identification data acquired by the car acquisition means If the vehicle identified by the vehicle identification data is the same as the vehicle identified by the vehicle condition identification data acquired by the flight acquisition unit, the crew acquisition unit acquires the vehicle identification Performing the allocation of the vehicle identified by the vehicle identification data, and wherein.

  Also, in the crew assignment device according to the present invention, the flight identification data is at least at least one of route identification data, which is data for identifying a route of a regular flight, and order identification data, which is data for identifying a special order. It is characterized in that it is one of the data.

  The crew assignment method according to the present invention is a crew assignment method executed by an information processing apparatus including a control unit and a storage unit, and the storage unit is a flight identification that is data for identifying an operation flight. Allocation data used for assignment of crews to operate including data and operation difficulty level identification data for identifying the degree of difficulty of operation, crew level identification data for identifying the level of operation of crew and operation difficulty A data for allocation, which is stored in a crew assignment master including degree identification data, a crew master including crew identification data for identifying a crew and crew level identification data, and executed by the control unit A flight acquisition step for acquiring flight identification data associated with the operation difficulty level identification data included in the crew assignment master, and The crew acquisition step for acquiring the crew identification data associated with the crew level identification data included in the staff allocation master, and the crew acquisition for the flight specified by the flight identification data acquired in the flight acquisition step And a crew assignment step for assigning a crew specified by the crew identification data acquired in the step.

  Further, a crew assignment program according to the present invention is a crew assignment program to be executed by an information processing apparatus including a control unit and a storage unit, and the storage unit is data for identifying an operation flight. Assignment data used for assignment of crews for operation, including identification data and operation difficulty level identification data for identifying the degree of difficulty of operation, crew level identification data and operations for identifying the level of operation of the crew A crew assignment master including difficulty level identification data, and a crew master including crew identification data for identifying a crew and crew level identification data are stored, and the allocation for causing the control unit to execute A flight acquisition step of acquiring flight identification data associated with the operation difficulty level identification data included in the crew assignment master from the flight data; For a flight identified by the flight identification data acquired in the flight acquisition step, a crew acquisition step of acquiring the crew identification data associated with the crew level identification data included in the crew assignment master from the crew master, And a crew assignment step for assigning a crew identified by the crew identification data acquired in the crew acquisition step.

  According to the present invention, it is possible to automatically allocate an appropriate crew member to an operating flight in consideration of the difficulty of the operating flight and the level of the crew.

FIG. 1 is a block diagram showing an example of the configuration of an information processing apparatus. FIG. 2 is an image diagram showing an outline of crew assignment and vehicle assignment. FIG. 3 is a diagram showing an example of how to generate special flight regular flight operation instruction data. FIG. 4 is a view showing an example of the data configuration in the master required to perform crew assignment and vehicle assignment. FIG. 5 is a diagram showing an example of the assignment result. FIG. 6 is a diagram showing an example of a process flow of crew assignment. FIG. 7 is a diagram showing an example of a processing flow of vehicle allocation. FIG. 8 is a diagram showing an example of the data configuration in the master that is required to acquire the operation difficulty level. FIG. 9 is a diagram illustrating an example of input of specific data. FIG. 10 is a diagram showing an example of a score list acquired based on the input specific data. FIG. 11 is a diagram showing an example of a score ratio calculated based on the total value of the acquired score list and an operation difficulty level corresponding to the score ratio. FIG. 12 is a diagram showing an example of display of the acquired operation difficulty level.

  Hereinafter, embodiments of a crew assignment apparatus, a crew assignment method, and a crew assignment program according to the present invention will be described in detail based on the drawings. The present invention is not limited by the present embodiment.

[1. Overview]
In the field of transportation and passenger business, the dispatching task of assigning crews to a certain job often relies on the experience of the dispatch staff. In this case, there is a problem that work load is concentrated on some of the dispatch personnel, or smooth operation is interrupted when the dispatch personnel are absent. For this reason, there has been a demand for a method that can perform the assignment without relying on the experience of the person in charge of dispatch by enabling the assignment automatically (automatic assignment).

  Therefore, in the present embodiment, for example, the license of the crew and the operation level (the operation level is judged by the years of experience of the crew, the degree of satisfaction of the shipper, etc.) and the work difficulty level (the task difficulty is the difficulty of the operation route Judging from the degree and the frequency of complaints from the shipper, etc.) and based on the priority assigned by the “crew assignment order master”, the dispatch operation of assigning crews to the operation route that has received the order I was able to do it automatically.

  Further, in the present embodiment, for example, automatic assignment can also be performed in consideration of the attendance time and vacation time of the crew. In the transport industry, eliminating the long working hours of crew members is an urgent issue, but it is possible to equalize the load among the crew members by performing automatic assignment, and the automatic assignment in advance makes it possible. It is also possible to perform an operation such as receiving orders while simulating the load of the crew and checking the load status of the crew.

  And in this embodiment, the quality of operation can also be raised by, for example, setting the degree of difficulty of work and the operation level of the crew to appropriate values. The specific configuration and operation will be described below.

[2. Constitution]
An exemplary configuration of the information processing apparatus 100 including the present invention will be described with reference to FIG. FIG. 1 is a block diagram showing an example of the configuration of the information processing apparatus 100. As shown in FIG.

  The information processing apparatus 100 is a commercially available desktop personal computer. The information processing apparatus 100 is not limited to a stationary information processing apparatus such as a desktop personal computer, and may be a portable personal computer such as a commercially available notebook personal computer, a PDA (Personal Digital Assistants), a smartphone, and a tablet personal computer. It may be an information processing apparatus.

  The information processing apparatus 100 includes a control unit 102, a communication interface unit 104, a storage unit 106, and an input / output interface unit 108. The units included in the information processing apparatus 100 are communicably connected via an arbitrary communication path.

  The communication interface unit 104 communicably connects the information processing apparatus 100 to the network 300 via a communication device such as a router and a wired or wireless communication line such as a dedicated line. The communication interface unit 104 has a function of communicating data with another device via a communication line. Here, the network 300 has a function of communicably connecting the information processing apparatus 100 and the server 200, and is, for example, the Internet, a local area network (LAN), or the like. Note that data of various masters and the like described later may be stored in the server 200, for example.

  An input device 112 and an output device 114 are connected to the input / output interface unit 108. For the output device 114, in addition to a monitor (including a home television), a speaker or a printer can be used. The input device 112 can be a keyboard, a mouse, a microphone, and a monitor that implements a pointing device function in cooperation with the mouse. Hereinafter, the output device 114 may be described as the monitor 114, and the input device 112 may be described as the keyboard 112 or the mouse 112.

  The storage unit 106 stores various databases, tables, files, and the like. The storage unit 106 stores a computer program for giving instructions to a central processing unit (CPU) in cooperation with an operating system (OS) to perform various processes. As the storage unit 106, for example, a memory device such as a random access memory (RAM) or a read only memory (ROM), a fixed disk device such as a hard disk, a flexible disk, an optical disk or the like can be used.

  The storage unit 106 allocates, for example, the route master 106a, regular flight operation instruction data 106b as regular flight allocation source data, order reception data 106c, special service operation instruction data 106d as special delivery source data, and Special flight regular flight operation instruction data 106e as data for the flight, crew assignment master 106f, vehicle assignment master 106g, vehicle master 106h, crew master 106i, assignment result data 106j, attendance time data 106k, attendance condition Data 106m, a shipper master 106n as a specific difficulty master, a departure point master 106p as a specific difficulty master, an item name master 106q as a specific difficulty master, and a collection and distribution rank master 106r by distance as a specific difficulty master And delivery and distribution rank score master 106s as a score master And it includes a difficulty master 106t as operating difficulty master, and element master 106U, a.

  Here, stool identification data in the present embodiment will be described. Flight identification data is data for identifying an operating flight. As the operating flights, there are, for example, regular flights that are flights that regularly operate on the same customer and in the same section, and special flights that are flights that need to be ordered each time. When the operation flight is a regular flight, the flight identification data is, for example, route identification data which is data for identifying the route of the regular flight. When the service flight is a special service, the flight identification data is, for example, received order identification data which is data for identifying an order received by the special service.

  The route master 106a is a master for managing information on regular flights, and the master can pre-manage a route on which the operating flight runs according to the master. As shown in FIG. 3, for example, the route master 106a includes route identification data (route number), vehicle condition identification data (work vehicle rating) for identifying vehicle conditions necessary for operation, and difficulty of operation. Operation difficulty level identification data (degree of difficulty) and the like for identification are included.

  The scheduled flight operation instruction data 106b is data created by adding the date of scheduled operation to the route master 106a. The scheduled flight operation instruction data 106b is, for example, as shown in FIG. 3, route identification data (route number), vehicle condition condition identification data (work vehicle rating), operation difficulty level identification data (degree of difficulty) and scheduled operation Includes scheduled operation dates (dates), etc.

  The order reception data 106c and the special service operation instruction data 106d are data for managing information about the special service, and the data is created by order input. As shown in FIG. 3, the order data 106c and the special service operation instruction data 106d are, for example, order identification data (order number), vehicle condition identification data (work vehicle rating), operation difficulty identification data (degree of difficulty) and Includes scheduled operation dates (dates), etc.

  The special flight regular flight operation instruction data 106e is data which can be created by combining the regular flight operation instruction data 106b and the special flight operation instruction data 106d, and will be described in [4-2] and [4-3] below. The data is used to assign crews who operate or vehicles used for the operation. As shown in FIG. 3, the special flight regular flight operation instruction data 106e is, for example, flight identification data (order number and route number), vehicle condition condition identification data (work vehicle rating), operation difficulty level identification data (degree of difficulty) And scheduled operation date (date) etc.

