JP7108405B2 - Allocation data creation device, allocation data creation method, and allocation data creation program - Google Patents

Description

The present invention relates to an allocation data creation device, an allocation data creation method, and an allocation data creation program.

In Patent Document 1, the operator uses a keyboard or the like to input operation instruction data necessary for creating an operation instruction sheet (see paragraph 0007, etc.), and furthermore, the operator operates based on the operation information input from the vehicle. It is disclosed that the instruction data is corrected (see paragraph 0008, etc.).

Japanese Patent No. 6181274

In this way, in fields where operation management and operation allocation are performed using operation instruction data (distribution industry, transportation industry, etc.), it is desirable to allocate appropriate crews and vehicles for a certain operation. I have a problem.

Here, the service can be broadly divided into regular service, which is a service that operates on a predetermined route, and special service, which is a service that is planned each time a request is received from a shipper, who is a customer. and exist.

In the past, the allocation work for regular flights and the allocation work for special flights were performed separately, and there was a problem that the workload was extremely large.

The present invention has been made in view of the above problems. It is an object of the present invention to provide an allocation data generation device, an allocation data generation method, and an allocation data generation program that enable simultaneous execution of allocation work for multiple applications.

In order to solve the above-described problems and achieve the objects, an allocation data creation device according to the present invention is an allocation data creation device comprising a control unit, wherein the control unit is used to identify an operating flight. Route identification data, which is flight identification data that is data and is data for identifying the route of a regular flight, vehicle class condition identification data for identifying car class conditions necessary for operation, and difficulty of operation. Original data for regular flight allocation including operation difficulty identification data and flight identification data, which are data for identifying orders for special flights, order identification data, car class condition identification data, and operation difficulty identification data and an allocation data creating means for creating allocation data used for allocating crew members or vehicles used for operation by combining original data for special flight allocation including and.

Further, in the allocation data creating apparatus according to the present invention, the original data for allocation of regular flights and the original data for allocation of special flights further include a scheduled operation date, which is a date on which operations are scheduled to start. .

Further, in the allocation data creating apparatus according to the present invention, the control unit stores the route master including the route identification data, the vehicle class condition identification data, and the operation difficulty level identification data. It is characterized by further comprising date adding means for creating the original data for regular flight allocation by adding a date.

A method of creating allocation data according to the present invention is a method of creating allocation data executed by an information processing apparatus having a control unit, wherein data for identifying an operating flight is executed by the control unit. Route identification data, which is data for identifying the route of a regular flight, which is data for identifying a certain flight, vehicle class condition identification data for identifying vehicle class conditions necessary for operation, and vehicle class condition identification data for identifying the difficulty of operation Original data for regular flight allocation including operation difficulty identification data, order identification data, which is data for identifying orders for special flights, car class condition identification data, and operation difficulty identification data. It is characterized by including an allocation data creation step of combining original data for special flight allocation to create allocation data to be used for allocation of the crew members who operate the train or the vehicles used for the operation.

Further, an allocation data creation program according to the present invention is an allocation data creation program to be executed by an information processing apparatus having a control unit, wherein the allocation data generation program is to be executed by the control unit to identify an operating flight. Route identification data, which is flight identification data that is data and is data for identifying the route of a regular flight, vehicle class condition identification data for identifying car class conditions necessary for operation, and difficulty of operation. Original data for regular flight allocation including operation difficulty identification data and flight identification data, which are data for identifying orders for special flights, order identification data, car class condition identification data, and operation difficulty identification data and an allocation data creating step of creating allocation data used for allocating crew or vehicles used for operation by combining original data for special flight allocation including

According to the present invention, by creating allocation data that can be used for both allocation to regular flights and allocation to special flights, it is possible to perform allocation work for regular flights and allocation work for special flights at the same time. It has the effect of

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

Embodiments of an allocation data creation apparatus, an allocation data creation method, and an allocation data creation program according to the present invention will be described below in detail with reference to the drawings. It should be noted that the present invention is not limited by this embodiment.

[1. Overview]
There are two types of service: "regular service," which is a service that follows a predetermined route, and "special service," which is a service that is planned each time an order is received from a shipper who is a customer. However, in the past, regular and special flights were treated as completely different operation information, so the vehicle allocation business was performed separately, and there was a problem that the workload was very large.

