JP2023101286A - Information processing device, information processing method, and computer program - Google Patents

Abstract

To make it possible to efficiently creating a plan about a mobile body.SOLUTION: An information processing device includes a processing unit for determining a stop section for stopping a plurality of mobile bodies among a plurality of stop sections based on: time information about an arrival time at which the plurality of mobile bodies arrive at a target area including a plurality of stop sections where one or more mobile bodies can stop and a departure time at which the plurality of mobile bodies depart from the target area; and direction information about a direction toward which the plurality of mobile bodies can enter the plurality of stop sections and a direction toward which the plurality of mobile bodies can advance from the plurality of stop sections.SELECTED DRAWING: Figure 1

Description

TECHNICAL FIELD Embodiments of the present invention relate to an information processing apparatus, an information processing method, and a computer program.

A railway operator creates an operation plan for a train set (hereafter referred to as a train set) in order to realize a given operation schedule, and a storage plan for storing the train set at a depot or a station for storage after commercial operation is completed. to create There are many constraints to be considered in creating a retention plan and an operation plan. For example, in creating a placement plan, it is desirable to satisfy constraints as much as possible, but it takes a long time to create the plan manually. Although it is possible to use constraint logic programming, there are problems such as the need for complicated input data.

JP 2012-086779 A JP 2005-178742 A Japanese Patent Application Laid-Open No. 2021-54305 JP 2018-45312 A JP-A-2005-259052

Embodiments of the present invention provide an information processing device, an information processing method, and a computer program that enable efficient creation of a plan for a mobile object.

The information processing apparatus according to the present embodiment provides an arrival time at which a plurality of moving bodies arrive at a target area including a plurality of stop sections in which one or more moving bodies can stop, and a time at which the plurality of moving bodies arrive from the target zone. Based on time information about the departure time and direction information about the direction in which the vehicle can enter the plurality of stop sections and the direction in which the vehicle can exit from the plurality of stop sections, a plurality of the movements are selected from among the plurality of stop sections. a processing unit that determines a stop interval for stopping the body.

1 is a block diagram of a placement plan creation device, which is an information processing device according to a first configuration example of the first embodiment; FIG. FIG. 3 is a schematic diagram showing an example of a number track structure in which the train set that enters the zone first leaves the zone last. FIG. 3 is a schematic diagram showing an example of a number track structure in which a train set that enters a zone first leaves the zone first. FIG. 10 is a schematic diagram showing another example of the number track structure in which the train set that enters the zone first leaves the zone last. FIG. 10 is a schematic diagram showing another example of the number track structure in which the train set that enters the zone first leaves the zone first. A figure showing an example of time information which shows the section entry time of each formation and the next section departure time. A diagram showing an example of entry/exit order information indicating the order of entering/exiting the next section of each train. The figure which shows an example of track number information in an object depot. The figure which shows an example of the placement plan produced by the placement plan optimization part. The figure which shows an example of the output format of a placement plan. The figure which shows an example of the output format of a placement plan. 4 is a flowchart of an example of the operation of the placement plan creation device, which is the information processing device according to the first configuration example of the first embodiment; FIG. 4 is a block diagram of a placement plan creation device, which is an information processing device according to a second configuration example of the first embodiment; FIG. 4 is a diagram showing an example of formation two-car information indicating the formation two-car number of each formation. The figure which shows an example of the track number information in a target depot when the information on the number of cars in formation is given. FIG. 10 is a diagram showing an example of an output format of a retention plan when information on the number of cars in a train set is given; FIG. 11 is a block diagram of a placement plan creation device, which is an information processing device according to a third configuration example of the first embodiment; FIG. 4 is a diagram showing an example of a track structure represented by route connection information; FIG. 11 is a block diagram of a placement plan creation device, which is an information processing device according to a fourth configuration example of the first embodiment; The figure explaining the example of detention condition information. FIG. 11 is a block diagram of a placement plan creation device, which is an information processing device according to a fifth configuration example of the first embodiment; FIG. 11 is a block diagram of an operation plan creation device, which is an information processing device according to a first configuration example of the second embodiment; FIG. 5 is a diagram showing an example of creating a vehicle operation plan using an operation patrol pattern; FIG. 10 is a diagram showing information (correspondence table) in which a schedule of weekday schedules and a schedule of holiday schedules are associated one-to-one; The figure which shows the example of timetable information. FIG. 4 is a diagram showing an example of work information stored in a work information storage unit; The figure which shows the example of the period information stored in the period information storage part. FIG. 4 is a diagram showing a plurality of route bundles created for each weekday timetable and holiday timetable; FIG. 10 is a diagram showing an example of a route bundle table for each weekday timetable and holiday timetable; The figure which shows the example which put together the operation|movement circulation pattern and the correspondence table|surface in tabular form, and was output as an optimization result table|surface to the output part. FIG. 10 is a diagram showing another display example of the operational patrol pattern and the correspondence table; 6 is a flowchart of an example of an operation plan creation process executed by the operation plan creation device; FIG. 11 is a block diagram of an operation plan creation device, which is an information processing device according to a second configuration example of the second embodiment; FIG. 11 is a block diagram of an operation plan creation device, which is an information processing device according to a first configuration example of the third embodiment; The figure which shows the example of track number information as route information. The figure which shows the example of a display of an operation plan (a detention plan, an operation patrol pattern, and a correspondence table are included). 6 is a flowchart of an example of an operation plan creation process executed by the operation plan creation device; FIG. 11 is a block diagram of an operation plan creation device, which is an information processing device according to a second configuration example of the third embodiment; FIG. 11 is a block diagram of an operation plan creation device, which is an information processing device according to a third configuration example of the third embodiment; The figure which shows the output example of a placement plan. 1 is a diagram showing a hardware configuration of an information processing apparatus according to each embodiment; FIG.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In each of the embodiments below, a description will be given with respect to the organization of vehicles (trains), but for example, any moving body such as a bus, a ship, a robot, an AGV (Automatic Guided Vehicle), a transportation device, etc. The present invention can be implemented in the same manner.

(First embodiment)
[First configuration example]
FIG. 1 is a block diagram of a placement plan creation device 101, which is an information processing device according to the first configuration example of the first embodiment. The storage plan creation device 101 creates a storage plan for stopping the formation of vehicles in a target area (storage area) such as a railway station or depot. Stopping the formation in the target area is called detention. The target area is provided with one or a plurality of stop sections for stopping the knitting, that is, detention sections for detaining the knitting. A detention section (stop section) is also called a track or a route. One or a plurality of knittings can be retained (stopped) in tandem on one track depending on the length of the track.

In the present embodiment, a detention plan is created so that there is no need to replace the train set on the track number, or the number of train sets that require replacement is minimized or reduced as much as possible. The storage plan creation device 101 stores time information including the arrival time when the train set arrives at the target area and the departure time when the train set departs from the target area, and the route information (section length information) including the length of the track number. Based on this, the track number (detention section) where each trainset is detained is determined. The arrival of the train at the target area is called entry, and the departure of the train from the target area is called departure. The time at which the formation enters the target area is called the entry time, and the time at which the formation departs from the target area is called the departure time. The storage plan creation device 101 creates a storage plan including track numbers determined for each train set.

The placement plan creation device 101 includes a time information input unit 100, a route information input unit 110, a time information storage unit 200, a route information storage unit 210, a placement plan creation unit 300, a placement plan storage unit 400, and an output 500. The placement plan creation unit 300 is a processing unit that includes an entrance/exit order creation unit 310 and a placement plan optimization unit 320 .

The time information input unit 100 receives from the user who is the operator of the detention plan creation device 101 input operation of time information including at least the time when each train set enters and exits the depot or the like (entering/exiting the depot), Get time information.

The route information input unit 110 receives an input operation of route information including at least the length and type of track in a railroad depot or the like from the user of the storage plan creation device 101, and acquires the route information. Depending on the type of track, the direction in which the train can enter and the direction in which it can move out of the track are determined. There are a LIFO (Last In First Out) method, a FIFO (First In First Out) method, and a FREE method as types of number lines, which will be described later in detail. A numbered track is an example of a storage section in which a train set is stored in a depot or the like, and is not limited to the term track.

The time information storage section 200 stores the time information input to the time information input section 100 . The time information storage unit 200 is configured by, for example, a storage medium such as a memory or a hard disk.

The route information storage unit 210 stores route information input to the route information input unit 110 . The route information storage unit 210 is configured by, for example, a storage medium such as a memory or a hard disk.

The output unit 500 is a device that outputs information (placement plan output information) based on the placement plan created by the placement plan creation device 101 . The output unit 500 is, for example, a liquid crystal display, an organic electroluminescence display, an LED (Light Emitting Diode) display, or any other display device capable of displaying data. The output unit 500 may be a printer that prints data on paper, or a transmission device that transmits data wirelessly or by wire. In the following description, it is assumed that the output unit 500 is a display device.

A storage plan is data in which one or a plurality of target train sets are assigned to track numbers in a depot or the like. A storage plan is created by allocating one or a plurality of target train sets to track numbers in a depot or the like. The numbered tracks in a depot include a numbered track that allows a plurality of train sets to be stored in tandem, a numbered track that has a branch, or a complicated numbered track structure that combines these numbered tracks. The maximum number of vehicles that can be parked in a line on a certain track is called the number of cars parked in a line (capacity) of that track. If the number of vehicles in one formation (hereinafter referred to as the number of cars in the formation) is the same for all formations, the number of cars stored in series may be the maximum number of formations that can be stored. In other words, the unit of the number of tandem storages may be used as the knitting. In the first configuration example, it is assumed that the numbers of all train cars are equal, and the number of trains stored in tandem (capacity) is the maximum number of trains that can be stored in a line on a certain number line.

Overnight detention is an example of off-hour detention. Entering is to put a train into a depot or track. Departure means that the formation leaves from the depot or the track number. In night detention, basically all the trains that enter the ward cannot be replaced with other trains until the start of commercial operation on the next day. Restrictions are imposed on the following day depending on whether the

FIG. 2 shows an example of a typical type of cord structure. A long thin line indicates a track number, and a short thick line indicates a formation. Four sets of sets L1 to L4 are retained on the number track R1. Entry and exit are possible only on one side of track R1, and the other side is a dead end. Therefore, it becomes "last in, first out" in which the formation that enters the zone last is the first to leave. Therefore, on the same first line, the restriction is imposed that the reverse order of entering and exiting the ward is the same. Such a line number type is called a LIFO system. In other words, in the LIFO system, it is possible to enter the numbered track (stop section) from a first direction, it is possible to enter from the first direction, it is impossible to enter from the second direction opposite to the first direction, and it is possible to enter from the second direction. It is a method that is impossible.

FIG. 3 shows another example of a typical type of cord structure. In this number track structure, it is only possible to enter from one side of the number track R1, and only to leave from the other side. In this number track structure, the first train set to enter the zone is the first to leave the zone. There is a restriction that the order of entering and exiting the same first line must be the same. Such a line number type is called a FIFO system. In other words, in the FIFO method, it is possible to enter the numbered track (stop section) from a first direction, not from the first direction, from a second direction opposite to the first direction, and from a second direction. It is a method that is impossible.

In addition to the LIFO system and the FIFO system, there is also a numbered wire structure that allows entry and exit from both ends of the numbered wire (not shown). This number line type is called the FREE system. In other words, in the FREE system, it is possible to enter the numbered track (stop section) from a first direction, it is possible to enter from the first direction, it is possible to enter from a second direction opposite to the first direction, and it is possible to enter from the second direction Show that it is possible.

Assume that the depot described in the following description has the LIFO system numbered track structure shown in FIG.

In the above description, a simplified numbered track structure including only one numbered track is shown for explanation of the numbered track structure.

FIG. 4 shows an example of a depot having a plurality of tracks having a LIFO track structure. FIG. 5 shows an example of a depot having a plurality of numbered tracks having a FIFO numbered track structure.

FIG. 6 shows an example of time information in the time information storage unit 200. As shown in FIG. It is indicated that the sets L1 to L5 are the target of creation of the detention plan. The time information includes the entry time and the next day's departure time at the depot and the like of each train set (depot and depot station in the case of station depot). When there are a plurality of depots, etc., the time information may include information on the departure location and entry location of each train.

Based on the time information in the time information storage unit 200 and the route information in the route information storage unit 210, the storage plan creation unit 300 (processing unit) in FIG. Create a placement plan that assigns The entry/departure order creation unit 310 in the detention plan creation unit 300 determines the entry order (arrival order) of the train set based on the entry time and departure time (also referred to as the next departure time) of each train set included in the time information. Calculate the departure order (departure order). The order of departure is also called the order of next departure. The train sets for which the entry time and the next departure time are determined are sorted in the order of the entry time and the next departure time, and the entry order and departure order are determined respectively.
FIG. 7 shows the information on the order of arrival and departure of each train set (arrival/departure order information) obtained as a result of sorting.

Here, a description will be given of the handling of a train set that does not leave the next day, does not change track (change track numbers), and does not have a set time for the next day's section. Such a knitting is called preliminary knitting. Assuming that there is one backup train set and that there are n arbitrary train sets for which the next day's section time is fixed, the departure order of the spare train set is n+1. If there are a plurality of spare trains, an appropriate order of departure of the spare trains is set so that the order of dispatch of the spare trains does not change. For example, if the next day is a spare car and two trainsets are assigned to commercial operation two days later, the departure order is set to n+1 and n+2 in descending order of commercial operation start time two days later.

FIG. 8 shows an example of route information (track number information) in the route information storage unit 210. As shown in FIG. The track information includes information about the length of the track and the type of track. Information on the length of the track corresponds to information on the length of the detained section. The information about the type of the track number corresponds to the direction information about the direction in which the vehicle can enter the track number (detention section) and the direction in which the vehicle can exit from the track number (detention section).

In the example of FIG. 8, it is shown that there are two track numbers R1 and R2 in the target depot (target depot). The path lengths of the lines R1 and R2, that is, the number of tandem retentions are 4 and 2, respectively. Both the lines R1 and R2 are of the LIFO type. Since the number of train sets (target train sets) for which a storage plan is to be created is five (see FIG. 6), the target depot has a spare position (space) for one train set.

Information indicating the order of entry/exit wards (entry/exit ward order information) calculated by the entry/exit order creation unit 310 is input to the placement plan optimization unit 320 (processing unit). The storage plan optimizing unit 320 builds a mathematical model using the number track on which each train set is stored as a decision variable. The parking plan optimizing unit 320 calculates the solution of the mathematical model based on the entry/exit order information and the route information (track number information), and creates a parking plan based on the calculated solution.
First, the symbols describing the mathematical model when each train set has the same number of cars are defined below.