  The crew assignment master 106 f is a master for assigning a crew to a certain work. The crew assignment master 106f, as shown in FIG. 4, for example, crew level identification data (crew level) for identifying the level of operation of the crew, operation difficulty level identification data (degree of difficulty) and priority of allocation of crew Including crew assignment order (order of assignment), etc. The crew level can be set by automatically evaluating the delivery quality from the past delivery results, and by superimposing the delivery results, the crew level can be increased, and conversely, when a complaint is received from a customer, etc. The crew level goes down. The crew assignment order will be described in detail in [4-2] below, but as an overview, for example, the record of the top crew assignment order “1” in the crew assignment master 106f1 of FIG. Since “5” and the difficulty level “5” are included, the combination of the crew corresponding to the crew level “5” and the work corresponding to the difficulty level “5” is obtained with the highest priority. Subsequently, the same processing is sequentially performed on the records of the crew assignment order "2" to "25" in the crew assignment master 106f1 of FIG. The crew assignment order may be set, for example, by any of the following methods.

  First, as shown in the crew assignment master 106f1 of FIG. 4, crew level identification data (crew level) meaning higher level or operation difficulty level identification data (more difficult level) A higher order crew assignment order (assignment order) is set for the degree). According to this setting method, it is possible to allocate a highly skilled crew member for difficult work.

  Second, as shown in the crew assignment master 106f2 of FIG. 4, crew level identification data (crew level) which means that the level is lower or operation difficulty level identification data which means that the degree of difficulty is lower A higher order crew assignment order (assignment order) is set for the degree). According to this setting method, it is possible to assign a task as simple as possible to a low-skilled crew member.

  The vehicle assignment master 106g is a master for assigning a vehicle to a certain work. As shown in FIG. 4, the vehicle assignment master 106g represents, for example, vehicle condition identification data (work vehicle rating), vehicle identification data (vehicle rating) for identifying a vehicle rating, and a priority of vehicle allocation. Vehicle allocation order (allocation order) etc. are included. The vehicle allocation order will be described in detail in the following [4-3], but as an overview, for example, the topmost vehicle allocation order "1" record in the vehicle allocation master 106g of FIG. Because the medium-sized "A" and the medium-sized "medium-sized" are included, the combination of the work corresponding to the work medium-grade "medium-sized A" and the vehicle corresponding to the medium-sized "medium" is acquired with top priority It becomes. Subsequently, the same processing is sequentially performed on the records of the vehicle allocation order "2" to "25" in the vehicle allocation master 106g of FIG.

  The vehicle master 106 h is a master for managing information on a vehicle. The vehicle master 106h, as shown in FIG. 4, for example, indicates vehicle identification data (vehicle code) for identifying a vehicle, vehicle identification data (vehicle rating), and indicates that the vehicle used for operation is its own vehicle. It includes a carriage flag including a carriage classification indicating that the vehicle classification and the vehicle used for operation are carriages, and a vehicle inspection deadline date and the like.

  The crew master 106i is a master for managing information about the crew. For example, as shown in FIG. 4, the crew master 106 i includes: crew identification data (crew code) for identifying a crew, crew level identification data (crew level), license identification data (for identifying a type of driver's license) Attendance flag that consists of a license for possession, a carriage flag, a workable division indicating that the crew can work, and a work impossible division indicating that the crew can not work, and vehicle identification data (car number in charge), etc. including.

  The assignment result data 106 j is data for managing the result of assigning the crew and the vehicle to a certain work. As shown in FIG. 5, the assignment result data 106 j includes, for example, flight identification data (package), vehicle identification data (vehicle), crew identification data (crew), and the like.

  The attendance time data 106k is data for managing the attendance time of the crew. Although not shown, the attendance time data 106k includes, for example, crew identification data and a staff attendance time. The attendance time data 106k is, for example, attendance information or the like input daily by the crew.

The attendance condition data 106m is data for managing a predetermined condition for attendance time. A warning or an error will be displayed when attempting to assign a crew if the attendance time included in the attendance data 106k does not satisfy the predetermined conditions shown in the following (A) to (I): (Details will be described in the following [4-2]). In the case of a warning, automatic assignment can not be performed, but manual assignment is possible. On the other hand, in the case of an error, manual assignment is also impossible.
(A) Warning when one month of restraint time exceeds 293 hours in principle (B) When one month of restraint time exceeds 320 hours, error (C) One year of restraint time 3,516 hours (293 hours × If it exceeds 12 months, error (D) 1 day restraint time exceeds 13 hours Warning (E) 1 day restraint time exceeds 16 hours error (F) 1 day rest time 8 If it is less than hour, error (G) If 2 days of operation time is more than 9 hours, error (H) If 2 weeks of operation time is more than 44 hours, then error (I) continuous operation time Error if it exceeds 4 hours (check at the stage of creating operation instruction data)

  The shipper master 106 n to the element master 106 u are masters used to acquire operation difficulty level identification data (degree of difficulty). In the present embodiment, the difficulty level is acquired based on specific data in an element that determines the difficulty level of the operation (for example, the shipper, the departure / arrival site of the operation, the name of the product to be operated, and the operation distance). . The specific data will be described in detail below, for example, who is the shipper, where is the departure and arrival location of the operation, what is the item name to be operated, and what is the operation distance It is specific data such as whether it is km.

  The specific data is managed by a specific difficulty level master. The specific difficulty level master includes specific data in the element and a specific difficulty level rank that is a rank corresponding to the specific data and indicates the degree of difficulty of operation. The specific difficulty level masters are, specifically, a shipper master 106n, an arrival and departure master 106p, an item name master 106q, a collection and distribution rank master 106r classified by distance, and the like described below.

  The shipper master 106 n is a master for managing information about the shipper. The shipper master 106n, as shown in FIG. 8, for example, is shipper identification data (shipper CD and shipper name), which is specific data for identifying a shipper, and a specific difficulty rank (collection and delivery rank) corresponding to the shipper identification data. And so on. In the shipper master 106 n of FIG. 8, “S rank”, which is a collection and delivery rank representing that the degree of difficulty is the highest, is set to “Romanesco industrial” which is specific data, while “S rank” is specific data. In "Corporation", "C rank" which is a collecting and distributing rank indicating that the level of difficulty is the lowest is set.

  The departure point master 106p is a master for managing information on the departure point and the arrival point of the operation. For example, as shown in FIG. 8, the departure / placement master 106p includes departure / identification data (arrival / departure CD and name of arrival / departure) and specific departure / identification data, which are specific data for identifying the departure and arrival of the service It includes the corresponding specific difficulty rank (collection and delivery rank) and the like.

  The item name master 106 q is a master for managing item names to be operated. As shown in FIG. 8, the item name master 106q is, for example, item name identification data (item name CD and item name) which is specific data for identifying an item name to be operated, and a specific difficulty corresponding to the item name identification data. Includes ranks (delivery and delivery ranks) etc.

  The collection and distribution rank master 106r classified by distance is a master for managing the operation distance. As shown in FIG. 8, for example, distance identification data (distance), which is specific data for identifying an operation distance, and a specific difficulty level rank (collection and distribution rank) corresponding to the distance identification data, as shown in FIG. And so on.

  The collection and distribution rank score master 106s is a master for scoring the specific difficulty level rank (collection and distribution rank). As shown in FIG. 8, for example, element identification data (10 of a score classification: shipper, 20: origin, 21: landing, 30: item name and 40: distance) for collecting and delivering rank score master 106s are used to identify the elements. And the specific difficulty level rank (collection and distribution rank), and the score corresponding to the combination of the element identification data and the specific difficulty level rank. As shown in FIG. 8, the delivery rank score master 106 s may further include, for example, a score classification (0: reference total score), a reference total score (50 points) corresponding thereto, and the like. A reference | standard total score is a score used for calculation of the score ratio required when acquiring operation difficulty identification data.

  The difficulty level master 106 t is a master for acquiring operation difficulty level identification data (degree of difficulty) from the score ratio calculated based on the score. As shown in FIG. 8, the difficulty level master 106t includes, for example, operation difficulty level identification data (degree of difficulty) and a score ratio corresponding thereto.

  The element master 106 u is a master for managing element identification data (score classification). Although not shown, the element master 106 u includes, for example, specific data and element identification data corresponding thereto.

  The control unit 102 is a CPU or the like that controls the information processing apparatus 100 in an integrated manner. The control unit 102 has an internal memory for storing control programs such as the OS, programs defining various processing procedures, required data, etc., and performs various information processing based on the stored programs. Run.