Therefore, in the present embodiment, for example, when performing automatic vehicle allocation allocation, operation instruction data to be a vehicle allocation target is created. Specifically, an operation route is specified in advance by the route master, and information on when the operation route is to be operated is added to the route master by the vehicle allocation data creation process, thereby giving an operation instruction for "regular service". Data is created, and on the other hand, operation instruction data for "special service" is created by inputting operation information in order input when receiving an order.

By combining (combining) the operation instruction data for "regular flights" and the operation instruction data for "special flights", it is no longer necessary to separate crews and vehicles for regular and special flights, and all resources can be used. This enables smooth vehicle dispatch operations targeting Specific configurations and operations will be described below.

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

The information processing device 100 is a commercially available desktop personal computer. Note that the information processing apparatus 100 is not limited to a stationary information processing apparatus such as a desktop personal computer, and may be a portable type such as a commercially available notebook personal computer, PDA (Personal Digital Assistants), a smart phone, or a tablet personal computer. It may be an information processing device.

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

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

An input device 112 and an output device 114 are connected to the input/output interface section 108 . The output device 114 can be a monitor (including a home television), a speaker, or a printer. The input device 112 can be a keyboard, a mouse, a microphone, or a monitor that realizes a pointing device function in cooperation with a mouse. Note that, hereinafter, the output device 114 may be referred to as the monitor 114 and the input device 112 may be referred to as the keyboard 112 or the mouse 112 .

The storage unit 106 stores various databases, tables, files, and the like. The storage unit 106 stores a computer program for performing various processes by giving commands to a CPU (Central Processing Unit) in cooperation with an OS (Operating System). As the storage unit 106, for example, memory devices such as RAM (Random Access Memory) and ROM (Read Only Memory), fixed disk devices such as hard disks, flexible disks, and optical disks can be used.

The storage unit 106 stores, for example, a route master 106a, regular flight operation instruction data 106b as original data for regular flight allocation, order data 106c, special flight operation instruction data 106d as original data for special flight allocation, and allocation data. Special regular service operation instruction data 106e, crew allocation master 106f, vehicle allocation master 106g, vehicle master 106h, crew master 106i, allocation result data 106j, attendance time data 106k, and attendance conditions as data for data 106m, a shipper master 106n as a specific difficulty level master, an origin/arrival point master 106p as a specific difficulty level master, an item name master 106q as a specific difficulty level master, and a pick-up and delivery rank master by distance 106r as a specific difficulty level master , a collection and delivery rank score master 106s as a score master, a difficulty level master 106t as an operation difficulty level master, and an element master 106u.

Here, the flight identification data in this embodiment will be described. Flight identification data is data for identifying an operating flight. As the operating flights, for example, there are regular flights that are operated regularly in the same section with the same business partner, and special flights that are required to take orders each time. When the operating flight is a regular flight, the flight identification data is, for example, route identification data for identifying the route of the regular flight. When the operating flight is a special flight, the flight identification data is, for example, order identification data that is data for identifying an order for a special flight.

The route master 106a is a master for managing information about regular flights, and can perform master management in advance of routes on which service flights run. As shown in FIG. 3, the route master 106a stores, for example, route identification data (route number), vehicle class condition identification data (work car class) for identifying car class conditions necessary for operation, and difficulty of operation. Includes operation difficulty level identification data (difficulty level) for identification.

The regular flight operation instruction data 106b is data created by adding the scheduled operation date to the route master 106a. The regular flight operation instruction data 106b includes, as shown in FIG. including the scheduled operation date (date), etc., which is the date of

The order data 106c and special flight operation instruction data 106d are data for managing information about special flights, and the data are created by order input. The order data 106c and the special service operation instruction data 106d are, as shown in FIG. Including scheduled operation date (date), etc.

The special regular flight operation instruction data 106e is data that can be created by combining the regular flight operation instruction data 106b and the special flight operation instruction data 106d, and will be described in [4-2] and [4-3] below. Secondly, it is the data used for allocating the crew members who operate the train or the vehicles used for the operation. The special regular flight operation instruction data 106e includes, as shown in FIG. and scheduled service date (date), etc.