An example of constraints for creating a placement plan is shown in Equation 1 below. Formula 1 is a constraint that all the sets p are detained on any numbered track t.

The following equation 2 shows an example of a constraint that the number of trains p to be stored does not exceed the number of trains t to be stored in series.

である一組の編成p,qを縦列に留置するとする。このとき、入区時刻の通りに入区すると奥から編成p,qの順序で縦列することとなり、出区時刻の通りに出区しようにも編成pは進路に編成qがあることにより出区できないため、編成qの入区の際又は編成pの出区前までの間に、編成p,qの入換が必要となる。よって、ＬＩＦＯ方式の番線tにおいて、入換の必要が生じる編成の組p,qを同一番線に留置しない（一方のみの留置を可能とする）制約が必要となる。この制約の一例を次式３に示す。 As mentioned above, the track type imposes restrictions on the order of entry and exit sections. Assuming that the numbered lines of the LIFO system have the same entry/exit times, that is,

Suppose that a pair of formations p and q are placed in tandem. At this time, if we enter the area according to the entry time, we will be lined up in the order of formations p and q from the back. Therefore, it is necessary to exchange the train sets p and q when the train set q enters the area or before the train set p leaves the area. Therefore, on line number t of the LIFO system, a constraint is required that sets p and q of formations that need to be replaced are not placed on the same line (only one of them can be placed). An example of this constraint is shown in Equation 3 below.

In line number t of the FIFO method, a restriction is required so that sets p and q of train sets having opposite entry/exit time magnitude relationships are not stored on the same line (only one of them can be stored). An example of this constraint is shown in Equation 4 below.

For a free-type track t that can be entered and exited from both ends, it is also necessary to specify the direction of entry (also called the direction of entry) or the direction of exit (also called the direction of exit). Therefore, the variable _yptio is used as the decision variable instead of the variable _ypt . The variable y _ptio is a variable that becomes 1 when the train set p enters (enters the section) from the direction i, is detained on the track t, and advances (departure) from the direction o. With 0 being the first direction and 1 being the second direction opposite to the first direction, direction i and direction o take a value of 0 or 1, respectively. An example of restrictions on line number t in the FREE system is shown in the following equation (5).

Since Formulas 3, 4, and 5 are described for each wire, a plurality of wire types may be mixed. Also, if there is a number line of the FREE system, the variable _ypt in the formulas 1 and 2 is changed to the variable _yptio .

といった解が得られる。得られた解に基づき、留置計画が得られる。 The placement plan optimizing unit 320 generates constraints expressing the above constraints, and solves the equations of the mathematical model based on the constraints to obtain the optimal solution or approximate solution for the variable y _pt (y _ptio ) that satisfies the constraints. Find the optimal solution. In other words, the detention plan optimizing unit 320 determines the track number on which the composition is to be detained based on the constraint that prohibits the replacement of the composition on the same first track (retention section). As a solution method, a mathematical programming solver such as GurobiOptimizer or CPLEX may be used, or a meta-heuristic solution method such as gradient method, simulated annealing, or genetic algorithm may be used. This allows, for example,

A solution is obtained. Based on the solutions obtained, a placement plan is obtained.

となる番線Ｒ１（ｔ＝Ｒ１）となる。スタックは、１つの番線に含まれる各留置位置を示し、出区側から昇順に識別子Ｓｘ（ｘ＝１，２，３，・・・）が与えられる。番線に留置する編成の個数と、当該番線に入区する順序に応じて、各編成のスタックは定まるものとする。例えば、番線に留置可能な場所の個数が編成数より大きい場合は、出区側に詰めて各編成を配置してもよい。図９の例では、同一番線の出区側に最も近い編成がＳ１、その次に近い編成がＳ２、・・・となる。入換の必要がない場合、営業運転後の各編成のスタックと翌営業運転前の各編成のスタックは一致する。図９より、同一番線に割り当てられた各編成の入区順と、当該各編成の翌出区順の逆順とが一致している。よって、ＬＩＦＯ方式の番線における入出区順の制約が満たされている。具体的には、番線Ｒ１を例とすると、編成Ｌ１、Ｌ２、Ｌ４の順に入区するため、出区側からＬ４、Ｌ２、Ｌ１の順に縦列に留置される。翌出区順はＬ４、Ｌ２、Ｌ１であることから、番線Ｒ１の手前から順に各編成は出区する。よって、入換のない留置計画が得られている。 FIG. 9 shows an example of a placement plan. The "Knitting" column and the "Line number" column in FIG. 9 show the assignment of each knitting to the number line. Taking the organization L1 as an example, the track number assigned to the organization L1 is

becomes line number R1 (t=R1). The stack indicates each holding position included in one track number, and identifiers Sx (x=1, 2, 3, . . . ) are given in ascending order from the exit side. It is assumed that the stack of each train set is determined according to the number of train sets to be retained on the track and the order in which they enter the track. For example, if the number of places that can be stored on the number track is larger than the number of formations, each formation may be placed closer to the exit side. In the example of FIG. 9, the formation closest to the departure section side of the same first line is S1, the next closest formation is S2, and so on. If there is no need for shunting, the stack of each train set after commercial operation and the stack of each train set before commercial operation of the next service match. As can be seen from FIG. 9, the entry order of each train set assigned to the same first line matches the reverse order of the next departure order of each train set. Therefore, the restrictions on the order of entry/exit sections in the track number of the LIFO system are satisfied. Specifically, taking the number track R1 as an example, since the formations L1, L2, and L4 enter in order, L4, L2, and L1 are retained in a column in order from the exit side. Since the order of departure for the next section is L4, L2, and L1, each train sets will depart in order from the front of track number R1. Therefore, a placement plan without shunting is obtained.

The placement plan optimizing unit 320 generates placement plan output information for displaying the content of the placement plan to the user based on the created placement plan (see FIG. 9) and time information (see FIG. 6). The placement plan storage unit 400 stores placement plan output information generated by the placement plan optimization unit 320 .

The output unit 500 is an output GUI that presents information to the user. The placement plan output information is read from the placement plan storage unit 400, and the read information is displayed on the screen. The output unit 500 may be a communication unit. In this case, the output unit 500 may transmit the placement plan output information to the user's terminal.

10 and 11 each show an example of the placement plan output information. In the detention plan output information of FIGS. 10 and 11, objects L1 to L5 (organization objects) of each organization and objects R1 and R2 of each number track (number object) are shown. Each formation object is placed at the corresponding stack position in the number line object of the number line to which each formation is assigned. In FIG. 10, commercial operation end time is associated with an object representing each train set. In FIG. 11, the next commercial operation start time is associated with the object representing each train set. 10 and 11, for example, the train set L2 enters the track R1 at 22:30, is detained at the position of the stack S2, and leaves the track R1 at 5:45 the next day. . 10 and 11 are only examples of the output format of the placement plan, and the display format is not limited to these. For example, the commercial operation end time and the next commercial operation start time may be displayed collectively. Alternatively, the displayed placement plan may be changed by displaying a bar for designating the time and moving the slides E1 and E2 to change the time. For example, if the commercial operation end time and the next commercial operation start time are specified, the retention plans shown in FIGS. 10 and 11 may be displayed.

A description will be given below of how to deal with the case where there is no solution (solution that satisfies the constraints) of the above-described mathematical model, that is, the case where a placement plan that does not require replacement cannot be obtained. In this case, new symbols are defined in addition to the mathematical model described above. Symbols may be defined for each timetable when there are a plurality of types of timetables. As an example, if there are a weekday service schedule (weekday schedule) and a holiday service schedule (holiday schedule), symbols are defined for each. An example of this case is shown below. Symbols with "'" are symbols corresponding to holiday schedules.

The following equation (6) shows the constraint for determining whether a set of train sets that need to be replaced on the LIFO track number is to be stored on the same number track. In other words, this constraint allows the interchange of sets on the tracks of the LIFO system.

The following equation (7) shows a constraint for determining whether a set of train sets that need to be exchanged on the numbered track of the FIFO method is to be stored on the same numbered track. In other words, this constraint allows the interchange of formations on the tracks of the FIFO system.

Expression 8 below shows the constraint for determining whether a set of train sets that need to be replaced on the same numbered track of the FREE system is to be stored on the same numbered track. In other words, this constraint allows the replacement of the formation on the tracks of the FREE system.

Formula 9 below shows a calculation formula for the penalty for the number of sets of train sets that need to be replaced. Since a placement plan with a small number of permutations is desirable, Equation 9 is used as the objective function in this mathematical model. Alternatively, the term shown as the objective function in Equation 9 and one or more terms shown as other objective functions in this embodiment or other embodiments described later are weighted by coefficients and added together as the objective function. good too. Minimize or sub-minimize the objective function based on the above constraints. Thus, the optimum or quasi-optimal solution for the variable y _pt (y _ptio ) is obtained. As a solution method, a mathematical programming solver such as GurobiOptimizer or CPLEX may be used, or a meta-heuristic solution method such as gradient method, simulated annealing, or genetic algorithm may be used. In this way, by determining the numbered track on which the train set is to be detained based on the number of sets of sets in which replacement occurs on the same track, it is possible to minimize or quasi-minimize the number of sets of sets in which replacement occurs. can. It is possible to obtain a detention plan with a low replacement cost.

If there is a set of trains that needs to be replaced, the output unit 500 may display information indicating that the set of trains needs to be replaced. For example, when a solution of s _pq =1 is obtained, the output unit 500 may display information indicating that replacement of the set p and q of the organization is necessary. This information may be displayed by shading the objects indicating the organization p and q. Since it is possible to create a detention plan without shunting by changing the arrival time and the next departure time of the trainsets p and q, the output unit 500 changes the arrival time and the next departure time of the trainsets p and q. Information prompting to change the time may be displayed.

The operation of the placement plan creation device 101 in FIG. 1 will be described.
FIG. 12 is a flowchart of an example of a placement plan creation process executed by the placement plan creation device 101. As shown in FIG.

First, the time information input unit 100 receives time information (see FIG. 6) including the entry/exit time of each train set to/from the depot or the like through user input or the like (step S101). The route information input unit 110 receives route information (see FIG. 8) including the length and type of the numbered track in the depot or the like through user input or the like (step S101). The time information input unit 100 and the route information input unit 110 store the time information and the route information in the time information storage unit 200 and the route information storage unit 210, respectively.

Next, the entry/exit order creation unit 310 calculates the entry/exit order of the train set based on the entry time and departure time of each train set included in the time information stored in the time information storage unit 200 (step S102). . Information indicating the calculated entry/exit ward order (entry/exit ward order information) is input to the placement plan optimizing unit 320 .

Next, the detention plan optimizing unit 320 prohibits shunting, or minimizes or reduces the number of shuntings, based on the entry/exit order information and the route information in the route information storage unit 210. create a placement plan (step S103). Specifically, solutions for variables (variables indicating whether or not each train set is assigned to each number track) that satisfy constraints based on various constraints for realizing this purpose are obtained. Alternatively, a solution of the variables is obtained so as to minimize or quasi-minimize the objective function while satisfying the constraint conditions. The placement plan optimizing unit 320 stores the created placement plan in the placement plan storage unit 400 . The placement plan optimizing unit 320 may also generate placement plan output information for displaying the details of the placement plan to the user, and store the placement plan output information in the placement plan storage unit 400 .

The output unit 500 reads out the placement plan output information or the placement plan stored in the placement plan storage unit 400 and displays it on the screen (step S104). The user can easily understand the content of the placement plan by checking the placement plan output information. With the above, the placement plan creation processing ends.

As described above, according to the first configuration example of the first embodiment, it is possible to create a detention plan that does not cause replacement of the trainsets on the track, or a detention plan that minimizes or quasi-minimizes the number of replacement trainsets.

[Second configuration example]
FIG. 13 is a block diagram of a placement plan creation device 101A, which is an information processing device according to the second configuration example of the first embodiment. Elements with the same names or functions as those in FIG. 1 in the first configuration example described above are given the same reference numerals. In the first configuration example, all formations have the same number of vehicles (the number of vehicles), but in the second configuration example, the case where each formation has a different number of cars will be described. Therefore, information about the number of cars in each train is added. A placement plan creation device 101A according to the second configuration example further includes a mobile body length information input unit 120 and a mobile body length information storage unit 220 in addition to the placement plan creation device 101 according to the first configuration example. Hereinafter, descriptions will be omitted except for items that have been changed or added.

The moving body length information input unit 120 receives an input operation of moving body length information including the number of cars of each formation as the length information of each formation (moving body) from the user of the detention plan creation device 101, and inputs the moving body length information. get. The mobile length information includes information about the length of the mobile (set).

The moving body length information storage unit 220 stores the moving body length information input to the moving body length information input unit 120 . The moving body length information storage unit 220 is configured by a storage medium such as a memory or a hard disk, for example.

The processing of the placement plan optimizing unit 320 in FIG. 13 will be described below, focusing on differences from the first configuration example.
FIG. 14 shows an example of train car number information as moving body length information. The number of vehicles is included as information on the length of each train set.
FIG. 15 shows an example of track number information as route information. The number of tandem parking is represented by the number of vehicles.

A mathematical model that can cope with the case where each train set has a different number of cars will be described below. In addition to the mathematical model in which each train set has the same number of cars, new symbols are defined.

The following equation 10 shows the constraint that the sum of the number of cars of the train set to be stored does not exceed the number of trains stored in series.

The retention plan optimizing unit 320 solves the mathematical model by substituting equation 10 for constraint equation 2 in the mathematical model when each train set has the same number of cars in the first configuration example. As a result, the parking plan optimizing unit 320 obtains a parking plan in the case where the number track information in which the number of cars is stored in a column and the information on the number of cars in the formation are given. The placement plan optimizing unit 320 creates placement plan output information for presenting the details of the placement plan to the user based on the placement plan. The output unit 500 displays the placement plan output information.

FIG. 16 shows an output example of the output section 500 . FIG. 16 shows a retention plan before the next commercial operation. A total of five cars are parked on track R1 in which the number of tandem stashed cars is 5, consisting of sets L1 and L2 with a set of two cars, and set L4 with a set of one car. In addition, a total of two cars, L3 and L5, each of which has one car, are parked on track R2, which has three cars parked in series. There is a vacancy for one car on track R2.

As described above, according to the second configuration example of the first embodiment, even when the number of cars in each train set is different, it is possible to create a storage plan that does not exceed the number of cars stored in series on the track.