  The control unit 102 functionally adds, for example, an operation schedule date, which is a date to be operated, to a route master including (1) route identification data, vehicle condition condition identification data, and operation difficulty level identification data, for example. Date identification section 102a as date addition means for creating the original data for regular flight allocation, and (2) flight identification data which is data for identifying an operational flight, and identifies the route of the regular flight A source for scheduled flight allocation that includes route identification data, which is data to be used, vehicle condition identification data for identifying vehicle conditions necessary for operation, and operation difficulty identification data for identifying the degree of difficulty of operation Combines the original data for special service allocation including order identification data which is data and flight identification data and is data for identifying an order for special service, vehicle condition identification data and operation difficulty identification data Assignment data creation unit 102b as assignment data creation means for creating assignment data used for assignment of crews operating the vehicle or vehicles used for operation, and (3) from the assignment data to the vehicle assignment master Flight acquisition means for acquiring flight identification data associated with the vehicle condition condition identification data included (from the allocation data, acquisition of flight identification data associated with the operation difficulty level identification data included in the crew assignment master A flight acquisition unit 102c as a flight acquisition means to perform, and (4) a crew acquisition means for acquiring crew identification data associated with the flight identification data acquired by the flight acquisition means from the assignment result data (the crew master As a crew acquisition means for acquiring crew identification data associated with the crew level identification data included in the crew allocation master (5) A crew member who allocates a crew member specified by the crew identification data acquired by the crew acquisition means to a flight specified by the flight identification data acquired by the crew acquisition unit 102d and (5) the flight acquisition means A crew allocation unit 102e as an allocation unit, and (6) a attendance time acquisition unit 102f as an attendance time acquisition unit for acquiring an attendance time linked with the crew identification data acquired by the crew acquisition unit from the attendance time data , (7) Vehicle classification acquisition unit 102g as vehicle classification acquisition unit for acquiring vehicle classification identification data associated with the vehicle identification data acquired by the crew acquisition unit from the vehicle master; (8) the vehicle master And a vehicle acquisition unit 102h as vehicle acquisition means for acquiring vehicle identification data associated with the vehicle identification data included in the vehicle allocation master (9) A vehicle as a vehicle allocation means for allocating a vehicle specified by the vehicle identification data acquired by the vehicle acquisition means to a flight specified by the flight identification data acquired by the flight acquisition means (10) a taxi wheel flag acquisition unit 102j as a carriage flag acquisition unit for acquiring a carriage flag associated with the crew identification data acquired by the crew acquisition unit from (10) the crew master; 11) Specific difficulty level acquisition unit 102k as specific difficulty level acquisition means for acquiring a specific difficulty level that is linked with specified specific data from the specific difficulty level master, and (12) the designation from the score master Acquiring the score corresponding to the combination of the element identification data corresponding to the specified specific data and the specific difficulty level acquired by the specific difficulty level acquiring means Operation difficulty level acquisition which acquires the operation difficulty level corresponding to the score ratio calculated based on the score acquired by the score acquiring unit from the score acquiring unit 102m as the score acquiring unit and (13) the operation difficulty level master (14) The score is obtained by dividing the value obtained by multiplying the total value of the scores acquired by the score acquisition means by 100 by the reference total score included in the score master. A score ratio calculation unit 102p as a score ratio calculation unit that calculates a ratio, and (15) an operation difficulty level display unit as an operation difficulty level display unit that displays the operation difficulty level identification data acquired by the operation difficulty level acquisition unit on a screen And 102q. In addition, about the detail of the process which each part performs, the following [4. Specific Example of Processing].

[3. Background, etc. and outline of processing]
In this item, the background and the outline of the process will be described.

(1) Characteristics in the transportation industry In the transportation industry, a company that operates by combining two types of "scheduled flights" operating regularly with the same customers and the same section and "special services" receiving orders each time There are many.

  As for regular flights, in order to operate the same route every day, the degree of difficulty of the travel route can be grasped, but for special flights, it may not be possible to grasp the degree of difficulty of the travel route.

  In addition, for regular flights, since the same route is operated on a daily basis, crew members who have experience operating the route are prioritized and assigned, and dispatch is performed depending on the intuition and experience of the dispatch person in charge .

  And because it is difficult to cover all operations with company vehicles alone, there are many companies that request a train (car from another company) to operate for the missing vehicles.

(2) Issues in the transportation industry In recent years, in the transportation industry, the shortage of people represented by the driver shortage has become a serious problem. In order to eliminate the shortage of people, for example, it is required to solve the following two problems.

  The first problem is that the driver and the dispatch person in charge of vehicle dispatch work based on the past experience, so there is a problem that the person who holds specific know-how depends on the dispatch work there were. Therefore, there is a problem that it is desired to reduce the load of the dispatch person by automating the dispatch operation.

  The second problem is that some of the drivers concentrate on the transportation workload. Therefore, there is a problem that it is desired to prevent the load deviation on some drivers by performing automatic allocation in consideration of the load condition of the drivers.

(3) How to allocate vehicles in the transportation industry In the transportation industry, generally, as shown in FIG. 2, appropriate crew members and vehicles are allocated to work (operation instruction data) using a vehicle allocation system.

(4) Information to be considered in automatic allocation according to the present embodiment In the present embodiment, automatic allocation is performed in consideration of three pieces of information of work information, crew information and vehicle information.

(4-1) Work information With work information, regular flight operation instruction data 106b including the operation difficulty level of regular flights (flights that have a contract to deliver the same route on a regular basis) and special flights (each time an order is received) Refers to special flight regular flight operation instruction data 106e created by combining special flight operation instruction data 106d including the service difficulty level of the flight in which delivery occurs, and the special flight regular flight operation instruction data 106e is , Data for allocation (ie allocation object).

  The scheduled flight operation instruction data 106b can be created as follows. First, a route master 106a is created in advance, in which the degree of difficulty of the travel route is set for each route, in consideration of the ratio of expressways, the complaint history of suppliers, and the like. Then, the scheduled flight operation instruction data 106b can be created by selecting a route operated according to the day from the created route master 106a in the vehicle allocation data creation process.

  The special service operation instruction data 106d can be created by inputting the operation difficulty level and the like at the time of order registration.

(4-2) Crew information Crew information refers to the delivery level (crew level) of the crew, attendance information of the crew, and the like.

  The delivery level of the crew can be determined by automatically evaluating the delivery quality from the past delivery results. In addition, the delivery level of the crew is increased by accumulating delivery results, and conversely, it is lowered when the customer receives a complaint.

  By inputting the attendance information of the crew in advance as the attendance information of the crew, for example, it is possible to perform control such that no work is assigned to the crew on a holiday. In addition, the number of work days and working hours can be set as described in [2. Control which satisfies the predetermined conditions described in [Configuration] and does not violate the Labor Standards Act can also be performed.

(4-3) Vehicle Information Vehicle information refers to vehicle rating information and vehicle inspection information.

(5) Method of Automatic Allocation According to this Embodiment In this embodiment, automatic allocation of crew and vehicles is performed as shown in the following processing outline.

As an outline of the process of automatic assignment of crews, the assignment order is first set in advance by the crew assignment master 106f as a presetting (in this setting, assignment in which priority is given to assigning high-level crews to work with high difficulty) It may be in order, or it may be an assignment order in which priority is given to assigning low-level crew members to tasks with low difficulty levels). However, the following items (1) to (2) take precedence over the assignment order set in the crew assignment master 106f.
(1) Checking whether the crew holds a license for the relevant work vehicle (checking possession license).
(2) Checking whether the working hours of the crew have not exceeded the time stipulated by the law (checking the time). The time specified by the law is set by the master on a monthly basis or daily basis.

  As an outline of the process of automatic assignment of vehicles, a vehicle of an optimal vehicle grade is assigned according to work, but when a crew member has a responsible vehicle, it is possible to preferentially assign the responsible vehicle. In addition, it is possible to request a carriage for delivery that can not be provided by the vehicle (a target value for the carriage ratio can also be set).

  As in the case of automatic assignment of crews and automatic assignment of vehicles, after automatic assignment, it is possible to manually correct the assignment result. In addition, it is also possible to carry out automatic assignment again while only assignment of a part of work is fixed.

  As described above, conventionally, crews and vehicles appropriate for a certain job have been manually allocated, but in the present embodiment, automatic allocation is performed first, and then correction is manually performed as necessary. By taking the procedure of performing, it is possible to reduce the time required for the dispatching operation while maintaining the dispatching quality equal to the conventional one.

[4. Specific example of processing]
In this item, a specific example of the process according to the present embodiment will be described in detail.

[4-1. Creation of data for assignment]
In this item, generation of data for assignment (special flight regular flight operation instruction data 106e) will be described using FIG.

(1) Creation of Regular Flight Allocation Source Data The date addition unit 102a creates the scheduled flight allocation source data (periodic flight operation instruction data 106b) by adding the scheduled operation date to the route master 106a.

  Specifically, as shown in FIG. 3, the date adding unit 102 a performs a scheduled flight operation instruction by performing vehicle allocation data creation processing of adding the scheduled operation date of August 17, 2017 to the route master 106 a. Create data 106b.

(2) Creation of original data for special delivery allocation On the other hand, as shown in FIG. 3, information is input each time a request is received from the shipper, order data 106c and original data for special delivery allocation (special delivery data (special delivery) Operation instruction data 106d) is created.

(3) Creation of data for assignment As shown in FIG. 3, the assignment data creation unit 102b includes source data for regular flight assignment (periodic flight operation instruction data 106b) and original data for special flight assignment (special flight operation instruction data). 106d) are combined to create assignment data (special flight regular flight operation instruction data 106e). Assignment of crews described in the following [4-2] and assignment of vehicles described in the following [4-3] can be performed using the special flight regular flight operation instruction data 106e.

(4) Summary As described above, according to the information processing apparatus 100 according to the present embodiment, as described in the present item [4-1], data for assignment that can be used for both assignment to regular flights and assignment to special flights By making it possible, it is possible to simultaneously carry out the assignment operation for regular flights and the assignment operation for special flights.

[4-2. Assignment of crew]
In this item, the assignment of the crew will be described along the flowchart of the crew assignment in FIG. 6 and also with reference to FIGS. 3 and 4. It is assumed that the data used in this item [4-2] and an example of the data configuration in the master are as shown in FIG. 3 and FIG. 4 (for the crew assignment master, the crew assignment master 106f1). In the item [4-2], the special flight regular flight operation instruction data 106e is simply referred to as "operation instruction data 106e".

(1) Step S1: Acquisition of Record from Crew Allocation Master 106f1 First, the record of unallocated vehicles with the smallest allocation order is acquired from the crew allocation master 106f1 of FIG. 4, and the difficulty level (work level is obtained from the acquired records). And crew levels are obtained. Specifically, in the crew assignment master 106 f 1 of FIG. 4, a record having the smallest assignment order “1” is acquired, and the difficulty level “5” and the crew level “5” are acquired from the acquired record ( Step S1 of FIG.