The crew assignment master 106f is a master for assigning crew members to certain jobs. As shown in FIG. 4, the crew assignment master 106f includes, for example, crew level identification data (crew level) for identifying the crew's operation level, operation difficulty identification data (difficulty), and crew allocation priority. including crew assignment order (assignment order), etc. The crew level can be set by automatically evaluating delivery quality based on past delivery records. Crew level down. The crew assignment order will be described in detail in [4-2] below. Since "5" and the difficulty level "5" are included, the combination of the crew corresponding to the crew level "5" and the job corresponding to the difficulty level "5" is acquired with the highest priority. Subsequently, the same processing is performed in order for the records of the crew assignment order "2" to "25" in the crew assignment master 106f1 of FIG. Note that the crew assignment order may be set by, for example, any of the following methods.

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

Second, as shown in the crew assignment master 106f2 in FIG. 4, crew level identification data (crew level) meaning a lower level or operation difficulty identification data This is a method of setting a higher-order crew assignment order (assignment order) with respect to the degree). According to this setting method, it is possible to allocate the simplest possible work to a crew member with a low skill level.

The vehicle allocation master 106g is a master for allocating vehicles to certain jobs. As shown in FIG. 4, the vehicle allocation master 106g represents, for example, vehicle class condition identification data (work vehicle class), vehicle class identification data (vehicle class) for identifying the vehicle class, and priority of vehicle allocation. Including vehicle allocation order (assignment order). The vehicle allocation order will be described in detail in [4-3] below. Since the class "medium-sized A" and the car class "medium-sized" are included, the combination of the work corresponding to the work class "medium-sized A" and the vehicle corresponding to the car class "medium-sized" must be acquired with the highest priority. becomes. Subsequently, the same processing is sequentially performed for the records of the vehicle allocation order "2" to "25" in the vehicle allocation master 106g of FIG.

The vehicle master 106h is a master for managing information about vehicles. As shown in FIG. 4, the vehicle master 106h includes, for example, vehicle identification data (vehicle code) for identifying a vehicle, vehicle class identification data (vehicle class), and an own vehicle indicating that the vehicle used for operation is the company's own vehicle. It includes a chartered vehicle flag consisting of a chartered vehicle classification indicating that the vehicle used for operation is a chartered vehicle, a vehicle inspection expiration date, and the like.

The crew master 106i is a master for managing information about crew members. As shown in FIG. 4, the crew master 106i includes, for example, crew identification data (crew code) for identifying the crew, crew level identification data (crew level), license identification data for identifying the type of driver's license ( possession license), hired vehicle flag, attendance flag consisting of classification indicating that the crew can come to work and classification indicating that the crew cannot come to work, vehicle identification data (car number in charge), etc. including.

The allocation result data 106j is data for managing the results of allocating crews and vehicles to a certain job. The allocation result data 106j includes, for example, flight identification data (parcel), vehicle identification data (vehicle), crew identification data (crew), and the like, as shown in FIG.

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

The attendance condition data 106m is data for managing predetermined conditions regarding attendance hours. If the working hours included in the working hours data 106k do not satisfy the predetermined conditions shown in (A) to (I) below, a warning or error is displayed when attempting to assign crew members. (details will be described in [4-2] below). In the case of warnings, automatic allocation is not possible, but manual allocation is possible. On the other hand, in the case of errors, even manual allocation is not possible.
(A) Warning if one month's commitment time exceeds 293 hours in principle (B) Error if one month's commitment time exceeds 320 hours (C) One year commitment time is 3,516 hours (293 hours x 12 months) is exceeded (D) Warning if working hours per day exceeds 13 hours (E) Error if working hours per day exceeds 16 hours (F) Rest hours per day is 8 Error if less than hours (G) Error if driving time for 2 days exceeds 9 hours per day (H) Error if driving time for 2 weeks exceeds 44 hours per week (I) Continuous driving time Error if exceeds 4 hours (check at the stage of creating operation instruction data)

The shipper master 106n to the element master 106u are masters used to acquire operation difficulty identification data (difficulty). In the present embodiment, the difficulty level is acquired based on specific data in the elements that determine the difficulty level of operation (for example, the shipper, the departure and arrival point of the operation, the name of the item to be operated, the operation distance, etc.). . The specific data, which will be described in detail below, includes, for example, who the shipper is, where the departure and arrival points of the service are, what the name of the goods to be serviced is, and what the service distance is. It is specific data such as whether it is km or not.