[Third configuration example]
FIG. 17 is a block diagram of a placement plan creation device 101B, which is an information processing device according to the third configuration example of the first embodiment. The placement plan creation device 101 according to the third configuration example includes a route connection information input unit 130, a route connection information storage unit 230, and an entry/exit constraint creation unit 330 in addition to the placement plan creation device 101 according to the second configuration example. further provide.

The route connection information input unit 130 receives from the user of the detention plan creation device 101 an input operation of route connection information including at least the connection relationship (number track structure) of track numbers in a railroad depot or the like, and acquires the route connection information. .

The route connection information storage unit 230 stores route connection information input to the route connection information input unit 130 . The route connection information storage unit 230 is configured by a storage medium such as a memory or a hard disk, for example.

Hereinafter, the processing of the entry/exit constraint creation unit 330 of FIG. 17 will be described in detail.
FIG. 18 shows an example of a track structure represented by route connection information. A grid structure with a branched tree structure is shown. From the track structure, it is possible to identify other paths through which the formation enters and exits the path. In this example, the numbered line R1 is branched into the numbered lines R2 and R3. Lines R1 to R3 are of the LIFO system, and when entering or exiting lines R2 and R3, it is necessary to pass through line R1. That is, since the numbered lines R2 and numbered lines R1 are connected in series, it is necessary to pass through the numbered line R1 when entering or exiting the numbered line R2. Similarly, since the numbered lines R3 and numbered lines R1 are connected in series, it is necessary to pass through the numbered line R1 when entering and exiting the numbered line R3.

The entry/exit constraint creating unit 330 in FIG. 17 creates an entry/exit constraint based on the route connection information. In the following, a mathematical model for the case where the grid wire has a tree structure or the like will be described, taking the grid structure of FIG. 18 as an example.

The following equations (11) and (12) show the constraint that sets of train sets that require replacement are not retained on a plurality of tracks in series. Equations 11 and 12 are equivalent to Equation 3 when the track number R2 and the track number R1 through which the vehicle passes when entering/exiting from the track number R2 are interpreted as one track number. Expression 12 expresses a constraint that the train set p whose entering time is early should not be placed on track R1 and the train set q which is late should be placed on track R2 at the same time.

Equation 12 can be decomposed into Equations 13 and 14, which are assignments of track numbers that require one exchange when entering a zone and assignments of track numbers that require two exchanges when entering and leaving a zone.

Although the constraints represented by the formulas 11 and 12 are the formulas for the wire No. R2 and the wire No. R1, the constraint for the wire No. R3 and the wire No. R1 are similarly described. Also, when the wire type is the FIFO system or the FREE system, Equations 11 and 12 may be changed as appropriate.

The placement plan optimizing unit 320 solves the mathematical model using the constraints of Equations 11 and 12 instead of the constraints of Equation 3 in the first configuration example. The detention plan optimizing unit 320 determines the number line (detention section ). As a result, the placement plan optimizing unit 320 can create a placement plan that does not cause shunting when the track has a branched structure.

In the case of permitting the replacement of the train set, _Spq (a variable that becomes 1 when the replacement occurs) should be added to the right side of the equations 11 to 14. The detention plan optimizing unit 320 calculates the number of sets in which the replacement of the train set occurs between a plurality of series tracks (the first detention section and the second detention section), and based on the number of sets (the number of sets is minimized or quasi-minimize) to determine the track number (detention section) on which the knitting is detained. As a result, a placement plan that minimizes or quasi-minimizes the number of exchanges can be obtained.

As described above, according to the third configuration example of the first embodiment, a detention plan that does not cause shunting or a detention plan that minimizes or quasi-minimizes the number of shuntings is created even when the track has a branched structure. can do.

[Fourth configuration example]
FIG. 19 is a block diagram of a placement plan creation device 101C, which is an information processing device according to the fourth configuration example of the first embodiment. A retention plan creation device 101C according to the fourth configuration example includes a retention condition information input unit 140, a retention condition information storage unit 240, and a retention constraint creation unit 340 in addition to the retention plan creation device 101B according to the third configuration example. further provide.

The retention condition information input unit 140 receives an input operation of retention condition information from the user of the retention plan creation device 101 and acquires the retention condition information. The storage condition information includes a storage condition for storing a knitting set on each track or a storage condition for storing a set at a storage position (stack) within each track. The detention condition information includes a penalty value given when the detention condition is not met. For example, there is at least one of a penalty value for each parking position on a track and a penalty value for entry/exit time of each track.

The retention condition information storage unit 240 stores the retention condition information input to the retention condition information input unit 140 . The retention condition information storage unit 240 is configured by, for example, a storage medium such as a memory or a hard disk.

The processing of the detention constraint creation unit 340 in FIG. 19 will be described in detail below.
FIG. 20 is a diagram illustrating an example of retention condition information. The storage condition information includes a penalty value for each storage position, a penalty value for each route entry/exit time, and the like. For simplicity, it is assumed that the number of vehicles in each train set is equal. Further, it is assumed that track number information as route information is as shown in FIG.

As shown in FIG. 20, the number line R1 with 4 train sets in tandem storage includes 4 stacks S1 to S4. It can be interpreted as including S2. The stack represents the placement position. A parking position penalty is added to the objective function when a knitting set is parked at a position corresponding to a particular stack.

As shown in FIG. 20, the penalty value for the storage position corresponding to stack S2 on line R2 is 1, and the penalty value for stacks other than stack S2 is 0. Therefore, when four train sets and one train set are assigned to tracks R1 and R2, respectively, the increment of the objective function value is zero. When 3 trains and 2 trains are assigned to the tracks R1 and R2, respectively, the increment of the objective function value is 1.

Penalties due to storage positions may include penalties related to specific storage positions as described above, as well as penalties related to combinations of specific formations and storage positions, such as designating storage positions of a composition.

The penalty related to the entry/exit section time of each track is the penalty related to the entry/exit section time of the train set retained on each track. For example, a condition regarding the entry time (entry time condition) and a condition regarding the departure time (departure time condition) are provided for each stack or for each track. A penalty value is added according to the success or failure of each condition. For example, a range of entry times may be provided, and if the entry time is included in the range, the entry time condition is satisfied, and if it is not included in the range, the entry condition is not satisfied, and a penalty value may be added. If both conditions are not met, both penalty values corresponding to both conditions may be added. By introducing a penalty for entry time and a penalty for departure time, it is possible to satisfy a request to preferentially hold a train set that leaves early on the track. One of the reasons for such a demand is that the track used for night detention is also used for on-site work. Penalties relating to entry/exit times reflect such preferences of the user.

The detention constraint creating unit 340 in FIG. 19 creates a constraint (a detention constraint) based on the detention condition information. In addition to the mathematical model described above, new symbols are defined.

The following equation 15 shows the constraint that the knitting is kept close to the number line (the side where the knitting enters and leaves the section on the number line (the side where the formation can enter and exit)). A variable ω _ti is a variable introduced to count the number of train sets left on track t. In practice, it is not necessary to store the knitting assigned to the numbered track in the front-aligned manner.

The constraint on the capacity of the numbered line is shown in the following equation 16. This restriction is a restriction similar to Equation 2 of the mathematical model when each train set has the same number of cars.

A formula for calculating a penalty according to the placement position is shown in the following formula 17. The placement plan optimizing unit 320 generates Equation 17 as the objective function. The placement plan optimizing unit 320 generates constraint conditions representing constraints such as Equations 15 and 16 described above, and minimizes or semi-minimizes the objective function of Equation 17 so as to satisfy the constraints. Alternatively, the term shown as the objective function in Equation 17 and one or more terms shown as other objective functions in this embodiment or other embodiments may be weighted by a coefficient and added together as the objective function. .

In this way, the detention plan optimizing unit 320 determines the track number on which each trainset is detained based on the total of at least one penalty value among the penalty value regarding the detention position, the penalty value regarding the entry time, and the penalty value regarding the departure time. do. As a result, it is possible to create a depot plan that minimizes the number of train sets to be replaced while suppressing the number of train sets to be detained at positions that are not desired to be detained.

As described above, according to the fourth configuration example of the first embodiment, it is possible to create a depot plan that minimizes the number of replacement train sets while suppressing the number of train sets that are not desired to be detained at the user's request.

[Fifth configuration example]
FIG. 21 is a block diagram of a placement plan creation device 101D, which is an information processing device according to the fifth configuration example of the first embodiment. A placement plan creation device 101D according to the fifth configuration example includes a former placement plan information input unit 150, a former placement plan storage unit 250, and a differential constraint creation unit 350 in addition to the placement plan creation device 101C according to the fourth configuration example. and further.

The former placement plan information input unit 150 receives an input operation of the former placement plan information from the user of the placement plan creation device 101, and acquires the former placement plan information. The original retention plan information includes, for example, the retention plan of the previous day, the retention plan before the timetable revision, or the retention plan before or after the change due to the timetable disruption.

The original retention plan storage unit 250 stores the original retention plan information input to the original retention plan information input unit 150 . The original placement plan storage unit 250 is configured by, for example, a storage medium such as a memory or a hard disk.

The processing of the differential constraint creation unit 350 in FIG. 21 will be described in detail below. The difference constraint creating unit 350 creates a constraint (difference constraint) for evaluating the difference between the original retention plan information and the retention plan to be created from now on. In configuration example 5, a placement plan with a small difference from the original placement plan is created by using a difference constraint. Therefore, in addition to the mathematical model described above, new symbols are defined.

The following expression 18 shows the constraint for matching the track number on which the set p is to be stored with the original storage plan. In other words, if it does not match the original retention plan, the left side becomes 1, and accordingly the right side becomes z _p =1. If it matches the original retention plan, the left side becomes 0, and accordingly the right side becomes z _p =0. The differential constraint creation unit 350 creates the constraint of Equation 18 as a differential constraint.

The penalty for inconsistency with the original retention plan is shown in Equation 19 below. The placement plan optimizing unit 320 generates Equation 19 as the objective function. The placement plan optimizing unit 320 generates constraints representing constraints such as Equation 18, and minimizes or semi-minimizes the objective function so as to satisfy the constraints. Alternatively, the objective function may be a weighted sum of the term shown as the objective function in Equation 19 and one or more terms shown as other objective functions in this embodiment or other embodiments. As a result, a storage plan that minimizes or quasi-minimizes the number of train sets stored on tracks different from the original storage plan is obtained.

If z _p =1 is obtained as a solution, it means that the track number on which the train set p is stored is different from the original storage plan. The storage plan optimizing unit 320 may generate information indicating that the track on which the train set p is stored is different from the original storage plan, and display the generated information on the output unit 500 . The placement plan optimizing unit 320 may generate information indicating line number t (in the original placement plan) where y^ _pt =1, and display the generated information on the output unit 500 . The storage plan optimizing unit 320 may shade the train set p and the track number t where y _pt =1 (that is, the train set p is stored) in the storage plan output information.

Note that the above mathematical model is an example, and other objective functions and constraint expressions may be used.

As described above, according to the fifth configuration example of the first embodiment, it is possible to create a storage plan that minimizes or quasi-minimizes the number of train sets that are stored on tracks different from the original storage plan.

(Second embodiment)
A second embodiment of the present invention will be described below, taking as an example the case of creating a railroad vehicle operation plan.

A rolling stock operation plan is a plan that stipulates the allocation of trains for the operation diagram that defines the departure time (departure time) and arrival time (arrival time) for the target area such as each station and depot. . The target area from which a trainset departs is called a departure place or departure area, and the target area into which a trainset enters is called an entry place or entry area. For example, when a train set departs from a depot and enters a storage station (detention station), the departure area is the depot and the entry area is the station.

An operation schedule that allocates the same train set is called a "route". The route shall be scheduled from the departure from the target area such as the depot and detention station to the entry into the target area such as the depot or detention station. As an example of a route, for example, a series of operations from leaving the depot to entering the depot are combined (arranged in order): Departure from depot at 05:10 - Station A at 06:00 Arrive - Station A 06:10 - Station B 06:20 - Station B 06:25 - Depot 23:50. In this example the journey has a long duration from early morning to late afternoon, but there are also short duration journeys, such as early morning to late afternoon journeys. Therefore, one formation per day may be assigned one route or may be assigned a plurality of routes.

A series of route combinations to which the same train set is assigned per day is called a "route bundle" (operation schedule bundle). Therefore, a journey bundle may contain only one journey or may contain multiple journeys. For example, a train may be assigned one route from early morning to late afternoon, or may be assigned two routes, one for part of the morning and one for part of the afternoon. obtain. A journey bundle corresponds to one journey if the journey bundle contains only one journey.

Based on the train schedule, a number of trip bundles are obtained to which one of the trains should be assigned in one day. The number of route bundles matches the number of trains to be operated.

When multiple train bundles are arranged in order (when multiple train bundles are combined), the entry location (entry area) of the former bundle of trips and the exit location (exit area) of the latter bundle of consecutive trips ward area) match, the column of the route bundle is called an operational patrol pattern. In other words, when the route bundle sequence is shifted by one route bundle (or a plurality of route bundles) and cyclically assigned to each train set, the entry location on the previous day (previous business day) and the next day (next business day) are matched, the route bundle sequence is called an operational patrol pattern.

For example, consider a case where there are six route bundles (assumed to be L1 to L6). If (L4, L5, L2, L1, L6, L3) is the operation tour pattern, then the departure location of trip bundle L3 matches the entry location of trip bundle L6, and the departure location of trip bundle L6 is the route The entry location of the bundle L1 coincides with the departure location of the trip bundle L4, and the entry location of the trip bundle L3 coincides.

The entry place (entry area) of the bundle of routes is the entry place (entry area) of the last route among one or more routes included in the bundle of routes. The departure place (departure area) of the bundle of routes is the departure place (departure area) of the first route among the one or more routes included in the bundle of routes. Therefore, when a bundle of routes includes only one route, the entry location of the bundle of routes is the entry location of the one route, and the exit location of the bundle of routes is the exit location of the one route.

An entry location (entry area) and an exit location (departure area) mean target areas such as a depot or a detention station. When multiple trains depart from the same target area, as long as the multiple trains depart from the same target area, it is the same even if the numbers of the trains advancing (departing), that is, the numbers of the trains that were detained, differ may Similarly, when multiple trainsets enter the same target area, as long as multiple trainsets enter the same target area, even if the number track to enter (enter), that is, the number track to be detained, is different. may be the same.