(2) Step S2: Acquisition of Work Subsequently, the flight acquisition unit 102c acquires flight identification data associated with the operation difficulty level identification data (degree of difficulty) included in the crew assignment master 106f1 from the operation instruction data 106e. . Specifically, the flight acquisition unit 102c acquires “route C”, which is flight identification data linked with the degree of difficulty “5” acquired in step S1, from the operation instruction data 106e of FIG. 3 (step of FIG. 6) S2).

  In other words, the flight acquiring unit 102c is a record in which the difficulty level in the operation instruction data 106e from the operation instruction data 106e in FIG. 3 matches the difficulty level "5" in the crew layout master 106f1 in FIG. That is, the record including the difficulty level "5" is acquired in the operation instruction data 106e of FIG. 3 (step S2 of FIG. 6). In addition, the flight acquisition unit 102c may acquire the record in ascending order of the operation instruction number. Specifically, although not shown, temporarily, if there are two records of difficulty "5" in the operation instruction data 106e of FIG. 3, the flight acquisition unit 102c acquires a record having a smaller order number or route number. May be

(3) Step S3: Acquisition of Crew Subsequently, the crew acquisition unit 102d acquires, from the crew master 106i, crew identification data (crew code) associated with the crew level identification data (crew level) included in the crew assignment master 106f1. I do. Specifically, the crew acquisition unit 102d acquires “001”, which is a crew code associated with the crew level “5” acquired in step S1, from the crew master 106i of FIG. 4 (step S3 of FIG. 6).

  In other words, from the crew master 106i of FIG. 4, the crew acquisition unit 102d records that the level in the crew master 106i matches the crew level “5” in the crew layout master 106f1 acquired in step S1 (ie, the crew in FIG. 4). The master 106i acquires a record including level "5" (step S3 in FIG. 6). The crew acquisition unit 102d may acquire the record in ascending order of crew code. Specifically, although not shown, if there are two records of level “5” in the crew master 106i of FIG. 4, the crew acquisition unit 102d may acquire a record with a younger crew code.

  As described above, the “route C” can be acquired by the flight acquisition unit 102c as described in (2), and the “crew member code 001” can be acquired by the crew acquisition unit 102d as described in (3). . Thus, the crew assignment unit 102e assigns the crew identified by the “crew member code 001” acquired by the crew acquisition unit 102d to the flight identified by the “route C” acquired by the flight acquisition unit 102c. .

  By the processing up to this point, it is possible to allocate crews for work (operation flights), but in order to check whether the allocation is appropriate, the above allocations are performed through the following check steps S4 and S5. It is preferable to determine

(4) Step S4: Check of License Subsequently, as shown in the following (4-1) to (4-3), the crew identified by the "crew member code 001" is identified by the "route C" Check if you have the driver's license necessary for the operation of the flight.

(4-1) Acquisition of work vehicle rating The flight acquisition unit 102c acquires, from the operation instruction data 106e, vehicle condition condition identification data (work vehicle rating) associated with flight identification data acquired by the flight acquisition unit 102c. Specifically, the flight acquisition unit 102c acquires “large”, which is a work vehicle rating associated with “route C” acquired in (2), from the operation instruction data 106e of FIG. 4.

(4-2) Acquisition of Owned License The crew acquisition unit 102d acquires, from the crew master 106i, license identification data (held license) associated with the crew identification data (crew member code) acquired by the crew acquisition unit 102d. Specifically, the crew acquisition unit 102d acquires “large car or more” which is a possession license linked with “crew code 001” acquired in (3) from the crew master 106i of FIG. 4.

(4-3) A check based on comparison between the acquired work vehicle case and the acquired possessive license The crew assignment unit 102e is a vehicle of the vehicle case identified by the vehicle condition condition identification data (work vehicle case) acquired by the flight acquisition unit 102c. In the case where it is possible to operate by the license specified by the license identification data (owned license) acquired by the crew acquisition unit 102d, the crew is allocated. Specifically, the vehicle with the work vehicle rating "large vehicle" acquired by the flight acquisition unit 102c in (4-1) is subject to the possession license "large vehicle or more" acquired by the crew acquisition unit 102d in (4-2). Since the operation is possible, the crew assignment unit 102e can perform assignment of the crew identified by the “crew code 001” to the flight identified by the “route C” (step S4 in FIG. 6: Yes).

  On the other hand, the vehicle of the vehicle type identified by the vehicle condition condition identification data (work vehicle rating) acquired by the flight acquisition unit 102c is identified by the license identification data (possession license) acquired by the crew acquisition unit 102d. When the operation is not possible by the license, the crew assignment unit 102e can not assign the crew identified by the “crew code 001” to the flight identified by the “route C” (see FIG. Step S4 of 6: No). When the process proceeds to No in step S4 of FIG. 6, the process returns to “start” of FIG. 6 and the process is performed again from step S1. Specifically, a record including the second smallest allocation order "2" is acquired from the crew assignment master 106f1 of FIG. 4, and a difficulty level "5" and a crew level "4" are acquired from the acquired record. Thereafter, the same processing as described above is performed.

(5) Step S5: Check of working hours Subsequently, as shown in the following (5-1) to (5-3), the crew identified by the "crew member code 001" has a predetermined condition regarding the working time. Check if it meets the requirements.

(5-1) Acquisition of Attendance Flag The crew acquisition unit 102d acquires, from the crew master 106i, the attendance flag associated with the crew identification data (crew member code) acquired by the crew acquisition unit 102d. Specifically, the crew acquisition unit 102d acquires, from the crew master 106i of FIG. 4, the attendance flag “participation possible division (placement)” associated with the crew code “001” acquired in (3).

(5-2) Acquisition of attendance time The attendance time acquisition unit 102f acquires, from the attendance time data 106k, the attendance time associated with the crew identification data (crew member code) acquired by the crew acquisition unit 102d. Specifically, although not shown, the attendance time acquisition unit 102 f acquires the attendance time input in the daily report or the like of the crew code “001”.

(5-3) Check by Comparison of Obtained Time of Attendance and Predetermined Conditions The crew assignment section 102e has the attendance flag acquired by the crew acquisition section 102d as the attendance possible category, and the attendance acquired by the attendance time acquisition section 102f. When the time satisfies the predetermined condition included in the attendance condition data 106m, the crew is assigned. Specifically, the attendance flag acquired by the crew member acquiring unit 102d in (5-1) is the "workable division". Further, it is assumed that the attendance time acquired by the attendance time acquisition unit 102 f in (5-2) satisfies all the following predetermined conditions (A) to (I) included in the attendance condition data 106 m. In this case, the crew assignment unit 102e can assign the crew identified by the “crew code 001” to the flight identified by the “route C” (step S5 in FIG. 6: Yes).
(A) 1 month restraint time does not exceed 293 hours in principle (B) 1 month restraint time does not exceed 320 hours (C) 1 year restraint period 3,516 hours (293 hours x 12 months) Not exceeded (D) 1 day restraint time does not exceed 13 hours (E) 1 day restraint time does not exceed 16 hours (F) 1 day rest time is not less than 8 hours (G) 2 days Operating time does not exceed 9 hours per day (H) Two-week operating time does not exceed 44 hours per week (I) Continuous operating time does not exceed 4 hours

  On the other hand, when the attendance flag acquired by the crew acquisition unit 102d is not a workable segment, the crew allocation unit 102e identifies “crew code 001” for the flight identified by “route C”. It is not possible to carry out the assignment of crew members (step S5: No in FIG. 6). When the process proceeds to No in step S5 of FIG. 6, the process returns to “start” in FIG. 6 and the process is performed again from step S1. Specifically, a record including the second smallest allocation order "2" is acquired from the crew assignment master 106f1 of FIG. 4, and a difficulty level "5" and a crew level "4" are acquired from the acquired record. Thereafter, the same processing as described above is performed.

  In addition, the crew assignment unit 102e does not meet the predetermined condition included in the attendance condition data 106m, although the attendance flag acquired by the crew acquisition unit 102d is a possible work attendance category, but the attendance time acquired by the attendance time acquisition unit 102f In the case, for the operation flight specified by "route C", the assignment of the crew identified by "crew code 001" can not be performed (Step S5: No in FIG. 6). Specifically, the crew allocation unit 102e displays a warning when the attendance time acquired by the attendance time acquisition unit 102f does not satisfy (A) or (D) of the predetermined condition (in the case of warning display) If the operator confirms and acknowledges the warning, the process may proceed to step S5: Yes in FIG. On the other hand, the crew assignment unit 102e is configured to receive the attendance time acquired by the attendance time acquisition unit 102f (B), (C), (E), (E), (F), (G), (H) of the predetermined condition. Or, if (I) is not satisfied, an error is displayed (in the case of an error display, the process can not proceed to step S5: Yes in FIG. 6). When the process proceeds to No in step S5 of FIG. 6, the process returns to “start” in FIG. 6 and the process is performed again from step S1. Specifically, a record including the second smallest allocation order "2" is acquired from the crew assignment master 106f1 of FIG. 4, and a difficulty level "5" and a crew level "4" are acquired from the acquired record. Thereafter, the same processing as described above is performed.

(6) Step S6: Allocation of Crew to Work As described in (1) to (5) above, after the check steps S4 and S5, the “crew code 001” for the flight identified by “Route C” Assignment of identified crew members can be finalized.

  Further, as shown in the following (7) to (9), when the crew identified by "crew code 001" holds his / her assigned vehicle, the assigned vehicle can also be assigned. .