The specific data is managed by a specific difficulty level master. The specific difficulty level master includes specific data in the elements and specific difficulty ranks, which are ranks corresponding to the specific data and represent the difficulty level of operation, and the like. The specific difficulty level master specifically includes a consignor master 106n, an origin/destination master 106p, an item name master 106q, and a pick-up/delivery rank master by distance 106r, which will be described below.

The consignor master 106n is a master for managing information on consignors. As shown in FIG. 8, the consignor master 106n contains, for example, consignor identification data (consignor CD and consignor name), which is specific data for identifying the consignor, and a specific difficulty rank (collection and delivery rank) corresponding to the consignor identification data. ) etc. In the consignor master 106n of FIG. 8, the specific data "Romanesco Industry" is set with the "S rank", which is the collection and delivery rank representing the highest degree of difficulty, while the specific data " "Potato Shoji" is assigned a "C rank", which is a collection and delivery rank representing the lowest degree of difficulty.

The departure/arrival point master 106p is a master for managing information on departure and arrival points of operations. As shown in FIG. 8, the departure/arrival point master 106p includes, for example, departure/arrival point identification data (departure/arrival point CD and departure/arrival point name), which are specific data for identifying the departure point and the arrival point of the service, and the departure/arrival point identification data. Includes the corresponding specific difficulty rank (pick-up and delivery rank).

The article name master 106q is a master for managing the article names to be operated. As shown in FIG. 8, the product name master 106q stores, for example, product name identification data (product name CD and product name), which are specific data for identifying the product names to be operated, and specific difficulty levels corresponding to the product name identification data. Including rank (collection and delivery rank).

The distance-based pick-up and delivery rank master 106r is a master for managing travel distances. As shown in FIG. 8, the distance-based pick-up/delivery rank master 106r stores, for example, distance identification data (distance), which is specific data for identifying travel distances, and specific difficulty ranks (pick-up/delivery ranks) corresponding to the distance identification data. ) etc.

The collection/delivery rank score master 106s is a master for scoring specific difficulty ranks (collection/delivery ranks). As shown in FIG. 8, the pick-up/delivery rank score master 106s includes, for example, element identification data for identifying the elements (10: Shipper, 20: Origin, 21: Destination, 30: Product name, and 40: Distance ), a specific difficulty rank (collection and delivery rank), and a score corresponding to the combination of the element identification data and the specific difficulty rank. As shown in FIG. 8, the pick-up/delivery rank score master 106s may further include, for example, a rating classification (0: standard total score) and a corresponding standard total score (50 points). The reference total score is the score used to calculate the score ratio required when acquiring the operation difficulty identification data.

The difficulty level master 106t is a master for acquiring operation difficulty level identification data (difficulty level) from score ratios calculated based on scores. The difficulty level master 106t, as shown in FIG. 8, includes, for example, operation difficulty level identification data (difficulty level) and score ratios corresponding thereto.