When assigning route bundles to multiple train sets, by shifting the route bundles included in the operation tour pattern by one route each business day (the last route bundle is moved to the beginning, i.e., within the operation tour pattern Route bundles move cyclically), allowing efficient or easy allocation of routes to multiple formations. A specific example of the operational patrol pattern will be described later.

Many railway operators prepare multiple operation timetables such as weekday timetables and holiday timetables in order to respond to changes in demand depending on the day of the week. In this case, the number of operation tour patterns is also created by the number of operation schedules, and the operation tour patterns are also switched in accordance with the switching of the operation schedule. For example, if there is an operation schedule for weekdays and holidays, an operation tour pattern for weekdays is assigned to normal Mondays to Fridays, and an operation tour pattern for holidays is assigned to Saturdays, Sundays, and holidays that occur aperiodically.

[First configuration example]
FIG. 22 is a block diagram of the operation plan creation device 102, which is an information processing device according to the first configuration example of the second embodiment. The operation plan creation device 102 creates an operation tour pattern in which route bundles are arranged for each operation schedule and a correspondence table in which route bundles are associated between operation schedules, based on a plurality of operation schedule information indicating different operation schedules. . The route bundles associated with each other in the correspondence table have the same exit location and entry location. In this example, an operation tour pattern for each operation schedule is generated so that route bundles at the same position in the operation tour pattern for each operation schedule correspond to each other in the correspondence table. This is called that the operational circulation patterns are synchronized with each other (details will be described later).

The operation plan creation device 102 includes a bus schedule information input unit 160, a bus schedule information storage unit 260, a work information input unit 170, a work information storage unit 270, a cycle information input unit 180, and a cycle information storage unit 280. , an operation plan creation unit 302 (processing unit), an operation patrol pattern storage unit 410, a correspondence table storage unit 420, and an output unit 500.

The operation plan creation unit 302 is a processing unit that includes a route bundle creation unit 361 , an entry/exit order creation unit 362 , an operation plan optimization unit 360 , a work label creation unit 370 , and a cycle constraint creation unit 380 .

The timetable information input unit 160 receives an input operation of timetable information including timetables of at least one or more routes from the user of the operation plan creation device 102, and acquires timetable information. For example, operation schedule information for weekdays and operation schedule information for holidays are acquired.

The bus schedule information storage unit 260 stores the bus schedule information acquired by the bus schedule information input unit 160 . The bus schedule information storage unit 260 is configured by a storage medium such as a memory or a hard disk, for example.

The route bundle creating unit 361 creates one or more route bundles by combining routes included in the operating schedule based on the operating schedule information in the operating schedule information storage unit 260 .

The entry/exit order creation unit 362 creates entry order and exit order of one or more route bundles created by the route bundle creation unit 361 .

FIG. 23 shows an example of creating a vehicle operation plan for weekdays using a single operation tour pattern, and switching to another single operation tour pattern midway to create a vehicle operation plan for holidays. The upper diagram of FIG. 23 shows (L3, L6, L1, L2, L5, L4) as an example of an operation circulation pattern (in this example, an operation circulation pattern for weekdays). A black ▲ indicates that work is to be done. For example, the bundle L1 performs at least one of inspection and cleaning as work.

In the lower figure of Fig. 23, from January 1st to January 5th, the operation patrol pattern for weekdays is cyclically shifted by one line bundle per day and repeatedly assigned to trainsets 1 to 6. Here is an example of getting an operational plan. The cycle of the rolling stock operation plan created in this way is the length (the number of elements) of the operation patrol pattern, that is, the number of trainsets.

Since January 6th and January 7th are holidays, it is necessary to switch the operational patrol pattern from January 5th to January 6th in accordance with the switching of the operation schedule. A method of switching between a plurality of operation tour patterns in accordance with the operation schedule will be described using an example different from that of FIG. 23 .

On the first day, operation schedule 1 (hereinafter referred to as schedule 1) is used, and on and after the second day, it is assumed that operation schedule 2 (hereinafter referred to as schedule 2) is used. Operational circulation pattern 1 corresponds to timetable 1, and operation circulation pattern 2 corresponds to timetable 2. Assume that the allocation of a plurality of route bundles to each train set based on the first day's schedule 1 is given in advance. It is assumed that the route bundle in the operation tour pattern of timetable 1 and the route bundle in the operation tour pattern of timetable 2 are in one-to-one correspondence. That is, the exit location and the entry location of the corresponding route bundles (of the same number of days) must match. In such a case, it is said that the operating cyclic pattern of timetable 1 and the operating cyclic pattern of timetable 2 are synchronized with each other.

When they are synchronized with each other, the route bundle assigned to each train set on the second day after switching to timetable 2 is the next day (next position) of the route bundle assigned to each train set on the first day in the operation tour pattern 1. It becomes the route bundle (hereinafter referred to as the next route bundle) in the operation tour pattern 2 corresponding to the route bundle. Similarly, the route bundle for the third day is the route bundle for the next day (the next route bundle) of the route bundle assigned in the operation tour pattern 2 . For example, when a certain trainset is assigned the first route bundle of operation tour pattern 1, the second route bundle of operation tour pattern 2 is assigned on the second day, and the third route bundle of operation tour pattern 2 is assigned to the third day. Assigned a route bundle. In this way, from the second day onward, the operation tour pattern 2 is assigned to the operation tour pattern 1 by shifting it by one bundle. It should be noted that consecutive route bundles in the operational patrol pattern (1 or 2) are connected at the entry location and the exit location (the entry location of the former course bundle matches the departure location of the latter course bundle). . When switching from timetable 1 to timetable 2 in this way, by allocating operation tour pattern 2 to operation tour pattern 1 by shifting one route bundle at a time, an operation plan after switching can be easily created.

In the above description, timetable 1 and timetable 2 have been described as examples, but a weekday timetable and a holiday timetable will be further described as examples.
FIG. 24 shows information (correspondence table) in which weekday schedules and holiday schedules are associated one-to-one. The departure place and the entry place of the corresponding route bundles match (illustration of the departure place is omitted). In other words, the departure place and the entry place of route bundles corresponding to each other on different timetables are the same. In addition, an operation tour pattern based on the weekday schedule (L4→L5→L2→L3→L1) and an operation tour pattern based on the holiday schedule (L'2→L'5→L'3→L'4→L'1) is shown. Route bundles in the same row of the operation tour pattern on weekdays and holidays are in a corresponding relationship in the correspondence table. L1 and L'1 correspond, L3 and L'4 correspond, L2 and L'3 correspond, L5 and L'5 correspond, and L4 and L'2 correspond. Therefore, route bundles at the same position (same number of days) in the operation tour pattern on weekdays and holidays have a corresponding relationship in the correspondence table (departure and entry locations match). Therefore, the operation circulation patterns on weekdays and holidays are synchronized with each other.

When the operational patrol patterns for weekdays and holidays are synchronized with each other, the switching of the operational patrol pattern accompanying the timetable switching is the same as the case where the operational patrol pattern for the next day is shifted by one route bundle on weekdays. All that is necessary is to shift the pattern by one line and allocate it.

As shown in the lower diagram of FIG. 24 described above, when switching the operation tour pattern from January 5th to January 6th, the operation tour pattern for holidays may be assigned by shifting one route bundle. As a result, even when the timetable changes, an operation plan after the change can be created more easily.

In this embodiment, it is possible to create operation tour patterns that are synchronized with each other among a plurality of bus schedules.

Below, the case where a vehicle operation plan is created for a certain route (target route) will be described. Two schedules for weekdays and holidays are provided for the target route. Each operation diagram includes IDs of a plurality of routes, departure and entry locations of the routes, departure times and entry times of the routes, and the like. There are two entry/exit locations, a depot or a station (that is, in this example, there is only one depot and only one station for storage). The number of trains is 6 trains. For the sake of simplicity, it is assumed that the number of cars in each train is the same.

FIG. 25 shows an example of timetable information. An operation diagram for weekdays (weekday diagram) includes eight routes L1, L2, L3, . . . , L8. A holiday schedule (holiday schedule) includes seven routes L'1, L'2, L'3, . . . , L'7.

The weekday schedule includes a route L1 entering a station and a route L5 exiting the station, and all other routes enter and leave the depot. Similarly, the holiday timetable includes a route L'1 entering a station and a route L'5 exiting the station, and all other routes use the depot as an entry/exit location.

Route L'6 is not actually a route, but indicates that the train set is kept at the depot without commercial operation. When a train set is kept at the depot all day, such an operation is assigned to the train set as a route (backup route). Since it is necessary to consider the case where the train set is kept at the depot for the whole day, such operation is also treated as a route (backup route). The reserve route is not given an entry time and an exit time (entry/exit time).

On the route L5, route L6, and route L'5, entry and exit are performed in the morning. Such a route is called a "morning route". Routes L7, L8, and L'7 enter and depart in the afternoon. Such a route is called an "afternoon route".

After commercial operation ends, the train set is detained on the numbered track of the depot or the numbered track of the station (detention station) until the next day's commercial operation. Such a placement is called a night placement. Among nighttime detention, detention at a station at night is called "external detention". A route (route bundle) determined to enter the station's track number for detention at the end of commercial operation is called a "route (route bundle) accompanied by external detention". In this example, in the weekday timetable and the holiday timetable, the routes with external detention are routes L1 and L'1, respectively.

FIG. 26 shows an example of work information stored in the work information storage unit 270. As shown in FIG. For knitting, it is necessary to perform a predetermined operation. Examples of work include at least one of daily inspections (for example, inspections of brake devices, marker lights, etc.) and cleaning. Being able to work on a certain bundle of routes (route) means that it is possible to assign the work to the knitting to which the bundle of routes (route) is allocated. The time and place (mainly at the depot) where work can be carried out are specified. Whether or not work is possible can be determined by whether or not the formation to which the route bundle is assigned satisfies the conditions regarding time and place. For example, the success or failure of the conditions can be determined based on whether or not the train set is parked at the specified location during the specified time period. This condition is called "work execution condition", and the above-mentioned time zone, place, etc. related to this condition are called "work information". In the example of FIG. 26, the work place where work can be performed is a vehicle depot, and the time zone is 11:00 to 15:00. In the example of the weekday diagram in FIG. 25, routes L5, L6, L7, and L8 satisfy the work execution conditions.

FIG. 27 shows an example of period information stored in the period information storage unit 280. As shown in FIG. Periodic information includes a condition (periodic condition) regarding an interval at which work is performed. For example, a legal cycle is provided for daily inspections. It is desirable to perform work such as cleaning on a regular basis. In addition, a train set that has been assigned a route bundle with outside detention does not enter the depot for a certain period of time, and during this period, work such as daily inspection and cleaning cannot be performed. For this reason, it is generally preferred, for security reasons, not to assign the same consist in succession or at short time intervals to trip bundles with external detention. In an operation plan created using a single operational patrol pattern (for example, an operational patrol pattern for weekdays or holidays), the time interval for assigning workable route bundles and the time interval for assigning route bundles with external detention are , equal to the interval in the operational cyclic pattern. Therefore, in the operational patrol pattern, it is desirable to arrange these route bundles (workable route bundles and route bundles involving external storage) according to periodic conditions, that is, to arrange them evenly.

The cycle conditions shown in the example of FIG. 27 are the maximum work interval (4 days in this example) and the minimum work interval (4 days in this example) as the number of days of the interval (called work interval) for arranging workable route bundles in the operation patrol pattern. 2 days in the example). Other examples of periodic conditions may include the maximum and/or minimum values of the outer placement interval, which is the interval at which the outer placement(s) are placed. By appropriately setting periodic conditions such as at least one of the work interval and the outer retention interval, the workable bundles and the outer retention bundles can be arranged at appropriate intervals.

Hereinafter, a detailed description will be given of the processing by which the operation plan creating unit 302 in FIG. 22 creates an operation tour pattern for each of a plurality of operation schedules.

The route bundle creation unit 361 in FIG. 22 creates one or more route bundles by combining routes included in the operation schedule for each operation schedule. A bundle of routes is created according to the following rules. The ID of the route bundle is the ID of the first route among the routes included in the route bundle. When the route bundle includes one route, the ID of the route becomes the ID of the route bundle.
Rule A: Create a route bundle that includes only the routes that are in commercial operation for one day.
Rule B: For multiple routes such as morning and afternoon routes, the arrival and departure places must match (for example, the arrival place (entry place) of the morning route must match the departure place (exit place) of the afternoon ), and if the time zones do not overlap, these multiple routes are combined to create one route bundle.
Rule C: For a backup route, create a route bundle that includes only the backup route.

From each of the weekday timetable and the holiday timetable, six route bundles equal to the number of trains are created. When one morning route and one afternoon route are combined to create one route bundle, this route bundle is described as (morning route ID, afternoon route ID). Specifically, two route bundles (L5, L7) and (L6, L8) or two route bundles (L5, L8) and (L6, L7) can be created from the weekday schedule. Here, the former is adopted and two route bundles (L5, L7) and (L6, L8) are created. From the holiday schedule, either two journey bundles containing only one journey L'5 and one journey L'7, or one journey bundle of (L'5, L'7) can be created. In this example, one of the six formations is used as a spare formation (standby car), and the latter is adopted in order to make it possible to allocate a spare route to the spare formation (L'5, L'7). create one trajectory bundle of .

FIG. 28 shows route bundles L1 to L6 and route bundles L'1 to L'6 created from the weekday and holiday schedules shown in FIG. 25 according to rules A to C, respectively. In both the weekday timetable and the holiday timetable, the number of route bundles matches the number of formations.

The entry/departure order creation unit 362 of FIG. 22 calculates the entry order and departure order of a plurality of route bundles for each weekday timetable and holiday timetable according to the following procedure.
Procedure 1: For a route bundle containing multiple routes created according to rule B, the departure time of the first route included in the route bundle and the entry time of the last route included in the route bundle are set to the exit time of the route bundle. The ward time and ward entry time.
Step 2: Sort the bundles of routes created according to rule A and rule B in the order of arrival time and departure time, respectively, and set them in the order of arrival and departure.
Procedure 3: Numbers are assigned in ascending order from 1 to the route bundles created by rule C. The number obtained by adding the relevant number to the number of route bundles created according to rule A and rule B, and the number obtained by subtracting the relevant number from the number obtained by adding 1 to the total number of route bundles, respectively, are set as the order of entry/exit section. For example, if the total number of bundles is N, and the sum of the number of bundles created by rule A and rule B is M (the number of bundles created by rule C is N-M), the first number of bundles created by rule C is The departure order of the bundle of routes is M+1, and the entry order is N. Similarly, the order of entering/exiting sections of the second bundle of routes created by rule C is M+2 and N-1, respectively, and the order of entering/exiting sections of the (N-M)-th bundle of routes is M+(N-M ) = N, N + 1 - (N - M) = M + 1.