(7) Step S7: Checking Whether the Crew Holds the Vehicle in Charge of the Crew The Crew Acquisition Unit 102d is a vehicle identification data (string) associated with the crew identification data (crew code) acquired by the crew acquisition unit 102d from the crew master 106i. Acquisition of the responsible car number). Specifically, the crew acquisition unit 102d acquires, from the crew master 106i of FIG. 4, the assigned car number “I” associated with the crew code “001” acquired in (3). Since the crew identified by the crew code "001" holds the car, the process proceeds to step S7: Yes in FIG.

  On the other hand, when the crew acquisition unit 102d can not acquire from the crew master 106i the vehicle identification data (car number in charge) associated with the crew identification data (crew member code) acquired by the crew acquisition unit 102d, the crew Since the vehicle in charge is not held, the process proceeds to Step S7: No in FIG. 6, and vehicle allocation described in [4-3] below is performed (Step S10 in FIG. 6).

(8) Step S8: Checking Whether the Job Classification and the Vehicle Classification of the Vehicle in Charge Match The vehicle identification acquisition unit 102g acquires the vehicle identification data (vehicle code acquired by the crew acquisition unit 102d from the vehicle master 106h) Acquisition of vehicle identification data (vehicle identification) linked with). Specifically, the vehicle rating acquisition unit 102g acquires a vehicle rating "large" associated with the vehicle code "I" acquired in (7) from the vehicle master 106h of FIG. 4.

  Subsequently, the crew assignment unit 102e receives the vehicle condition identification data (work vehicle rating) acquired by the flight acquisition unit 102c and the vehicle identification specified by the vehicle identification data (vehicle rating) acquired by the vehicle acquisition unit 102g. If the vehicle identification is the same as the vehicle identification specified in the above, the assignment of the vehicle identified by the vehicle identification data (vehicle code) acquired by the crew acquisition unit 102d is performed. Specifically, as described in the previous paragraph, the vehicle rating acquired by the vehicle rating acquisition unit 102g is "large", while the work vehicle rating acquired by the flight acquisition unit 102c as described in (4) Are also "large". In this case, the crew assignment unit 102e assigns the vehicle identified by the vehicle code “I” acquired by the crew acquisition unit 102d to the crew identified by the “crew code 001” (step S8 in FIG. 6). : Yes).

  On the other hand, the crew assignment unit 102e receives the vehicle condition identification data (work vehicle) acquired by the flight acquisition unit 102c with the vehicle identified by the vehicle identification data (vehicle rating) acquired by the vehicle acquisition unit 102g. If the vehicle identification is not the same as the vehicle identification specified in (1), the assignment of the vehicle identified by the vehicle identification data (vehicle code) acquired by the crew acquisition unit 102 d is not performed. In this case, the process proceeds to step S8: No in FIG. 6, and vehicle allocation described in [4-3] below is performed (step S10 in FIG. 6).

(9) Step S9: Assignment of vehicle and crew in charge of work As described in (1) to (8) above, the flight code identified by "route C" is identified by "crew code 001" It is possible to carry out the assignment of the crew identified and the vehicle specified by "vehicle code I" (step S9 in FIG. 6).

(10) Processing for the assignment order “2” or later in the crew assignment master 106f1 The flight acquisition unit 102c and the crew acquisition unit 102d include the operation difficulty level identification data included in the crew assignment master 106f1 associated with the higher order crew assignment order ( It is preferable to perform acquisition processing in order from the difficulty level) and the crew level identification data (crew level). Therefore, in the above (1) to (9), only the crew allocation performed based on the first record from the top including the allocation order “1” in the crew allocation master 106f1 of FIG. 4 has been described.

  However, the same processing as the above (1) to (9) can be performed also for the second to the 25th records from the top including the assignment order "2" to "25" in the crew assignment master 106f1 of FIG. .

  Specifically, the second highest record including the assignment order “2” in the crew assignment master 106 f 1 of FIG. 4 includes the difficulty level “5” and the crew level “4”. Referring to the operation instruction data 106 e of FIG. 3, the “route C” linked to the difficulty level “5” has already been acquired, and therefore, it is not possible to acquire the operation flight. Further, referring to the crew master 106i of FIG. 4, since there is no crew level "4", it is not possible to obtain a crew.

  If this is continued, the flight and the crew can not be acquired for the third to seventh records from the top including the assignment order "3" to "7" in the crew assignment master 106f1 of FIG.

  Further, it is assumed that the eighth highest record (not shown) including the assignment order "8" in the crew assignment master 106f1 of FIG. 4 includes the difficulty level "4" and the crew level "3". In this case, referring to the operation instruction data 106 e of FIG. 3, “Order B” exists as flight identification data linked with the difficulty level “4”, so the flight acquiring unit 102 c operates the operation specified by “Order B”. You can get a flight. On the other hand, referring to the crew master 106i of FIG. 4, the “crew member code 002” exists as a crew code relating to the crew level “3”, so the crew acquisition unit 102d selects the crew identified by the “crew code 002”. You can get Thus, for the flight identified by "Order B", the crew identified by "Crew code 002" can be assigned.

  Continuing on, it is not possible to obtain the flight and crew for the ninth to 24th records from the top including the assignment order "9" to "24" in the crew assignment master 106f1 of FIG.

  Finally, the 25th from the top in the crew assignment master 106f1 of FIG. 4 including the assignment order “25” includes the difficulty level “1” and the crew level “1”. In this case, referring to the operation instruction data 106e of FIG. 3, since the “order A” exists as the flight identification data linked with the difficulty level “1”, the flight acquiring unit 102c operates the operation specified by the “order A”. You can get a flight. On the other hand, referring to the crew master 106i of FIG. 4, the “crew member code 003” exists as a crew code relating to the crew level “1”, so the crew acquisition unit 102d determines that the crew identified by “crew code 003” You can get Thus, for the flight identified by "Order A", the crew identified by "Crew code 003" can be allocated.

  Thus, all the processes related to the crew assignment are completed ("END" in FIG. 6).

(11) Summary As described above in the item [4-2], according to the information processing apparatus 100 according to the present embodiment, in consideration of the degree of difficulty of the flight and the level of the crew, the operation flight is performed on the flight Appropriate crew members can be assigned automatically. As a result, for example, it is possible to prevent concentration of work load on some of the dispatch personnel, and to prevent smooth operation when the dispatch personnel are absent.

  Further, as described in (5) of this item [4-2], according to the information processing apparatus 100 according to the present embodiment, for example, the crew can be allocated in consideration of the working time of the crew. . As a result, for example, it is possible to equalize the load among the crew members, and it is possible to receive an order while simulating the work load by automatic assignment to confirm the load status of the crew members.

[4-3. Vehicle assignment]
In this item, vehicle allocation will be described along the flowchart of vehicle allocation in FIG. 7 and also with reference to FIGS. 3 and 4. It is assumed that the data used in this item [4-3] and the data configuration example in the master are as shown in FIG. 3 and FIG. Moreover, in the item [4-3], the special flight regular flight operation instruction data 106e is simply referred to as "operation instruction data 106e".

  As described in [4-2], for the flight identified by "Route C", the crew identified by "Crew member code 001" and the vehicle identified by "Vehicle code I" are already It is assigned. Furthermore, as described in [4-2], the crew identified by "crew code 003" has already been allocated to the operation flight identified by "order A" (allocation of vehicles has not been completed) The crew specified by “crew code 002” has already been allocated to the operation flight specified by “Order B” (the allocation of vehicles has not been completed).

Data having information as described in the previous paragraph is briefly described below as uncompleted assignment result data 106 j.
Service Flight Vehicle Crew Order A not assigned 003
Order B not assigned 002
Root C I 001

  In this item [4-3], the allocation of vehicles for the flight identified by “Order A” and the allocation of the vehicle for the flight identified by “Order B” will be specifically described.

(1) Step S11: Acquisition of Record from Vehicle Allocation Master 106g First, the record of unallocated vehicles with the smallest allocation order is acquired from vehicle allocation master 106g of FIG. The case is obtained. Specifically, in the vehicle allocation master 106 g of FIG. 4, a record having the smallest allocation order “1” is acquired, and a work vehicle rating “medium-sized A” and a vehicle classification “medium-sized” are acquired from the acquired records. (Step S11 in FIG. 7).

(2) Step S12: Acquisition of work Subsequently, the flight acquisition unit 102c acquires flight identification data associated with vehicle condition condition identification data (work vehicle rating) included in the vehicle allocation master 106g from the operation instruction data 106e. Do. More specifically, the flight acquisition unit 102c determines, from the operation instruction data 106e of FIG. 3, among the flight identification data "Order A" and "Order B" that are associated with the work vehicle rating "Medium-sized A" acquired in step S11. The “order A” having a smaller order number is acquired (step S12 in FIG. 7).

(3) Step S13: Acquisition of Vehicle Subsequently, the vehicle acquisition unit 102h acquires, from the vehicle master 106h, vehicle identification data (vehicle code) associated with the vehicle classification identification data (vehicle classification) included in the vehicle allocation master 106g. I do. Specifically, referring to the vehicle master 106h of FIG. 4, the vehicle codes associated with the vehicle grade "medium" obtained in step S11 are "II" and "III", and among these, the vehicle code is younger Is “II”, so it is also possible to acquire the vehicle specified by the vehicle code “II”.

  However, when acquiring a vehicle, it is preferable to consider a chariot flag as shown in the following (3) ′.

(3) 取得 Step S13: Acquisition of Vehicle Considering the Train Car Flag The crew acquisition unit 102d acquires, from the assignment result data 106j, crew identification data (crew code) associated with flight identification data acquired by the flight acquisition unit 102c. I do. Specifically, the crew member acquiring unit 102d associates the “crew code 003” associated with “Order A” acquired in (2) from the incomplete assignment result data 106j described at the beginning of the item [4-3]. To get

  Subsequently, the chariot flag acquisition unit 102j acquires a chariot flag associated with the crew identification data (crew member code) acquired by the crew acquisition unit 102d from the crew master 106i. Specifically, from the crew master 106i of FIG. 4, the chariot flag acquisition unit 102j acquires a chariot flag "chariot" associated with the "crew member code 003" acquired in the previous paragraph.