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

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

The control unit 102 functionally conceptually adds, for example, (1) a route master containing route identification data, vehicle class condition identification data, and operation difficulty identification data with a scheduled operation date, which is the date on which operation is scheduled to start. and (2) flight identification data, which is data for identifying an operating flight and identifies the route of the regular flight. Scheduled flight assignment source including route identification data, which is the data for making regular flights, car class condition identification data for identifying car class conditions necessary for operation, and operation difficulty identification data for identifying the difficulty of operation data and original data for assigning special flights, including order identification data, which is data for identifying orders for special flights, vehicle class condition identification data, and operation difficulty identification data, are combined and operated. (3) an allocation data generating unit 102b as an allocation data generating means for generating allocation data used for allocation of crew members or vehicles used for operation; Flight acquisition means for acquiring vehicle class condition identification data and associated flight identification data (flight acquisition for acquiring flight identification data associated with the operation difficulty level identification data included in the crew assignment master from the allocation data (4) crew acquisition means for acquiring crew identification data associated with the flight identification data acquired by the flight acquisition means (from the crew master, the (5) the flight identification data acquired by the flight acquisition means; (6) a crew member allocation unit 102e as a crew member allocation unit that allocates a crew member specified by the crew member identification data acquired by the crew member acquisition unit to each flight; (7) a working hours acquiring unit 102f as working hours acquiring means for acquiring working hours associated with the crew identification data acquired in (7) the vehicle identification data acquired from the vehicle master by the crew acquiring means; (8) acquisition of vehicle identification data associated with the vehicle classification identification data included in the vehicle allocation master from the vehicle master; a vehicle acquisition unit 102h as vehicle acquisition means for performing (9) a vehicle as vehicle allocation means for allocating a vehicle identified by the vehicle identification data acquired by the vehicle acquisition means to a flight specified by the flight identification data acquired by the flight acquisition means; (10) a chartered vehicle flag acquisition unit 102j as chartered vehicle flag acquisition means for acquiring a chartered vehicle flag associated with the crew identification data acquired by the crew acquisition means from the crew master, ( 11) a specific difficulty level obtaining unit 102k as a specific difficulty level obtaining means for obtaining a specific difficulty level rank associated with specified specific data from the specific difficulty level master; (13 (14) an operation difficulty acquisition unit 102n as an operation difficulty acquisition unit that acquires an operation difficulty corresponding to a score ratio calculated based on the scores acquired by the score acquisition unit from the operation difficulty master; ) Score ratio calculation as score ratio calculation means for calculating the score ratio by dividing the value obtained by multiplying the total score obtained by the score obtaining means by 100 by the reference total score included in the score master and (15) an operation difficulty level display unit 102q as an operation difficulty level display means for displaying on a screen the operation difficulty level identification data acquired by the operation difficulty level acquisition means. Details of the processing executed by each unit are described in [4. Specific example of processing].

[3. Overview of background, etc. and processing]
In this section, the background, etc. and an overview of the process are explained.

(1) Features in the transportation industry In the transportation industry, companies operate by combining two types of services: "regular services" that operate regularly in the same section with the same business partner, and "special services" that take orders each time. There are many.

For regular flights, the same route is operated every day, so the degree of difficulty of the travel route can be grasped, but for special flights, the degree of difficulty of the travel route may not be grasped.

In addition, for regular flights, the same route is operated continuously every day, so the allocation of vehicles is based on the intuition and experience of the person in charge of dispatch, such as assigning priority to crew members who have experience operating the route. .

And since it is difficult to cover all operations with only one company's own vehicles, many companies ask chartered vehicles (vehicles of other companies) to operate when there is a shortage of vehicles.

(2) Issues in the transportation industry In recent years, the shortage of workers, as typified by the shortage of drivers, has become a serious problem in the transportation industry. In order to solve the labor shortage, for example, it is required to solve the following two problems.

First, because drivers and dispatchers who dispatch vehicles perform dispatch work based on past experience, there is the problem of depending on people who have specific know-how for dispatch work. there were. Therefore, there was a problem of wanting to reduce the burden on the person in charge of dispatching vehicles by automating the dispatching work.

Second, there was the problem that the workload of transportation was concentrated on some drivers. Therefore, there is a problem of preventing biased load on some drivers by performing automatic vehicle allocation considering the load status of drivers.

(3) Vehicle Allocation Method in the Transportation Industry In the transportation industry, as shown in FIG. 2, a vehicle allocation system is generally used to allocate appropriate crew members and vehicles to jobs (operation instruction data).

(4) Information Considered in Automatic Allocation According to this Embodiment In this embodiment, automatic allocation is performed in consideration of three types of information: job information, crew information, and vehicle information.

(4-1) Job information Job information includes regular flight operation instruction data 106b including the operation difficulty of regular flights (flights contracted to regularly deliver the same route) and special flights (each time an order is received). It refers to the special regular flight operation instruction data 106e created by combining the special flight operation instruction data 106d including the operation difficulty of the flight on which delivery occurs, and the created special regular flight operation instruction data 106e is , become allocation data (that is, allocation targets).