On the target route, as can be seen from FIG. 28, the order of departure on the weekday schedule is L2, L3, L5, L1, L6, and L4, and the order of entry is L2, L3, L5, L6, L1, and L4. Similarly, the departure order of the holiday schedule is L'2, L'3, L'5, L'1, L'4, L'6, and the order of entry is L'6, L'2, L'3, L. '5, L'1, and L'4.

The work label creating unit 370 of FIG. 22 sets the work label of the route bundle satisfying the work execution condition (see FIG. 26) to "1" and the work label of the route bundle not satisfying the work execution condition to "0". On the target route, the work labels of the bundles of trips L5, L6, L'5, and L'6 including detention at the depot from 11:00 to 15:00 are "1", and the work labels of the other bundles of trips are " 0”.

As a result of the above processing, the operation plan creation unit 302 creates a travel schedule table representing attributes of travel schedules for each weekday timetable and holiday timetable.
FIG. 29 shows an example of a route table for each weekday timetable and holiday timetable. The itinerary table includes the ID of the itinerary, the order of departure, the order of entry, the place of departure, the place of entry, and the work label.

The operation plan optimizing unit 360 in FIG. 22 creates an operation cycle pattern and a correspondence table by constructing a mathematical model and calculating its solution.

A mathematical model is defined as a traveling salesman problem (or Hamiltonian cycle problem) on a graph with path bundles as vertices and connections between path bundles as edges. A free formulation (ff) is used, which is a formulation in which a salesman virtually receives one item each time he visits a city (vertex) and transports the item through the edges between the cities. In ff, it is necessary to define a city (vertex) as a base point for resetting the number of things to zero. This is equivalent to determining a route bundle that serves as a base point for an operational patrol pattern. In this example, it is assumed that the route bundles that are the base points of the operation tour patterns corresponding to the weekday timetable and the holiday timetable are the route bundles L1 and L'1 that involve parking at stations, respectively.
The symbols that describe the mathematical model are defined below.

<Constraints of operation patrol pattern>
The constraints of the operational patrol pattern are shown below.
First, the constraint that the entry location of the bundle of journeys and the exit location of the next bundle of trips (next departure location) are connected will be shown.
Since this constraint is common to both weekday and holiday schedules, only weekday schedules are described. Restrictions on holiday schedules can be obtained by replacing weekday schedule variables with holiday schedule variables and the like. Equations 20 and 21 below are constraints for determining one next-trip bundle so that the entry location of the next-trip bundle and the exit location of the next-trip bundle match. That is, this constraint uniquely defines the path bundle q (or p) that follows the path bundle p (or q).

If the salesman does not virtually pass between city p and city q (between city pq), the following equation 22 shows the constraint that the number of things passing between city pq is zero.

The following equation (23) shows the number of goods that the salesman is carrying when he virtually leaves the city p. The number of objects matches the order of cities p counted from the starting city p ^depot , in other words, the order of route bundles p counted from the base route bundle. Here, the order means the order in which the salesman visits the city p when the salesman visits the starting city p ^depot 0th. For a city q that does not pass next to the city p, u _qp becomes zero according to Equation (22).

The following equation 24 shows the constraint that the number of things the salesman has when he departs from a city p (≠p ^depot ) other than the virtual base city is increased by one from the time of arrival.

The following equation 25 shows the constraint that the number of goods that the salesman has when he leaves the city p ^depot , which is the virtual base point, is reduced by (P-1) from the time of arrival.

<Periodical condition>
Next, the period constraint will be explained.
The periodic constraint creation unit 380 in FIG. 22 creates constraints (periodic constraints) on periodic conditions based on the periodicity information. First, we present the period constraint for a single operational cyclic pattern. Equations 26 to 30 below are periodic constraints on work.

More specifically, Equations 26-28 are constraints that count the number of days that have passed since the workable bundle. The following equation (26) shows the constraint that the number of elapsed days d _p for the workable travel bundle p (k _p =1) is zero. If k _p =1, set d _p to zero.

The following equations 27 and 28 show the constraint that the number of elapsed days for the traveling bundle q, which is the next traveling bundle of the traveling bundle p, is 1 larger than the number of elapsed days of the traveling bundle p.

The following expression 29 shows the constraint that the work interval should be equal to or less than the maximum work interval.

The following expression 30 shows the constraint that the work interval should be equal to or greater than the minimum work interval.

[Constraints for Creating Correspondence Tables for Weekday/Holiday Timetables]
Next, constraints for creating a correspondence table of route bundles for weekday and holiday schedules are shown.
The following equations 31 and 32 show the constraints for one-to-one correspondence between weekday schedules and holiday schedules. In other words, this constraint prevents the holiday schedule from having no route bundle corresponding to the weekday timetable, or the holiday timetable from having multiple route bundles corresponding to the weekday timetable.

[Constraints for synchronizing operation patrol patterns]
It shows the constraint that synchronizes the operational patrol pattern.
Corresponding route bundles in the correspondence table must have the same exit location and entry location. On the target route, there are one route bundle L1 and one route bundle L'1 in the weekday timetable and the holiday timetable, respectively, and these route bundles correspond to each other. Since the route bundles L1 and L'1 are set as the base points of the operation tour patterns of the weekday and holiday schedules, respectively, in order to obtain operation tour patterns that are synchronized with each other, route bundles of the same order counted from the base points of the operation tour patterns must be selected. It is sufficient to make them correspond to each other (the departure place and the entry place match). The following equation (33) shows the constraint that the route bundles p and q counted from the base point of the weekday timetable and the holiday timetable correspond to each other.

[Periodical constraint of operation patrol pattern across operation schedules]
The period constraint of the operation patrol pattern across the operation diagram is shown.
Since the switching of the operation schedule occurs aperiodically due to national holidays, etc., it is desirable to create an operational patrol pattern that satisfies periodic conditions for switching at arbitrary time intervals (intervals of days). It is assumed that each of the operational circulation patterns (operational circulation patterns for weekdays and holidays) satisfies the periodic conditions for the above single operational circulation pattern. At this time, a constraint is set such that the route bundles having the same number of days or similar elapsed days from the workable route bundle are matched between the operational patrol patterns. This makes it possible to satisfy the periodic condition regarding work for switching at arbitrary intervals of days. Since the constraint of creating operational patrol patterns that are synchronized with each other is satisfied, and the periodicity constraint of a single operational patrol pattern is satisfied, if workable route bundles are matched to each other, the number of days elapsed from workable route bundles will naturally The constraint of matching path bundles with equal or close to is satisfied. The following equations 34 and 35 show the constraints for one-to-one correspondence between workable route bundles p and q (k _p =k' _q =1) for the weekday and holiday schedules, respectively.

When the operation plan optimizing unit 360 obtains a solution that satisfies the above various constraints, the solution is obtained as follows.

Based on the obtained solution, the operation plan optimizing unit 360 obtains an operation tour pattern for each operation schedule and a correspondence table of route bundles between a plurality of operation schedules. The operational circulation pattern and the correspondence table are stored in the operational circulation pattern storage section 410 and the correspondence table storage section 420, respectively.

The output unit 500 is a GUI (Graphical User Interface) that reads out the operation cycle patterns and the correspondence table stored in the operation cycle pattern storage unit 410 and the correspondence table storage unit 420 and displays them on the screen.

FIG. 30(A) shows an example in which the operation circulation pattern and the correspondence table are put together in tabular form and output as an optimization result table to the output unit 500 . The 1st and 2nd columns of the table, "weekday schedule route bundle" and "holiday schedule route bundle", are columns of route bundles, and correspond to weekday/holiday schedule operation tour patterns, respectively. The operation tour pattern for the weekday schedule is (L1, L5, L4, L3, L6, L2), and the operation tour pattern for the holiday schedule is (L'1, L'5, L'2, L'3, L'6 , L′4).

The first row of the optimization result table is assumed to be the route bundles L1 and L'1 that are the base points of the weekday/holiday timetable, and the second and subsequent rows indicate the route bundles following the route bundles described in the upper row. Taking the route bundle L1, which is the base point of the weekday timetable (the base point of the weekday operation tour pattern) as an example, the next route bundle is the route bundle L5 where x1 _,p =1.

The remaining columns are information for each route bundle obtained from the route bundle table in FIG. It can be seen that the entry location and the next exit location of each route bundle match. In addition, it can be seen that the interval of workable route bundles is 3 (3 days), and the periodic condition of FIG. 27 is satisfied. Therefore, when a rolling stock operation plan (see FIG. 23) is created using only one of the operation patrol patterns of the obtained weekday/holiday timetable, the entry location of the route bundle and the departure location of the next route bundle will be the same. Therefore, it is possible to allocate work at intervals of three days, and there is no need to forward trains.

The data including the first and second columns of the optimization result table of FIG. 30 also serve as a correspondence table. Operational circular patterns for weekdays and holidays are synchronized with each other. That is, the route bundles of the weekday timetable and the holiday timetable described in the same line correspond to each other. At this time, the departure and entry locations of the corresponding weekday and holiday schedule bundles match, and the work label values also match.

Therefore, even if the obtained operation patrol patterns for weekdays and holidays are switched in accordance with the switching between timetables as described above to create a vehicle operation plan that spans weekdays and holidays, train forwarding (set forwarding) is also performed. It is possible to obtain a rolling stock operation plan that satisfies the constraints of work intervals without the need for

FIG. 30B shows another display example of the optimization result table. The "place of entry" and "place of next exit" in FIG. 30(A) are changed to "place of exit" and "place of entry".

FIG. 31 shows another display example of the operation circulation pattern and the correspondence table. The operational patrol pattern is shown over two stages. The upper part shows the operation tour pattern corresponding to the holiday timetable, and the lower part shows the operation tour pattern corresponding to the weekday timetable. One block represents information of one travel bundle. The upper left corner of the block indicates the exit location of the route bundle, and the lower right corner of the block indicates the entry location. The center indicates the trip bundle ID. In the case of a bundle of routes including a plurality of routes, the IDs of the plurality of routes and the departure and entry locations of each route are indicated. A set of route bundles indicated by blocks at the same position (horizontal position) in both operational patrol patterns indicates the relationship between the corresponding route bundles.

<What to do when there is no solution>
A description will be given of how to deal with the case where a solution that satisfies various constraints cannot be obtained, that is, when there is no solution.

When the number of workable route bundles is not equal between the weekday and holiday schedules If the number of workable route bundles is not equal between the weekday and holiday schedules, one of Equations 34 and 35 is not satisfied. In this case, it is sufficient to set a constraint that permits that a certain row (position) on one diagram is not operable, but that the same row (position) on the other diagram is operable. A specific example of the constraint will be described below, taking as an example a case where the number of workable trip bundles in the weekday diagram and the holiday diagram is smaller than the number of workable trip bundles in the holiday diagram. In addition to the above mathematical model, we define new symbols.

The value of the variable is 1 if it does not match and 0 if it does. Non-corresponding means that a flight bundle at a certain position on one diamond is not workable, and a flight bundle at the same position on the other diamond is workable.

The following equation 36 shows the constraint that the workable route bundle p in the holiday timetable does not have to correspond to the workable route bundle in the weekday timetable. Equation 35 in the above mathematical model is replaced with Equation 36.

・When a solution that satisfies the maximum work interval or the minimum work interval cannot be obtained If there is no solution that satisfies the maximum work interval, in order to set a constraint that allows the work interval to exceed the maximum work interval, the following for each diagram Define a new symbol.

The following expression 37 shows the constraint for counting the number of days that have passed since the travel bundle p has exceeded the maximum work interval. In the above mathematical model, Equation 29 is replaced with Equation 37.

For example, if x _pq =1 for the journey bundle q (i.e., the day before the journey bundle q), and a _p =1 for the trip bundle p, then the work interval for the trip bundle q is the maximum work interval at that point. is exceeded for (d _p -d _max +1) days. The number of days in which the maximum work interval is exceeded in a certain route bundle also coincides with the number of successive route bundles with a _p =1 immediately before it in the operation patrol pattern.

The formula for calculating the penalty for violating the maximum work interval is shown in Equation 38 below. In the above mathematical model, this equation 38 is used as the objective function. Alternatively, the term shown as the objective function in Equation 38 and one or more terms shown as other objective functions in this embodiment or other embodiments may be weighted by coefficients and added together to form the objective function. . As a result, it is possible to obtain an operation patrol pattern that minimizes the total number of days exceeding the maximum work interval.

The output unit 500 may output the number of days exceeding the maximum work interval in association with the corresponding travel bundle, or may display the corresponding travel bundle by shading.

Next, what to do when there is no solution that satisfies the minimum work interval will be described. If there is no solution that satisfies the minimum work interval, the following symbols are newly defined for each diagram in order to set a constraint that allows the work interval to be less than the minimum work interval.

The following expression 39 shows the constraint for counting the number of days that have passed since the travel bundle p is operable and the number of days is less than the minimum work interval. In the above mathematical model, Equation 30 is replaced with Equation 39.

The formula for calculating the penalty for violating the minimum work interval is shown in Equation 40 below. In the above mathematical model, this expression is minimized or quasi-minimized as the objective function. Alternatively, the term shown as the objective function in Equation 40 and one or more terms shown as other objective functions in this embodiment or other embodiments may be weighted by coefficients and added together, which may be used as the objective function. . As a result, it is possible to obtain an operational patrol pattern that minimizes or quasi-minimizes the total number of days for which the minimum work interval is exceeded.

If a solution with bp≠0 is obtained, it indicates that the working interval of the workable bundle q with x _pq =1 is shorter than the minimum working interval by b _p days. The output unit 500 may output information to that effect, or may display the route bundle q by shading.

・When there is no route bundle that corresponds to the route bundle that allows work in both directions in the weekday and holiday schedules A description will be given of what to do when there is no route bundle corresponding to a route bundle that does not exist on the other timetable and that can be worked on the other timetable. In other words, what to do when neither formula 34 nor formula 35 is satisfied will be described. In order to set a constraint that allows this case, the following symbols are newly defined.

The workable route bundle p in one of the weekday and holiday timetables does not correspond to any workable route q in the other, and neither of the workable route bundles p in the other corresponds to the workable route bundle in the other. The following equations 41 and 42 show constraints that allow not to correspond to q. In the above mathematical model, equation 34 is replaced by equation 41, and equation 35 is replaced by equation 42.