  Subsequently, the vehicle acquisition unit 102h acquires, from the vehicle master 106h, vehicle identification data (vehicle code) associated with the carriage flag acquired by the carriage flag acquisition unit 102j. Specifically, the vehicle acquisition unit 102 h acquires “vehicle code III” linked with the chasing wheel flag “chassis wheel” acquired in the previous paragraph from the vehicle master 106 h of FIG. 4 (step S 13 in FIG. 7).

  As described above, as described in (3) and (3) ′, the vehicle acquisition unit 102 h does not take the wagon flag into account for the crew identified by “crew code 003” that should be in charge of the wagon. Although the company's vehicle specified by "vehicle code II" is allocated, if the vehicle flag is considered, it is possible to allocate a reduction vehicle specified by "vehicle code III".

  As described above, as described in (2), the “acquisition A” is acquired by the flight acquisition unit 102c, and on the other hand, the “vehicle code III” is acquired by the vehicle acquisition unit 102h as described in (3) ′. it can. Thus, the vehicle allocation unit 102i allocates the vehicle specified by the "vehicle code III" acquired by the vehicle acquisition unit 102h to the flight specified by the "order A" acquired by the flight acquisition unit 102c. .

  By the processing up to this point, it is possible to allocate the vehicle for the work (operation flight) itself, but in order to check whether the allocation is appropriate, the allocation is determined through the following check step S14. It is preferable to

(4) Step S14: Vehicle inspection deadline check Subsequently, as shown in the following (4-1) to (4-3), the scheduled operation date of the operation flight specified by "Order A" is "Vehicle code" Check whether it is before the inspection date of the vehicle specified in III.

(4-1) Acquisition of Scheduled Operation Date The flight acquisition unit 102c acquires an scheduled operation date associated with flight identification data acquired by the flight acquisition unit 102c from the operation instruction data 106e. Specifically, the flight acquisition unit 102c acquires the scheduled operation date "2017/8/17" associated with the "received order A" acquired in (2) from the operation instruction data 106e of FIG.

(4-2) Acquisition of Vehicle Inspection Deadline Date The vehicle acquisition unit 102h acquires, from the vehicle master 106h, a vehicle inspection deadline date associated with the vehicle identification data (vehicle code) acquired by the vehicle acquisition unit 102h. Specifically, the vehicle acquisition unit 102 h acquires a vehicle inspection deadline date “2019/1/15” linked to the “vehicle code III” acquired in (3) ′ from the vehicle master 106 h of FIG. 4.

(4-3) Checking by comparing the acquired operation schedule date and the acquired vehicle inspection deadline date The vehicle allocation unit 102i has the operation scheduled date acquired by the flight acquisition unit 102c before the vehicle inspection deadline date acquired by the vehicle acquisition unit 102h. If there is, assign a vehicle. Specifically, the scheduled operation date "2017/8/17" acquired by the flight acquisition unit 102c in (4-1) is the vehicle inspection deadline date "20/11/20" acquired by the vehicle acquisition unit 102h in (4-2). Since it is before / 15 ", the vehicle allocation unit 102i can allocate the vehicle specified by" vehicle code III "to the flight specified by" order A "(step S14 in FIG. 17). : Yes).

  On the other hand, if the scheduled operation date acquired by the flight acquisition unit 102c is later than the vehicle inspection deadline date acquired by the vehicle acquisition unit 102h, the vehicle allocation unit 102i selects the flight specified by "Order A". On the other hand, it is not possible to assign a vehicle specified by "vehicle code III" (step S14 in FIG. 7: No). When the process proceeds to No in step S14 of FIG. 7, the process returns to “start” of FIG. 7 and the process is performed again from step S11. Specifically, a record including the second smallest allocation order "2" is acquired from the vehicle allocation master 106g of FIG. 4, and from the acquired record, the work vehicle classification "medium-sized B" and the vehicle classification "medium-sized" are Thereafter, the same processing as described above is performed.

(5) Step S15: Allocation of Vehicle to Work As described in (1) to (4) above, after check step S14, it is specified by "vehicle code III" for the flight identified by "order A" Assignment of vehicles can be determined.

(6) Processing for Allocation Order “2” and Later in Vehicle Allocation Master 106g The flight acquisition unit 102c and the vehicle acquisition unit 102h are used to identify vehicle condition conditions identification data included in the vehicle allocation master 106g associated with a higher order vehicle allocation order ( It is preferable to perform acquisition processing in order from work vehicle rating) and vehicle identification data (vehicle rating). Therefore, in the above (1) to (5), only the vehicle allocation performed based on the first record from the top including the allocation order “1” in the vehicle allocation master 106g of FIG. 4 has been described.

  However, the same processing as the above (1) to (5) can be performed also for the second to the 25th records from the top including the allocation order "2" to "25" in the vehicle allocation master 106g of FIG. .

  More specifically, the second highest record including the allocation order "2" in the vehicle allocation master 106g of FIG. 4 includes the work vehicle type "medium size B" and the vehicle size "medium size". In this case, referring to the operation instruction data 106e of FIG. 3, since there is "Order B" which is flight identification data linked to the work vehicle grade "Medium-sized B" and not yet acquired, the flight acquisition unit 102c Can obtain the operation flight specified by "Order B". On the other hand, referring to the vehicle master 106h of FIG. 4, the vehicle acquisition unit 102h receives “vehicle code II” as the vehicle code associated with the vehicle model “medium size” and has not been acquired yet. The vehicle specified by the vehicle code II can be acquired. Thus, for the flight identified by "Order B", the vehicle identified by "Vehicle Code II" can be assigned.

  As a result, since the assignment of vehicles to all the jobs (operation flights) of the order A, the order B, and the route C is completed, all the processes related to the vehicle allocation are completed ("END" in FIG. 7).

(7) Summary As described above in the item [4-3], according to the information processing apparatus 100 according to the present embodiment, the operation is performed in consideration of the model necessary for operation and the model of the vehicle. An appropriate vehicle can be automatically allocated to a flight. As a result, for example, it is possible to prevent concentration of work load on a dispatch person, and preventing trouble in smooth operation when the dispatch person is absent.

  Further, as described in (3) ′ of the item [4-3], according to the information processing apparatus 100 according to the present embodiment, for example, by considering the chasing wheel flag in the vehicle allocation master 106g A taxi can be assigned to a crew who should be assigned a car.

  The completed allocation result data 106 j created by the processing described in [4-2] and [4-3] above is shown in FIG. The created assignment result data 106 j can be corrected manually in some cases.

[4-4. Acquisition of operation difficulty level]
In this item, acquisition of the operation difficulty level will be described using FIGS. 8 to 12. In addition, the example of a data configuration in the master used by this item [4-4] assumes that it is as showing in FIG. As a summary of the operation difficulty level acquisition, as shown in FIG. 9, when the button “calculation of difficulty level” is selected in a state where specific data is specified on the screen of order input, the following (1) to The degree of operation difficulty is acquired by executing the process of (4). The acquired operation difficulty level is displayed on the screen of order entry, as shown in FIG.

(1) Acquisition of Specific Degree of Difficulty Rank The specific degree of difficulty acquiring unit 102k acquires, from the specific degree of difficulty master, a specific degree of difficulty rank (collection and distribution rank) associated with the specified specific data.

  Specifically, as shown in the screen of order entry in FIG. 9, as specific data, “shipper: N1001 (tomato drink)”, “origin: T0001 (new Urayasu / maihama)”, “landing: T1001 (Tokyo) "Town section", "representative item name: IT201 (glass product)" and "distance: 13 km" and are specified.

  In this case, the specific difficulty level acquisition unit 102k acquires the collection and distribution rank “B” associated with “Consigner: N1001 (tomato drink)” from the shipper master 106n of FIG. 8 as the specific difficulty level master. Further, the specific difficulty level acquiring unit 102k acquires the collection and distribution rank "C" that is associated with "source location: T0001 (Shin-Urayasu, Maihama)" from the departure / arrival point master 106p of FIG. 8 as the specific difficulty level master. : Obtain a collection and delivery rank "B" associated with "T1001 (Tokyo ward section)". Then, from the item name master 106 q of FIG. 8 as the specific difficulty level master, the specific difficulty level acquiring unit 102 k acquires a collection and distribution rank “A” that is linked to “representative item name: IT 201 (glass product)”. Furthermore, the specific difficulty level acquisition unit 102k acquires the collection and distribution rank "C" associated with "distance: 13 km" from the distance classified collection and distribution rank master 106r of FIG. 8 as the specific difficulty level master.

  FIG. 10 shows a table in which the collection and distribution ranks acquired by the specific difficulty level acquiring unit 102k are summarized. As described in (1) above, each collection and delivery rank can be specified from the shipper, the item name, the departure point, the landing point and the distance input on the screen.

(2) Acquisition of Score The score acquiring unit 102m acquires, from the collection and distribution rank score master 106s, element identification data (score classification) corresponding to the specified specific data and the specific difficulty rank acquired by the specific difficulty acquiring unit 102k. The score corresponding to the combination of (delivery and delivery rank) is acquired.

  The element identification data (score classification) may be set in the program in advance so as to correspond to the specific data designated on the screen of order input in FIG. 9, or may be specified with specific data in element master 106u. It may be managed in association. Whichever method is used, although not shown, the rating classification corresponding to the designated "consigner: N1001 (tomato drink)" is "10: consignor", and the designated "place of origin: T0001 ( The score classification corresponding to "Shin-Urayasu-Maihama" is "20: departure location", and the score classification corresponding to the designated "landing: T1001 (Tokyo ward section)" is "21: landing", The rating class corresponding to the designated "representative item name: IT201 (glass product)" is "30: item name", and the rating class corresponding to the specified "distance: 13 km" is "40: distance".