Due to the constraints of Equations 41 and 42, even if there is no solution corresponding to the workable route bundles between the weekday timetable and the holiday timetable, it is allowed.

The following equation 43 shows a penalty calculation formula for a violation that the periodic condition regarding work is not satisfied when crossing a timetable change. In the above mathematical model, this expression is used as an objective function to be minimized or quasi-minimized. Alternatively, the term shown as the objective function in Equation 40 and one or more terms shown as other objective functions in this embodiment or other embodiments may be weighted by coefficients and added together, which may be used as the objective function. . As a result, it is possible to minimize or quasi-minimize the number of route bundle sets in which the route bundles that do not agree with each other in the correspondence table are associated with each other. Violation of periodic conditions can also be reduced when creating a rolling stock operation plan by switching operation patrol patterns in accordance with weekday and holiday schedules.

If a solution of c _p =1 is obtained, it means that, for example, the route bundle q in the holiday timetable corresponding to the workable route bundle p in the weekday timetable is not workable. The output unit 500 may output information to that effect, or may output at least one of the route bundle p and the route q by shading. The same applies to holiday schedules.

Note that the above formulation is just an example, and other objective functions and constraint expressions may be used.

<Evaluation method of operation patrol pattern>
The purpose of the periodic conditions in the present embodiment is to evenly perform work, external placement, and the like. As an index for evaluating the operation plan from the viewpoint of uniformity, there are statistics related to intervals such as work and external detention. The operation plan creating unit 302 may calculate statistics and evaluate the operation plan. As an example of an evaluation index, a method for calculating the variance of work intervals will be described below. In order to take into consideration non-periodic schedule changes due to public holidays, etc., first, apply it to the actual calendar for a certain period (one month or one year, etc.), and when changing the schedule, , to create a vehicle operation plan by switching the operation patrol pattern. Intervals between arbitrarily workable route bundles in this operation plan are obtained, and their variance is used as one of the evaluation indexes of the operation patrol pattern. The statistic is not limited to the variance, and may be an average value, minimum value, maximum value, or the like.

The operation of the operation plan creation device 102 in FIG. 22 will be described below with reference to FIG.
FIG. 32 is a flowchart of an example of operation plan creation processing executed by the operation plan creation device 102 .

First, the operation schedule information input unit 160 receives a plurality of operation schedule information (for example, weekday schedule information and holiday schedule information) through user input and the like, and the work information input unit 170 receives work information through user input and the like. In response, the cycle information input unit 180 receives work cycle information through user input or the like (step S201). The bus schedule information, the work information, and the cycle information are stored in the bus schedule information storage unit 260, the work information storage unit 270, and the cycle information storage unit 280, respectively.

Next, the route bundle creation unit 361 combines one or more routes for each of the plurality of bus schedule information stored in the bus schedule information storage unit 260, thereby creating a plurality of routes for each of the plurality of bus schedules. A route bundle is created (step S202). Each of the plurality of trip bundles includes one or more trips.

Next, the entry/exit order creation unit 362 creates entry/exit order and exit order (entry/exit order) of the plurality of route bundles created in step S202 (step S203).

Next, based on the work information stored in the work information storage unit 270, the work label creation unit 370 determines whether the plurality of route bundles satisfy the work execution conditions (see FIG. 26). The work execution conditions determine, for example, conditions such as a workable place or time zone. The work label creation unit 370 assigns 1 to the work label of the travel bundle that satisfies the work execution condition, and assigns 0 to the other travel bundles (step S204).

Next, the operation plan optimizing unit 360 generates constraints based on various constraints for creating mutually synchronized operation tour patterns among a plurality of operation schedules, and obtains solutions that satisfy the constraints (step S205). Alternatively, the operation plan optimizing unit 360 generates the constraint and the objective function, and obtains a solution by optimizing or semi-optimizing the objective function so as to satisfy the constraint (step S205). The operation plan optimizing unit 360 acquires an operation tour pattern for each operation schedule and a correspondence table of route bundles between a plurality of operation schedules based on the obtained solution. The operational circulation pattern and the correspondence table are stored in the operational circulation pattern storage section 410 and the correspondence table storage section 420, respectively.

The output unit 500 reads out the operation cycle patterns and the correspondence table stored in the operation cycle pattern storage unit 410 and the correspondence table storage unit 420, and displays them on the screen (step S206). With the above, the operation plan creation process ends.

As described above, according to the first configuration example of the second embodiment, while minimizing the number of pairs in which travel bundles that do not agree with each other in the correspondence table of the travel bundles between weekdays and holidays, are synchronized with each other. It is possible to create operational patrol patterns for weekdays and holidays. Also, even when the operation patrol pattern is switched according to the weekday timetable and the holiday timetable, it is possible to create a rolling stock operation plan that minimizes the violation of periodic conditions.

[Second configuration example]
FIG. 33 is a block diagram of an operation plan creation device 102A, which is an information processing device according to the second configuration example of the second embodiment. The operation plan creation device 102 according to the second configuration example includes an original operation plan information input unit 190, an original operation plan storage unit 290, and a differential constraint creation unit 390 in addition to the operation plan creation device 102 according to the first configuration example. and further.

The original operation plan information input unit 190 receives input operation of the original operation plan information from the user of the operation plan creation device 102 and acquires the original operation plan information. The original operation plan information represents, for example, a new operation tour pattern proposal, or an operation tour pattern before or after change due to a timetable disruption or vehicle failure.

The original operation plan storage unit 290 stores the original operation plan information acquired by the original operation plan information input unit 190 .

The processing of the differential constraint creation unit 390 in FIG. 33 will be described in detail below. The difference constraint creation unit 390 creates a constraint (difference constraint) for evaluating the difference from the operation tour pattern to be created from now on, based on the original operation plan information. By using the difference constraint, it is possible to create an operational patrol pattern or an operational plan with a small difference from the original operational plan information.

A mathematical model for imposing penalties on discrepancies with the original operation plan will be described below. In addition to the mathematical model shown in the first configuration example, new symbols are defined for each operation schedule.

The following equation 44 shows the constraint that z _p =1 when the next route bundle of the route bundle p is different from the original operation plan. This constraint is added to the mathematical model shown in the first configuration example.

Equation 45 below shows a formula for calculating a penalty for discrepancies with the original operation plan. In the above mathematical model, this formula is used as the objective function, and the objective function is minimized or quasi-minimized. Alternatively, the term shown as the objective function in Equation 45 and one or more terms shown as other objective functions in this embodiment or other embodiments may be weighted by coefficients and added together, which may be used as the objective function. . As a result, an operation tour pattern is obtained in which the number of pairs of route bundles and next route bundles that are arranged differently from the original operation plan is minimized or quasi-minimized.

If the solution z _p =1 is obtained, it indicates that the next route bundle of route bundle p (that is, the route bundle with x _pq =1) q is different from the original operation plan. The output unit 500 may output information to that effect. The output unit 500 may output one or both of the path bundles p and q with shading.

As described above, according to the second configuration example of the second embodiment, it is possible to create an operation tour pattern that minimizes or quasi-minimizes the number of pairs of route bundles and next route bundles arranged differently from the original operation plan.

(Third Embodiment)
In the third embodiment, based on a combination of the first embodiment and the second embodiment, a railroad storage plan and a railroad operation patrol pattern are simultaneously created.

When multiple trains are parked at night, whether or not the restrictions on the entry order and exit order (entering/exiting order) on the numbered tracks that can be arranged in series are satisfied depends on the entry order of multiple trains (vehicles) and the next day's order. determined from The entry order and the next day's arrival order are determined from the entry order of each route bundle and the departure order of the next route bundle in the operation tour pattern. Whether or not a detention plan with less turnover can be created depends on the operation patrol pattern. Therefore, it is expected that a more efficient operation plan can be created by creating a detention plan at the same time as an operation patrol pattern.

[First configuration example]
FIG. 34 is a block diagram of the operation plan creation device 103, which is the information processing device according to the first configuration example of the third embodiment. The operation plan creation device 103 creates an operation patrol pattern and a storage plan based on one or more operation diagram information and route information including the length of a route (track number) on which a train set (vehicles, etc.) can be stored. Create a rolling stock operation plan at the same time. When a plurality of operation schedule information are given, the operation plan creation device 103 may also create a correspondence table of route bundles between operation schedules.

Below, the case where a rolling stock operation plan is created for a railway line (target line) will be described. Two schedules for weekdays and holidays are provided for the target route. Each bus schedule includes IDs of a plurality of routes, departure locations, entry locations, departure times, entry times, and the like. In the present embodiment, there are two entry/exit locations: the depot and the station. It is assumed that the number of trains is 6, and the number of vehicles in all trains is the same for the sake of simplicity. The definitions and contents of the operation schedule information, work information, and cycle information are assumed to be the same as in the second embodiment.

FIG. 35 shows an example of track number information as route information. The night detention area (target area) of the target line has one depot and one station. The depot has two tracks R1 and R2, and the station has one track R3. The route lengths of the numbered lines R1, R2, and R3, that is, the number of trains that can be stored in tandem (the number of trains stored in tandem) are 4, 2, and 1, respectively. The wire numbers R1 and R2 are both of the LIFO system. If there are 6 trainsets and one of the 6 trainsets is parked outside (stored at the station), the number of trainsets that can be parked at the depot at night is 5, and the depot has room for only 1 trainset. .

A process of creating an operation patrol pattern by the operation plan creation unit 302 in FIG. 34 will be described below. The route bundle creation unit 361 in FIG. 34 creates a route bundle in the same way as the route bundle creation unit 361 in FIG. 22 . The entry/exit order creation unit 362 in FIG. 34 calculates the entry/exit order of the route bundle in the same manner as the entry/exit order creation unit 362 in FIG. 22 . The work label creating section 370 in FIG. 34 creates work labels in the same way as the work label creating section 370 in FIG. As a result of the above processing, a route bundle table (see FIG. 29) for each weekday timetable and holiday timetable is obtained as in the second embodiment. The itinerary table includes the ID of the itinerary, the order of departure, the order of entry, the place of departure, the place of entry, and the work label. The operation plan optimizing unit 360 of FIG. 35 constructs a mathematical model and calculates a solution of the mathematical model, as in the first embodiment or the second embodiment. On the target route, the route bundles that are the base points of the operation tour patterns corresponding to the weekday/holiday timetable are assumed to be the route bundles L1 and L'1 that involve parking at stations, respectively. Note that the route bundle serving as a base point corresponds to a city (vertex) serving as a base point for resetting the number of objects to zero in the free formulation (ff) described in the second embodiment.
The symbols that describe the mathematical model are defined below.

The constraints for creating the operation patrol pattern and the detention plan are shown below. First, Equations 20 to 25 of the second embodiment are used as constraints for creating operational patrol patterns. Equations 1 and 2 of the first embodiment are used as constraints for creating a placement plan. We also use the constraints described below.

The following equation 46 shows the constraint for determining whether or not there is a need for shunting when the train sets to which the route bundles p and q are assigned are placed on the same track number in the LIFO system.

の関係があるとする。入区順の通りに行路束pを割り当てられる編成（編成pと記載する）、及び行路束qを割り当てられる編成（編成qと記載する）が入区すると、番線の奥（入出区できない側）から編成p、qの順序で縦列することとなる。出区順の通りに出区しようにも、編成pは、その進行方向に編成qが存在するため、出区できない。このため、編成qの入区又は編成pの出区の際に、編成p、qの入換が必要となる。式４６の制約は、このような行路束の組p、qに対応する変数z_pq=1とする制約である。ＦＩＦＯ方式の番線では、入区順・翌出区順の関係が

となる一組の車両p、qを同一の番線に留置すると、入換が必要となる。従って、ＬＩＦＯ方式の番線タイプとは反対に、z_pq=0のとき車両p、qを同一の番線に留置できない。すなわち、このような行路束の組p、qに対応する変数z_pq=0とする。 Whether z _pq becomes 1 or 0 when exchange is necessary depends on the wire type. A more detailed description is as follows. He said that the track type imposes restrictions on the order of entry and exit zones. Let p next ^and q ^next be the following path bundles of path bundles p and q, respectively. The next departure section order is the departure section order of the next route bundle, and the next route bundle of the route bundle p is the route bundle r that satisfies x _pr =1. In order of entering and leaving next ward

Suppose there is a relationship When a train set to which a route bundle p is assigned according to the order of entry (described as set p) and a train set to which a route bundle q is assigned (listed as set q) enter the area, the back of the track number (the side that cannot enter or exit the area) , they will be tandem in the order of organization p, q. Even if it is attempted to depart according to the departure order, the train set p cannot depart because there is a train set q in its traveling direction. Therefore, when the train set q enters the area or when the train set p leaves the area, the train sets p and q need to be exchanged. The constraint of Equation 46 is the constraint that the variable z _pq =1 corresponding to the pair of path bundles p and q. In the FIFO system number track, the relationship between the order of entry and the order of the next exit is

If a pair of cars p and q are parked on the same track, shunting is required. Therefore, vehicles p and q cannot be parked on the same track number when z _pq =0, contrary to the track number type of the LIFO system. That is, let the variable z _pq =0 corresponding to such a pair of path bundles p, q.

The following equation 47 shows the constraint that sets of train sets that require replacement are not placed on the same track number t in the LIFO system. Only one of the vehicle pairs p and q with z _pq =1 can be parked on track t of the LIFO system.

In the FIFO system track t, only one of the train sets p and q for which z _pq =0 can be parked. becomes.

In the free system numbered track t, which can be entered and exited from both ends, the direction of entry or exit (also referred to as the direction of entry and exit) is also specified. Therefore, similarly to the case of the first embodiment, the variable _yptio is newly used as the decision variable instead of the variable _ypt . The variable y _ptio is a variable that becomes 1 when the train set p enters (enters) from the direction i, stays on track t, and advances (departure) from direction o. The following expression 49 is a restriction that does not allow a set of train sets that need to be exchanged on the same track number t in the FREE system.

Since equations 47, 48 and 49 can be written for each wire, wire types may be mixed. Also, if there is a free system grid, the symbols in equations 1 and 2 are changed as appropriate.

Equation 50 is a constraint to match the corresponding route bundles p and q between the weekday and holiday timetables, and Equation 51 is a constraint to match the corresponding route bundles p and q between the weekday and holiday timetables. be. As described in the description of the second embodiment, when an operation plan is created using operation patrol patterns for weekdays and holidays, the route bundle corresponding to the weekday timetable and the holiday timetable in the correspondence table is are considered the same before and after . For example, when switching from a weekday timetable to a holiday timetable, the holiday timetable after the timetable change is the next day of the holiday timetable corresponding to the weekday timetable before switching. Since the track number and stack of the train set to which each route bundle is assigned is determined by the storage plan, this restriction will correspond to the weekday and holiday schedule bundles assigned to the same track number and stack.

In addition to the above constraints, Equations 31 and 32 of the second embodiment are used as constraints (constraints for one-to-one correspondence between weekday and holiday schedules). Furthermore, as a constraint for matching route bundles with the same order counted from the base point of the weekday and holiday schedules (as a constraint for synchronizing the operation tour patterns), the constraint of Equation 33 of the second embodiment is added.

Next, the period constraint will be explained. The periodic constraint creation unit 380 in FIG. 34 creates periodic constraints based on the periodic information. First, as the period constraint for a single operation tour pattern (operation tour pattern for weekdays or holidays), Equations 26 to 30 of the second embodiment are used as constraints. Next, Equations 34 and 35 of the second embodiment are used as the periodic restrictions on the operational patrol pattern that straddles the timetable.

といった解が得られる。 When the operation plan optimization unit 360 solves the mathematical model based on the above information,

A solution is obtained.

The operation plan optimizing unit 360 obtains a detention plan, an operation patrol pattern, and a correspondence table based on the obtained solution. The placement plan is stored in the placement plan storage unit 400 . The operational circulation pattern and the correspondence table are stored in the operational circulation pattern/correspondence table storage unit 413 . The output unit 500 reads out the installation plan, operation patrol pattern, and correspondence table from the storage units 400 and 410 and displays them on the screen.

FIG. 36A shows a display example of an operation plan (including a retention plan, an operation patrol pattern, and a correspondence table). The 5th to 8th columns of "Line number" column, "Stack" column, and "Order of entry/next section" are the same as in FIG. 9 of the first embodiment. In addition, the 1st to 4th and 9th columns "Weekday/holiday schedule schedule" column, "Entry location/next departure location" column, and "Work label" column are the same as those in FIG. 30 (A) of the second embodiment. It is the same. In the third embodiment, since the operation patrol pattern and the storage plan are created at the same time, the route bundles of the weekday and holiday schedules stored on the same track/stack in the storage plan correspond to each other. It can be seen that the numbers and stacks of the route bundles of the weekday and holiday schedules described in the same row in FIG. 36 match and correspond to each other. In other words, the table in which the operational patrol patterns of the weekday timetable and the holiday timetable are horizontally connected also serves as a correspondence table. In this way, it is possible to create operational circulation patterns that are synchronized with each other.

FIG. 36B shows another display example of the operational plan. 36(A), "place of entry/location of next exit" is changed to "place of exit/entry".

In the following, a description will be given of how to deal with the case where a solution that satisfies the constraints cannot be obtained, that is, when there is no solution. When the number of workable trip bundles in the weekday schedule is smaller than in the holiday schedule, Equation 35 is replaced with Equation 42, as in the second embodiment.

If there is no solution that satisfies the maximum working interval, Equation 29 is replaced with Equation 37 as in the second embodiment. Equation 38 is used as an objective function, and the objective function is minimized or quasi-minimized. Alternatively, the term shown as the objective function in Equation 38 and one or more terms shown as other objective functions in this embodiment or other embodiments may be weighted by coefficients and added together to form the objective function. .
If there is no solution that satisfies the minimum working interval, Equation 30 is replaced with Equation 39 as in the second embodiment. Formula 40 is used as an objective function, and the objective function is minimized or quasi-minimized. Alternatively, the term shown as the objective function in Equation 40 and one or more terms shown as other objective functions in this embodiment or other embodiments may be weighted by coefficients and added together, which may be used as the objective function. .

If there is no solution in the correspondence table that indicates that workable route bundles of a plurality of timetables (weekday timetable and holiday timetable) correspond to each other, equation 34 is replaced with equation 41 and equation 35 is changed to 42 as in the second embodiment. Replace. Expression 43 is used as an objective function, and the objective function is minimized or quasi-minimized. Alternatively, the term shown as the objective function in Equation 43 and one or more terms shown as other objective functions in this embodiment or other embodiments may be weighted by coefficients and added together, which may be used as the objective function. .

A case where there is no solution that does not require replacement will be explained. A new symbol is defined for each timetable.

For example, s _pq =1 when both sets of vehicles p and q with z _pq =1 (requiring shunting) are parked on track t of the LIFO system.

Equation 52 is a constraint that allows a set of trip bundles that require shunting to be placed on the same track number. For the LIFO scheme, equation 47 is replaced with equation 52. Equations 48 and 49 can be appropriately changed in the same manner for other wire types (FIFO system or FREE system).

The following equation 53 shows the penalty for the number of pairs of formations that require replacement. Let Equation 53 be the objective function. Alternatively, the term shown as the objective function in Equation 53 and one or more terms shown as other objective functions in this embodiment or other embodiments may be weighted by coefficients and added together, which may be used as the objective function. .

A case will be described where an operation patrol pattern and a storage plan are created from a single bus schedule. For example, when creating an operation patrol pattern and detention plan for a weekday schedule, delete the symbol corresponding to the holiday schedule with "'", delete the equation 46 or 47 or 48 corresponding to the holiday schedule, and formula 50 and 51 is deleted.

In this way, a single operation patrol pattern and storage plan can be created for a route or the like for which only a single operation diagram is prepared.

A mathematical model for creating an operational patrol pattern and a parking plan that are robust against timetable disruptions will be described below. If the entry order of a route changes due to a change in the entry time of a route due to a timetable disruption, etc., it may be necessary to replace groups of route bundles that did not need to be replaced. In the detention plan, if the set of train bundles is detained on the same track number, the number of shunting increases.

In this case, a set of route bundles that do not need to be replaced or that have a low possibility of being replaced (candidate group (details will be described later) are placed on the same first line. It is expected that the greater the number of candidate pairs, the higher the possibility that one of the candidate pairs will remain a pair of route bundles that does not need to be replaced even if there is a change in entry time for a plurality of route bundles. For the sake of simplification, let us consider a wire structure having a plurality of wires with 1 and 2 columns. At this time, shunting can be avoided by dividing sets of route bundles that need to be shunted into different track numbers and storing them. It is guaranteed that there will be an unchanging detention plan. In this case, new symbols are defined in addition to the mathematical model described above. When there are three or more kinds of bus schedules, symbols may be defined for each set of two bus schedules. A case in which two route bundles are interpreted as one set will be described below.

ＬＩＦＯ方式の番線において候補組を判定する制約を次式５４～５７に示す。

The following equations 54 to 57 show constraints for judging a candidate pair on the LIFO system.

A formula for calculating the number of sets of route bundles that are not candidate sets is shown in Equation 58 below. Since an operational patrol pattern and a retention plan with a large number of candidate sets are desirable, Equation 58 is used as the objective function in this mathematical model. Alternatively, a formula for calculating the number of candidate groups weighted by the time difference between arrival times of the route bundle, which will be described later, may be used as the objective function. Alternatively, the term shown as the objective function in Equation 58 and one or more terms shown as other objective functions in this embodiment or other embodiments may be weighted by coefficients and added together, which may be used as the objective function. . Minimize or sub-minimize the objective function based on the above constraints.

A formula for calculating the sum of the number of pairs of route bundles that are not candidate pairs and the number of candidate pairs with overlapping route bundles is shown in Equation 61 below. Since an operational patrol pattern and a retention plan with a large number of non-overlapping candidate sets are desirable, Equation 61 is used as the objective function in this mathematical model. Alternatively, the objective function may be a formula for calculating the number of groups weighted by the arrival time difference of the route bundle, which will be described later. Alternatively, the term shown as the objective function in Equation 61 and one or more terms shown as other objective functions in this embodiment or other embodiments may be weighted by coefficients and added together, which may be used as the objective function. . Minimize or sub-minimize the objective function based on the above constraints.

In this way, it is possible to create an operation patrol pattern and a detention plan that are robust against timetable disruptions and the like, in which the number of shunting operations does not increase as much as possible even if the entry time changes.

The operation of the operation plan creation device 103 of FIG. 34 will be described.
FIG. 37 is a flowchart of an example of operation plan creation processing executed by the operation plan creation device 103 .

Through user input, etc., the bus schedule information input unit 160 receives bus schedule information, the route information input unit 110 receives route information, the work information input unit 170 receives work information, and the cycle information input unit 180 receives cycle information. is received (step S301). The bus schedule information, route information, work information and cycle information are stored in the bus schedule information storage unit 260, the route information storage unit 210, the work information storage unit 270 and the cycle information storage unit 280, respectively.

Steps S302, S303, and S304 shown in FIG. 37 are the same as steps S202, S203, and S204 of FIG. 32 in the second embodiment, so description thereof will be omitted.

Next, the operation plan optimizing unit 360 solves based on the constraint condition that the train sets to which corresponding route bundles of the weekday diagram/holiday diagram are assigned in the correspondence table are stored in the same track number/stack in the storage plan. is obtained (step S305). Alternatively, the operational plan optimizing unit 360 may generate an objective function in addition to the constraint, and may obtain a solution by optimizing or semi-optimizing the objective function so as to satisfy the constraint (step S305 ). The operation plan optimizing unit 360 acquires operation patrol patterns for weekdays and holidays, retention plans, and correspondence tables based on the obtained solutions. The retention plan is stored in the retention plan storage unit 400 , and the operational patrol pattern and correspondence table are stored in the operational patrol pattern/correspondence table storage unit 413 . Since the set of operation circulation patterns for weekdays and holidays also serves as a correspondence table, it is possible not to acquire the correspondence table as independent data.

The output unit 500 reads out the operation patrol pattern and the correspondence table stored in the operation patrol pattern/correspondence table storage unit 413, reads out the placement plan stored in the placement plan storage unit 400, and displays it on the screen (step S306). . With the above, the operation plan creation process ends.

As described above, according to the first configuration example of the third embodiment, by simultaneously creating the operation patrol pattern and the storage plan, the trainsets to which the corresponding route bundles are assigned in the correspondence table in the storage plan are arranged on the same track.・It can be stored in the stack, enabling efficient operation planning.

[Second configuration example]
FIG. 38 is a block diagram of an operation plan creation device 103A, which is an information processing device according to the second configuration example of the third embodiment. The operation plan creation device 103A according to the second configuration example includes, in addition to the operation plan creation device 103 according to the first configuration example, a route connection information input unit 130, a route connection information storage unit 230, and an entry/exit constraint creation unit 330. , a detention condition information input unit 140 , a detention condition information storage unit 240 , and a detention constraint creation unit 340 .

The entry/exit constraint creating unit 330 in FIG. 38 creates an entry/exit constraint based on the route connection information. A mathematical model for the case where the grid has a tree structure or the like will be described below with reference to FIG. 16 of the first embodiment. Equations 65 and 66 are constraints that prevent a set of train sets that need to be exchanged from being placed on track R1 and track R2 at the same time.

Similar to Equation 12, Equation 66 can be decomposed into the allocation of track numbers that require one exchange when entering the zone and the allocation of track numbers that require two exchanges when entering and leaving the zone. You may perform the process etc. which distinguish. Although this constraint is a formula regarding the number line R2 and the number line R1, the limitation regarding the number line R3 and the number line R1 is similarly described. In addition, when the number line type is the FIFO system or the FREE system, the above restrictions are appropriately changed.

The detention constraint creating unit 340 in FIG. 38 creates detention constraints based on the detention condition information. Equation 2 is replaced with Equation 15 and Equation 16 as in the first embodiment. Expression 17 is used as an objective function, and the objective function is minimized or quasi-minimized. Alternatively, the term shown as the objective function in Equation 17 and one or more terms shown as other objective functions in this embodiment or other embodiments may be weighted by a coefficient and added together as the objective function. .

As described above, according to the second configuration example of the third embodiment, the number of replacement knitting can be minimized or quasi-minimized even when the number track has a branched structure.

[Third configuration example]
FIG. 39 is a block diagram of an operation plan creation device 103B, which is an information processing device according to the third configuration example of the third embodiment. The operation plan creation device 103B according to the third configuration example includes, in addition to the operation plan creation device 103A according to the second configuration example, an original operation plan information input unit 190, an original operation plan storage unit 290, and an original retention plan information input unit. A unit 150 and a former placement plan storage unit 250 are further provided. The operation plan creating unit 303 further includes a differential constraint creating unit 350 .

The differential constraint creation unit 350 in FIG. 39 creates differential constraints based on the original operation plan (operation patrol pattern), and creates differential constraints based on the original retention plan information. When penalizing discrepancies with the original detention plan, Equation 18 is added as a constraint, as in the first embodiment. Expression 19 is used as an objective function, and the objective function is minimized or quasi-minimized. Alternatively, the term shown as the objective function in Equation 19 and one or more terms shown as other objective functions in this embodiment or other embodiments may be weighted by coefficients and added together, which may be used as the objective function. . Also, when a solution is obtained, the same information as in the first embodiment may be output.

Similarly, when a penalty is imposed on discrepancies with the original operation plan (operation patrol pattern), Equation 44 is added as in the second embodiment. Expression 45 is used as an objective function, and the objective function is minimized or quasi-minimized. Alternatively, the term shown as the objective function in Equation 45 and one or more terms shown as other objective functions in this embodiment or other embodiments may be weighted by coefficients and added together, which may be used as the objective function. . Also, when a solution is obtained, the same information as in the second embodiment may be output.

FIG. 40 shows an output example of a placement plan. It should be noted that an example of the output of the operational circulation pattern is the same as in FIG. 30 or FIG.

As described above, according to the third configuration example of the third embodiment, the number of route bundles different from the original operation plan (original operation tour pattern) can be minimized. In addition, it is possible to minimize the number of train sets that are stored on tracks different from the original storage plan. Also, these minimizations can be performed simultaneously.

(Hardware configuration)
FIG. 41 shows a hardware configuration of an information processing apparatus according to each embodiment. The information processing device is configured by a computer device 600 . The computer device 600 includes a CPU 601 , an input interface 602 , a display device 603 , a communication device 604 , a main memory device 605 and an external memory device 606 , which are interconnected by a bus 607 .

A CPU (Central Processing Unit) 601 executes an information processing program, which is a computer program, on a main storage device 605 . The information processing program is a program that implements the above functional configurations of the information processing apparatus. The information processing program may be realized by a combination of a plurality of programs and scripts instead of a single program. Each functional configuration is realized by the CPU 601 executing an information processing program.

The input interface 602 is a circuit for inputting operation signals from input devices such as a keyboard, mouse, and touch panel to the information processing apparatus. An input interface 602 corresponds to the input unit of the information processing apparatus according to each embodiment.