  The score acquiring unit 102m acquires a score as follows based on the combination of the corresponding grade classification and the collection and distribution rank acquired by the specific difficulty level acquiring unit 102k described in the previous paragraph.

  The score acquisition unit 102m is acquired from the collection and distribution rank score master 106s in FIG. 8 by the grade classification "10: shipper" corresponding to the designated "shipper: N1001 (tomato drink)" and by the specific difficulty acquisition unit 102k. The score “4 points” corresponding to the combination of the delivery and delivery rank “B” is acquired.

  The score acquiring unit 102m is a score classification “20: origin” corresponding to the designated “location: T0001 (Shin-Urayasu / maihama)” from the collection and distribution rank score master 106s of FIG. 8 and the specific difficulty acquiring unit 102k. The score “0” corresponding to the combination of the acquired delivery and distribution rank “C” is acquired.

  The score acquiring unit 102m acquires the score classification "21: landing" and the specific difficulty acquiring unit 102k corresponding to the designated "landing: T1001 (Tokyo ward section)" from the collection and distribution rank score master 106s in FIG. The score "4 points" corresponding to the combination of the delivery and delivery rank "B" is acquired.

  The score acquisition unit 102m is acquired from the collection and distribution rank score master 106s of FIG. 8 by the score classification "30: item name" corresponding to the designated "representative item name: IT 201 (glass product)" and the specific difficulty level acquisition unit 102k. The score “7 points” corresponding to the combination of the delivery and delivery rank “A” is acquired.

  The score acquiring unit 102m is a grade category "40: distance" corresponding to the designated distance: 13 km "from the collecting and distributing rank scoring master 106s of FIG. 8 and the specific distributing and acquiring degree" C "acquired by the specific difficulty acquiring unit 102k. The score "0 point" corresponding to the combination is acquired.

  The table | surface which put together the score which the point acquisition part 102m acquired is shown in FIG.

(3) Calculation of Score Ratio The score ratio calculation unit 102p divides the value obtained by multiplying the total value of the scores acquired by the score acquisition unit 102m by 100 by the reference total score included in the delivery and distribution rank score master 106s to obtain a score ratio. Calculate

  As described in (2), the points acquired by the point acquiring unit 102m are four points, zero points, four points, seven points, and zero points. The total value of these scores is 15 points.

  On the other hand, the reference total score is the largest one of the scores corresponding to “0: grade classification” in the collection and delivery rank score master 106s. In the delivery and distribution rank score master 106s of FIG. 8, the score corresponding to “0: graded classification” is only “50 points”, so “50 points” is the reference total score.

  As described above, the score ratio calculation unit 102p calculates (15 points × 100) / 50 points = 30% as the score ratio by dividing the value obtained by multiplying the total value of 15 points by 100 by the reference total score of 50 points. If the score ratio is decimal, the decimal place shall be discarded.

  As described in (2) and (3) above, each score and a reference total score serving as a reference are acquired from the collection and distribution rank score master 106s, and (total of acquired points / reference total score) × 100 The score ratio can be calculated by

  According to the above processes (1) to (3), the content of the specified specific data can be quantitatively evaluated. Then, in (4) below, it is possible to acquire operation difficulty level identification data (degree of difficulty) based on the result of the quantitative evaluation.

(4) Acquisition of operation difficulty level The operation difficulty level acquisition unit 102 n determines operation difficulty level identification data (degree of difficulty) corresponding to the score ratio calculated based on the score acquired by the score acquisition unit 102 m from the difficulty level master 106 t. get.

  Specifically, the score ratio calculated based on the score acquired by the score acquiring unit 102 m is “30%” as described in the above (3).

  Here, referring to the difficulty level master 106t of FIG. 8, the records including the score ratio “30%” or less are the records including the score ratio “0%”, the records including the score ratio “10%”, and the score ratio “20 It is 4 records of a record including “%” and a record including a score ratio “30%”. As illustrated in FIG. 11, the operation difficulty level acquisition unit 102n rearranges the four records in descending order of score ratio, and acquires the first line from the top (the record including the score ratio “30%”). Thus, the operation difficulty level acquisition unit 102 n can acquire the difficulty level “4” corresponding to the score ratio “30%”.

  Then, the operation difficulty level display unit 102 q returns (displays) the operation difficulty level “4” acquired by the operation difficulty level acquisition unit 102 n to the order input screen, as indicated by a bold frame in FIG. 12.

  As described in (4) above, among the records in the difficulty level master 106t that meet the condition of "calculated score ratio 得 点 score ratio in the difficulty level master 106t", the record with the highest score ratio in the difficulty level master 106t Can be acquired, the difficulty level included in the record can be acquired, and the acquired degree of difficulty can be returned to the screen for order entry.

(5) Setting of Scores That Become Above the Reference Total Score In the above (1) to (4), the acquisition of the operation difficulty level in the case where the specific data shown in FIG. 9 is specified has been described. In the case where a very important thing is specified as specific data, it is possible to make sure that the highest level of operation difficulty is obtained. In order to perform the acquisition, it is sufficient if at least one score (a score corresponding to a very important specific data) included in the delivery rank score master 106s is equal to or higher than a reference total score included in the delivery rank score master 106s. .

  For example, in the case where the extremely important concrete data is "high-class painting", it will be explained how to obtain the highest operating difficulty. It is assumed that "IT 301 (high-class painting)" is designated as a representative item name on the order input screen of FIG. In this case, the specific difficulty level acquisition unit 102k acquires the collection and delivery rank "S" from the item name master 106q. Subsequently, the score acquiring unit 102m calculates the score "50 points" corresponding to the combination of the score classification "30: item name" corresponding to "IT 301 (high-class painting)" and the delivery / delivery rank "S" acquired by the score acquiring unit 102m. get.

  Since the acquired "50 points" is equal to or higher than the reference total score "50 points", it is a formula for calculating the score ratio described in (3) (total of acquired points / reference total score) x 100 According to the above, the score ratio is always "100% or more". In other words, the score ratio is always "100% or more" regardless of what is specified as other specific data other than high-class paintings. Therefore, the operation difficulty level acquisition unit 102 n can acquire the highest operation difficulty level “10” from the difficulty level master 106 t.

  As described in (5) above, if “50 points or more” is set as the score for the collection and distribution rank corresponding to “high-class painting” which is extremely important concrete data, what is it as other concrete data? The highest operating difficulty can be obtained regardless of whether or not is specified. As a result, the operation of high-class paintings can be assigned to highly skilled crew members.

(6) Others Regarding the processing described in (1) to (5) above, the following notes 1 to 5 exist.

  1. It is also possible to manually change the acquired operation difficulty level identification data. This is because it may be possible to adjust the degree of difficulty depending on the circumstances and load conditions of individual projects.

  2. As for the collection and distribution rank score master 106s, since it is possible to set a score weighted for each element, weighted elements are set (high scores are set), while non-weighted elements are reduced in weight (( It is possible to set a low score).

  3. In the case of high-value, difficult-to-handle items such as high-class paintings, even for operations that apply to conditions such as short-distance operation, low-claimed shippers or easy-to-run routes, to assign the best driver. By assigning the rank of the score that is higher than the standard total score to the high-class painting, it is possible to make the work of the high-class painting the highest difficulty.

  4. As for the operation that sandwiches the relay site like the departure point → relay point → landing, the process is divided as the departure point → landing point (relay point) and the departure point (relay point) → landing, except in the case of direct delivery by 1 operation The above processes (1) to (5) can be applied to the operation of.

  5. The above processes (1) to (5) can be applied to delivery for each order regardless of the special service, and acquisition of the operation difficulty level of the regular flight course. This is because in the course registration, the shipper, the arrival / departure, and the operating distance are the main elements constituting the course, and the type of the delivery item is roughly determined by the shipper.

  As described above in the item [4-4], the information processing apparatus 100 according to the present embodiment quantitatively evaluates the content of each specific data in the element determining the operation difficulty level, and By taking the method of acquiring the operating difficulty based on the result of the quantitative evaluation, it is possible to acquire the fair operating difficulty. As a result, for example, the driver can be assigned (assigned) efficiently and fairly, and the salesperson sets the operation difficulty level higher than he should for his / her job. The problem that the driver can not be properly assigned will not occur.

[4-5. Summary]
The contents of [4-1] to [4-4] described above can be used in appropriate combination. For example, when all the contents of [4-1] to [4-4] are combined, the special flight regular flight operation instruction data 106e is automatically created (content of [4-1]), and the automatically created special flight Automatic assignment of crew (content of [4-2]) and automatic assignment of vehicles (content of [4-3]) are performed using scheduled flight operation instruction data 106e, and special flights used for crew assignment The operation difficulty level included in the scheduled flight operation instruction data 106e can be automatically acquired (content of [4-4]).

[5. Other embodiments]
The present invention may be practiced in various different embodiments within the scope of the technical idea described in the claims in addition to the embodiments described above.

  For example, among the processes described in the embodiment, all or part of the process described as being automatically performed may be manually performed, or all the processes described as being manually performed. Alternatively, some of them can be performed automatically by known methods.

  In addition, information including processing procedures, control procedures, specific names, registered data of each processing, parameters such as search conditions, screen examples, and database configurations shown in the present specification and the drawings are described unless otherwise specified. Can be changed arbitrarily.

  Further, with regard to the information processing apparatus 100, each component shown in the drawings is functionally conceptual, and does not need to be physically configured as illustrated.