The display device 603 displays data output from the information processing device. The display device 603 is, for example, an LCD (liquid crystal display), an organic electroluminescence display, a CRT (cathode-ray tube), or a PDP (plasma display), but is not limited thereto. Data output from the computer device 600 can be displayed on this display device 603 . A display device 603 corresponds to the output unit of the information processing apparatus according to each embodiment.

The communication device 604 is a circuit for the information processing device to communicate wirelessly or by wire with an external device. Data can be input from an external device via communication device 604 . Data input from an external device can be stored in the main storage device 605 or the external storage device 606 .

The main storage device 605 stores an information processing program, data necessary for executing the information processing program, data generated by executing the information processing program, and the like. The information processing program is expanded on the main storage device 605 and executed. The main storage device 605 is, for example, RAM, DRAM, or SRAM, but is not limited thereto. Each storage unit or database of the information processing apparatus according to each embodiment may be constructed on the main storage device 605 .

The external storage device 606 stores an information processing program, data necessary for executing the information processing program, data generated by executing the information processing program, and the like. These information processing programs and data are read into the main memory device 605 when the information processing programs are executed. The external storage device 606 is, for example, a hard disk, an optical disk, a flash memory, and a magnetic tape, but is not limited to these. Each storage unit or database of the information processing device may be constructed on the external storage device 606 .

The information processing program may be pre-installed in the computer device 600, or may be stored in a storage medium such as a CD-ROM. Also, the information processing program may be uploaded on the Internet.

Further, the information processing apparatus may be configured with a single computer device 600, or may be configured as a system including a plurality of computer devices 600 interconnected.

It should be noted that the present invention is not limited to the above-described embodiments as they are, and can be embodied by modifying constituent elements without departing from the gist of the present invention at the implementation stage. Also, various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the above embodiments. Further, for example, a configuration in which some components are deleted from all the components shown in each embodiment is also conceivable. Furthermore, components described in different embodiments may be combined as appropriate.

100 time information input unit 101 retention plan creation device 101A retention plan creation device 101B retention plan creation device 101C retention plan creation device 101D retention plan creation device 102 operation plan creation device 102A operation plan creation device 103 operation plan creation device 103A operation plan creation device 103B Operation plan creation device 110 Route information input unit 120 Moving body length information input unit 130 Route connection information input unit 140 Detention condition information input unit 150 Original retention plan information input unit 160 Operation schedule information input unit 170 Work information input unit 180 Cycle information input Unit 190 Original operation plan information input unit 200 Time information storage unit 210 Route information storage unit 220 Moving body length information storage unit 230 Route connection information storage unit 240 Detention condition information storage unit 250 Original detention plan storage unit 260 Bus schedule information storage unit 270 Work Information storage unit 280 Cycle information storage unit 290 Original operation plan storage unit 300 Storage plan creation unit 302 Operation plan creation unit 303 Operation plan creation unit 310 Access order creation unit 320 Storage plan optimization unit 330 Access constraint creation unit 340 Storage constraint creation unit 350 differential constraint creating unit 360 operation plan optimizing unit 361 route bundle creating unit 362 entry/exit order creating unit 370 work label creating unit 380 period constraint creating unit 390 differential constraint creating unit 400 storage unit 400 retention plan storage unit 410 operation patrol pattern storage unit 410 Storage unit 413 Operation cycle pattern/correspondence table storage unit 420 Correspondence table storage unit 500 Output unit 600 Computer device 602 Input interface 603 Display device 604 Communication device 605 Main storage device 606 External storage device 607 Bus

Claims (29)

time information regarding arrival times at which the plurality of mobile bodies arrive in a target area including a plurality of stop sections capable of stopping one or more mobile bodies and departure times at which the plurality of mobile bodies depart from the target zone;
A process of determining a stop section from among the plurality of stop sections in which the plurality of moving bodies are to be stopped, based on direction information regarding a direction in which the vehicle can enter the plurality of stop sections and a direction in which the vehicle can exit from the plurality of stop sections. An information processing device comprising: The information processing apparatus according to claim 1 , wherein the one or more moving bodies can be stopped in tandem in the stop section. The information processing apparatus according to claim 1 or 2, wherein the processing unit determines a stop section in which the plurality of moving bodies are to be stopped based on a constraint that prohibits replacement of the moving bodies in the stop section. 2. The processing unit calculates the number of groups of the moving bodies in which the moving bodies are replaced in the stop section, and determines a stop section for stopping the plurality of moving bodies based on the number of groups. 3. The information processing device according to 2. It is necessary to pass through a second stop zone in order to enter or leave the first stop zone,
The processing unit determines a stop section for stopping the plurality of moving bodies based on a constraint that prohibits the switching of the moving bodies between the first stop section and the second stop section. 5. The information processing device according to any one of 1 to 4. It is necessary to pass through a second stop zone in order to enter or leave the first stop zone,
The processing unit calculates the number of groups of the moving bodies in which the moving bodies are exchanged between the first stop section and the second stop section, and based on the number of groups, the plurality of The information processing device according to any one of claims 1 to 4, wherein a stop section for stopping the moving body is determined. The information processing device according to any one of claims 1 to 6, wherein the processing unit further determines a stop section for stopping the plurality of moving bodies based on section length information regarding section lengths of the plurality of stop sections. . The information processing apparatus according to claim 7, wherein the processing unit further determines a stop section for stopping the plurality of moving bodies based on length information of the plurality of moving bodies. The moving body includes one or more vehicles, the length information of the moving body represents the number of vehicles included in the moving body,
The information processing apparatus according to claim 8, wherein the section length information represents the number of vehicles that can stop in the stop section. The directional information is
The stop section can be entered from a first direction, can be advanced from the first direction, cannot be advanced from a second direction opposite to the first direction, and cannot be entered from the second direction;
The stop section can be entered from a first direction, cannot be entered from the first direction, can be entered from a second direction opposite to the first direction, and cannot be entered from the second direction;
The stop section can be entered from a first direction, can be advanced from the first direction, can be advanced from a second direction opposite to the first direction, and can be entered from the second direction;
The information processing apparatus according to any one of claims 1 to 9. The processing unit determines an arrival order in which the plurality of mobiles arrive at the target area and a departure order in which the plurality of mobiles depart from the target area based on the time information, and determines the arrival order and the departure order. The information processing apparatus according to any one of claims 1 to 10, wherein a stop interval for stopping the plurality of moving bodies is determined based on the order. a plurality of stop conditions for stopping the moving object in the plurality of stop sections are associated with penalty values when the plurality of stop conditions are not satisfied;
The processing unit obtains the penalty value corresponding to the unsatisfied stop condition when the moving object is stopped in a stop section that does not satisfy the stop condition, and calculates the plurality of moving objects based on the sum of the penalty values. 12. The information processing apparatus according to any one of claims 1 to 11, wherein a stop interval for stopping the is determined. The plurality of stop sections includes a plurality of stop positions at which the moving object can be stopped,
The stopping condition defines a penalty value for each of the plurality of stopping positions,
The information processing device according to claim 12, wherein the processing unit acquires a penalty value corresponding to a stop position at which the moving object is stopped in the stop section. The stop condition defines a penalty value according to at least one of the arrival time and the departure time for each stop section,
The information processing apparatus according to claim 12 or 13, wherein the processing unit acquires a penalty value according to the arrival time or the departure time of the moving object. The processing unit calculates the number of the moving bodies having different stop sections in which the plurality of moving bodies are to be stopped, with respect to an original stop plan that defines stop sections in which the plurality of moving bodies are to be stopped. The information processing apparatus according to any one of claims 1 to 14, wherein a stop section for stopping the moving body is determined based on the number. One or more of the stop sections are included in the plurality of target areas,
The processing unit is
First operation information having a plurality of first operation schedules including a departure area from among the plurality of target areas, a departure time from the departure area, an arrival area, and an arrival time to the arrival area. and,
A first constraint that the arrival zone of the first service schedule matches the departure zone of the next first service schedule;
The information processing apparatus according to any one of claims 1 to 15, wherein a first operational patrol pattern in which the plurality of first operation schedules are arranged in order is created based on. One or more of the stop sections are included in the plurality of target areas,
The processing unit is
First operation information having a plurality of first operation schedules including a departure area from among the plurality of target areas, a departure time from the departure area, an arrival area, and an arrival time to the arrival area. and,
Second operation information having a plurality of second operation schedules including a departure area from among the plurality of target areas, a departure time from the departure area, an arrival area, and an arrival time to the arrival area. and,
A first constraint that the arrival zone of the first service schedule matches the departure zone of the next first service schedule;
A second constraint that the arrival zone of the second service schedule matches the departure zone of the next second service schedule;
a third constraint that the departure area is the same and the arrival area is the same in the first operation schedule and the second operation schedule at positions corresponding to each other;
A first operation tour pattern in which the plurality of first operation schedules are arranged in order and a second operation tour pattern in which the plurality of second operation schedules are arranged in order are created based on any of claims 1 to 15. or the information processing device according to claim 1. When the processing unit cyclically assigns the plurality of first operation schedules included in the first operational patrol pattern to the plurality of moving bodies and switches the first operational patrol pattern to the second operational patrol pattern, 18. The information processing apparatus according to claim 17, wherein the plurality of second operating cyclic schedules corresponding to the positions of the plurality of first operation schedules to be assigned to the plurality of mobile bodies are assigned to the plurality of mobile bodies. The processing unit provides a fourth constraint related to a cycle of work that needs to be performed on the plurality of moving bodies, a target area in which the work can be performed among the plurality of target areas, and a target area in which the work can be performed. The information processing apparatus according to claim 17 or 18, wherein the first operational cyclic pattern and the second operational cyclic pattern are created further based on a fifth constraint regarding at least one of time. The processing unit controls the number of the first operation schedules having different positions in the first operation tour pattern with respect to the original first operation tour schedule in which the plurality of first operation schedules are arranged in order, and the plurality of second operation schedules. calculating the sum of the number of the second operation schedules having different positions in the second operation tour pattern with respect to the original second operation tour schedule in which the operation schedules are arranged in order; The information processing apparatus according to any one of claims 17 to 19, wherein the first operating cyclic pattern and the second operating cyclic pattern are created. The processing unit, based on a sixth constraint that the stop section of the moving body to which the first operation schedule and the second operation schedule at positions corresponding to each other are assigned, is the same, and the first operation patrol pattern and The information processing apparatus according to any one of claims 17 to 20, wherein the creation of the second operational patrol pattern and the determination of stop sections in which the plurality of moving bodies are to be stopped are performed at the same time. 22. The output unit for displaying on a screen the plurality of stop sections and the plurality of moving bodies determined to stop in the plurality of stop sections in association with each other. information processing equipment. an output unit that displays the first operational patrol pattern and the second operational patrol pattern on a screen;
The output unit associates the plurality of first operation schedules in the first operation tour pattern with the plurality of second operation schedules at the same positions as the plurality of first operation schedules in the second operation tour pattern. display with
The information processing apparatus according to any one of claims 17-21. The moving object is a train including one or more vehicles,
The target area is a depot or detention station,
The information processing apparatus according to any one of claims 1 to 23, wherein the stop section is a numbered track at the depot or the detention station. First operation information having a plurality of first operation schedules including a departure area from among a plurality of target areas, a departure time from the departure area, an arrival area, and an arrival time to the arrival area; ,
Second operation information having a plurality of second operation schedules including a departure area from among the plurality of target areas, a departure time from the departure area, an arrival area, and an arrival time to the arrival area. and,
A first constraint that the arrival zone of the first service schedule matches the departure zone of the next first service schedule;
A second constraint that the arrival zone of the second service schedule matches the departure zone of the next second service schedule;
a third constraint that the departure area is the same and the arrival area is the same in the first operation schedule and the second operation schedule at positions corresponding to each other;
a processing unit that creates a first operation tour pattern in which the plurality of first operation schedules are arranged in order and a second operation tour pattern in which the plurality of second operation schedules are arranged in order based on Device. time information regarding arrival times at which the plurality of mobile bodies arrive in a target area including a plurality of stop sections capable of stopping one or more mobile bodies and departure times at which the plurality of mobile bodies depart from the target zone;
determining a stop section for stopping the plurality of moving bodies from among the plurality of stop sections based on direction information regarding directions in which the vehicle can enter the plurality of stop sections and direction information regarding directions in which the vehicle can exit from the plurality of stop sections; Processing method. time information regarding arrival times at which the plurality of mobile bodies arrive in a target area including a plurality of stop sections capable of stopping one or more mobile bodies and departure times at which the plurality of mobile bodies depart from the target zone;
section length information about the section lengths of the plurality of stop sections;
Determining a stop section for stopping the plurality of moving bodies from among the plurality of stop sections based on direction information regarding a direction in which the vehicle can enter the plurality of stop sections and a direction in which the vehicle can exit from the plurality of stop sections. A computer program that causes a computer to execute First operation information having a plurality of first operation schedules including a departure area from among a plurality of target areas, a departure time from the departure area, an arrival area, and an arrival time to the arrival area; ,
Second operation information having a plurality of second operation schedules including a departure area from among the plurality of target areas, a departure time from the departure area, an arrival area, and an arrival time to the arrival area. and,
A first constraint that the arrival zone of the first service schedule matches the departure zone of the next first service schedule;
A second constraint that the arrival zone of the second service schedule matches the departure zone of the next second service schedule;
a third constraint that the departure area is the same and the arrival area is the same in the first operation schedule and the second operation schedule at positions corresponding to each other;
Based on, creating a first operational tour pattern in which the plurality of first operation schedules are arranged in order and a second operation tour pattern in which the plurality of second operation schedules are arranged in order,
Information processing methods. First operation information having a plurality of first operation schedules including a departure area from among a plurality of target areas, a departure time from the departure area, an arrival area, and an arrival time to the arrival area; ,
Second operation information having a plurality of second operation schedules including a departure area from among the plurality of target areas, a departure time from the departure area, an arrival area, and an arrival time to the arrival area. and,
A first constraint that the arrival zone of the first service schedule matches the departure zone of the next first service schedule;
A second constraint that the arrival zone of the second service schedule matches the departure zone of the next second service schedule;
a third constraint that the departure area is the same and the arrival area is the same in the first operation schedule and the second operation schedule at positions corresponding to each other;
to cause a computer to create a first operational patrol pattern in which the plurality of first operation schedules are arranged in order and a second operational patrol pattern in which the plurality of second operation schedules are arranged in order based on computer program.