  For example, with regard to the processing functions included in the information processing apparatus 100, in particular each processing function performed by the control unit, all or any part thereof may be realized by a CPU and a program interpreted and executed by the CPU. Well, it may be realized as wired logic hardware. The program is stored in a non-temporary computer-readable recording medium including a programmed instruction for causing the information processing apparatus to execute the processing described in the present embodiment, and the information processing apparatus as necessary. Mechanically read to 100. That is, a computer program for giving instructions to the CPU in cooperation with the OS and performing various processes is recorded in a storage unit such as a ROM or HDD (Hard Disk Drive). The computer program is executed by being loaded into the RAM, and cooperates with the CPU to configure the control unit.

  Also, the computer program may be stored in an application program server connected to the information processing apparatus 100 via an arbitrary network, and it is possible to download all or a part of the computer program as needed. is there.

  Further, the program for executing the processing described in the present embodiment may be stored in a non-temporary computer readable recording medium, or may be configured as a program product. Here, the "recording medium" means a memory card, a universal serial bus (USB) memory, a secure digital (SD) card, a flexible disk, a magneto-optical disk, a ROM, an erasable programmable read only memory (EPROM), and an EEPROM (registration). Trademarks (Electrically Erasable and Programmable Read Only Memory), CD-ROM (Compact Disk Read Only Memory), MO (Magneto-Optical disk), DVD (Digital Versatile Disk), and Blu-ray (registered trademark) Disc etc. Any "portable physical media It is intended to include.

  The “program” is a data processing method described in any language or description method, and may be in any format such as source code or binary code. Note that the “program” is not necessarily limited to one that is configured in a single way, and achieves its function in cooperation with a separate program represented by a plurality of modules or libraries or a separate program represented by the OS. Including things. In addition, as a specific configuration and reading procedure for reading the recording medium in each device shown in the embodiment, an installation procedure after reading, and the like, a known configuration and procedure can be used.

  The various databases and the like stored in the storage unit are storage devices such as RAM, memory devices such as ROM, fixed disk devices such as hard disks, flexible disks, and optical disks, etc. Stores programs, tables, databases, files for web pages, etc.

  Further, the information processing apparatus 100 may be configured as an information processing apparatus such as a known personal computer or a workstation, or may be configured as the information processing apparatus to which an arbitrary peripheral device is connected. Also, the information processing apparatus 100 may be realized by implementing software (including a program or data) that causes the apparatus to realize the processing described in the present embodiment.

  Furthermore, the specific form of distribution and integration of the devices is not limited to that shown in the drawings, and all or part of them may be functionally or physically in any unit in accordance with various additions or according to functional load. It can be distributed and integrated. That is, the embodiments described above may be implemented in any combination, and the embodiments may be implemented selectively.

  The present invention is extremely useful in the distribution industry that has a distribution department and performs in-house delivery, but is also useful in, for example, the passenger industry that operates buses and taxis.

100 information processing apparatus 102 control unit
102a Date addition section
102b Assignment data creation unit
102c Flight Acquisition Department
102d Crew Acquisition Department
102e Crew Allocation Department
102f Time Time Acquisition Department
102g Vehicle rating acquisition department
102h Vehicle Acquisition Department
102i Vehicle allocation unit
102j Vehicle flag acquisition unit
102k Specific difficulty acquisition part
102m score acquisition part
102n Service Level Acquisition Department
102p Score ratio calculator
102 q Operating difficulty level display unit 104 Communication interface unit 106 Storage unit
106a root master
106b Regular flight operation instruction data
106c Order data
106d special service operation instruction data
106e Special Flight Regular Flight Operation Data
106f Crew assignment master
106g vehicle assignment master
106h vehicle master
106i Crew Master
106j Assignment result data
106k time data
106m attendance condition data
106n Shipper Master
106p Destination Master
106q Item Name Master
106r Distance Collection and Distribution Rank Master
106s collection and distribution rank score master
106t difficulty master
106 u element master 108 input / output interface unit 112 input device 114 output device 200 server 300 network

Claims (10)

A crew assignment device comprising a control unit and a storage unit, wherein
The storage unit
Assignment data used for assignment of crews who operate, including flight identification data which is data for identifying an operation flight and operation difficulty level identification data for identifying a degree of difficulty of operation;
A crew assignment master including crew level identification data and travel difficulty level identification data for identifying the level of operation of the crew;
Crew master including crew identification data for identifying a crew and crew level identification data;
Is stored,
The control unit
Flight acquisition means for acquiring flight identification data associated with the operation difficulty level identification data included in the crew assignment master from the assignment data;
Crew acquisition means for acquiring crew identification data associated with the crew level identification data included in the crew assignment master from the crew master,
A crew allocation means for allocating crews specified by the crew identification data acquired by the crew acquisition means to the flights specified by the flight identification data acquired by the flight acquisition means;
To provide
A crew assignment device characterized by The crew master further includes a work attendance flag including a workable category indicating that the crew can go to work and a non-workgoing category indicating that the crew can not go to work;
The storage unit
Time of day data including crew identification data and time of flight of the crew;
Attendance condition data, including predetermined conditions for attendance time;
Is stored further,
The crew acquisition means acquires, from the crew master, an attendance flag associated with the crew identification data acquired by the crew acquisition means,
The control unit
It further comprises an attendance time acquisition unit for acquiring an attendance time linked to the crew identification data acquired by the crew acquisition unit from the attendance time data;
The crew assignment means is
When the attendance flag acquired by the crew acquisition means is the workable division and the attendance time acquired by the attendance time acquisition means satisfies the predetermined condition included in the attendance condition data, the assignment To do,
The crew assignment device according to claim 1, characterized in that: The crew assignment master further includes a crew assignment order representing a priority of the assignment,
The flight acquisition means and the crew acquisition means perform the acquisition in order from the operation difficulty level identification data and the crew level identification data included in the crew assignment master associated with the higher rank crew assignment order,
The crew assignment device according to claim 1 or 2, characterized in that The higher order crew assignment order is set for the crew level identification data indicating higher level or the operation difficulty level identification data indicating higher difficulty in the crew assignment master. about,
The crew assignment device according to claim 3, characterized in that: The higher-order crew assignment order is set for the crew level identification data meaning lower levels or the operation difficulty level identification data meaning lower levels in the crew assignment master. about,
The crew assignment device according to claim 3, characterized in that: The assignment data further includes vehicle condition identification data for identifying a vehicle condition necessary for operation;
The crew master further includes license identification data for identifying a type of driver's license,
The flight acquisition means acquires vehicle condition condition identification data associated with the flight identification data acquired by the flight acquisition means from the data for assignment.
The crew acquisition means acquires license identification data associated with the crew identification data acquired by the crew acquisition means from the crew master,
The crew assignment means is
The allocation is performed when it is possible to operate the vehicle identified by the vehicle condition identification data acquired by the flight acquisition means by the license identified by the license identification data acquired by the crew acquisition means about,
The crew assignment device according to any one of claims 1 to 5, characterized in that: The crew master further includes vehicle identification data for identifying a vehicle;
The storage unit further stores a vehicle master including vehicle identification data and vehicle identification data for identifying a vehicle name,
The crew acquisition means acquires vehicle identification data associated with the crew identification data acquired by the crew acquisition means from the crew master,
The control unit
The vehicle-classification acquiring means for acquiring vehicle-classification identification data associated with the vehicle-identifying data acquired by the crew member acquiring means from the vehicle master, further comprising:
The crew assignment means is
When the vehicle identified by the vehicle identification data acquired by the vehicle acquisition unit is the same as the vehicle identified by the vehicle condition identification data acquired by the flight acquisition unit, the crew acquisition unit Assigning a vehicle identified by the vehicle identification data acquired in
The crew assignment device according to claim 6, characterized in that: The flight identification data is at least one of route identification data, which is data for identifying a route of a regular flight, and order reception identification data, which is data for identifying a special order received,
The crew assignment device according to any one of claims 1 to 7, characterized in that A crew assignment method executed by an information processing apparatus including a control unit and a storage unit,
The storage unit
Assignment data used for assignment of crews who operate, including flight identification data which is data for identifying an operation flight and operation difficulty level identification data for identifying a degree of difficulty of operation;
A crew assignment master including crew level identification data and travel difficulty level identification data for identifying the level of operation of the crew;
Crew master including crew identification data for identifying a crew and crew level identification data;
Is stored,
Executed by the controller
A flight acquisition step of acquiring flight identification data associated with the operation difficulty level identification data included in the crew assignment master from the assignment data;
A crew acquisition step for acquiring crew identification data associated with the crew level identification data included in the crew assignment master from the crew master;
A crew assignment step for assigning crews specified by the crew identification data acquired in the crew acquisition step to the flights specified in the flights identification data acquired in the flights acquisition step;
Including
A crew assignment method characterized by A crew assignment program for causing an information processing apparatus including a control unit and a storage unit to execute the program.
The storage unit
Assignment data used for assignment of crews who operate, including flight identification data which is data for identifying an operation flight and operation difficulty level identification data for identifying a degree of difficulty of operation;
A crew assignment master including crew level identification data and travel difficulty level identification data for identifying the level of operation of the crew;
Crew master including crew identification data for identifying a crew and crew level identification data;
Is stored,
For the control unit to execute
A flight acquisition step of acquiring flight identification data associated with the operation difficulty level identification data included in the crew assignment master from the assignment data;
A crew acquisition step for acquiring crew identification data associated with the crew level identification data included in the crew assignment master from the crew master;
A crew assignment step for assigning crews specified by the crew identification data acquired in the crew acquisition step to the flights specified in the flights identification data acquired in the flights acquisition step;
Including
Crew assignment program characterized by.

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