The regular flight operation instruction data 106b can be created as follows. First, a route master 106a is created in advance, in which the degree of difficulty of the travel route is set for each route, taking into account the ratio of expressways and complaint histories of business partners. Then, in the vehicle allocation data creation process, regular service operation instruction data 106b can be created by selecting a daily route from the created route master 106a.

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

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

A crew's delivery level can be determined by automatically evaluating delivery quality from past delivery performance. In addition, the delivery level of the crew is increased by accumulating delivery records, and conversely, it is decreased when complaints are received from customers.

By inputting the attendance information of the crew members in advance as the attendance information of the crew members, for example, it is possible to perform control such that work is not assigned to the crew members on holidays. Also, the number of working days and working hours may be changed according to [2. Configuration] can also be controlled so as to satisfy the predetermined conditions described above and not to violate the Labor Standards Act.

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

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

As an overview of the process of automatically assigning crew members, first, as a preset, the order of assignment is set in the crew assignment master 106f. Alternatively, priority may be given to allocating low-level crew to low-difficulty jobs). However, the items listed in (1) and (2) below take precedence over the allocation order set in the crew allocation master 106f.
(1) Check whether or not the driver has a license for the relevant work vehicle class (check of possessed license).
(2) Checking whether the working hours of the crew do not exceed the hours stipulated by law (time check). The time stipulated by the law is set in the master on a monthly or daily basis.

As an outline of the automatic allocation of vehicles, the most suitable vehicle class is allocated according to the job, but if the crew has a vehicle in charge, it is possible to allocate the vehicle in charge preferentially. For deliveries that cannot be covered by the own vehicle, it is possible to request a chartered vehicle (a target value of the chartered vehicle ratio can also be set).

In common with automatic crew assignment and automatic vehicle assignment, it is possible to manually modify the assignment results after automatic assignment. Also, it is possible to perform automatic allocation again in a state in which only some of the job allocations have been finalized.

As described above, conventionally, appropriate crew members and vehicles are assigned to a certain job manually, but in the present embodiment, automatic assignment is first performed, and then manual corrections are made as necessary. By adopting the procedure of performing the work, it is possible to reduce the time required for the vehicle allocation work while maintaining the same vehicle allocation quality as before.

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

[4-1. Creation of allocation data]
In this section, creation of allocation data (special flight regular flight operation instruction data 106e) will be described with reference to FIG.

(1) Creation of regular flight allocation source data The date addition unit 102a creates regular flight allocation source data (regular flight operation instruction data 106b) by adding scheduled service dates to the route master 106a.

Specifically, as shown in FIG. 3, the date addition unit 102a performs a vehicle allocation data creation process to add the scheduled operation date of August 17, 2017 to the route master 106a, thereby instructing the operation of regular flights. Create data 106b.

(2) Creation of Tokubin Allocation Original Data On the other hand, as shown in FIG. Operation instruction data 106d) is created.

(3) Creation of Allocation Data As shown in FIG. 106d) are combined to create allocation data (special regular flight operation instruction data 106e). Using the specified special regular flight operation instruction data 106e, it is possible to perform crew allocation described in [4-2] below and vehicle allocation described in [4-3] below.

(4) Summary As described above in [4-1], according to the information processing apparatus 100 according to the present embodiment, allocation data that can be used for both allocation to regular flights and allocation to special flights is created, it is possible to simultaneously perform allocation work for regular flights and allocation work for special flights.

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

(1) Step S1: Acquisition of Record from Crew Assignment Master 106f1 First, from the crew assignment master 106f1 of FIG. ) and crew level are obtained. Specifically, in the crew assignment master 106f1 of FIG. 4, the record having the lowest assignment order "1" is acquired, and the difficulty level "5" and the crew level "5" are acquired from the acquired record ( Step S1 in FIG. 6).

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

In other words, from the operation instruction data 106e of FIG. 3, the flight acquisition unit 102c acquires a record ( That is, the record including the difficulty level "5" in the operation instruction data 106e of FIG. 3) is acquired (step S2 of FIG. 6). Note that the flight acquisition unit 102c may acquire the records in ascending order of operation instruction numbers. Specifically, although not shown, if there are two records with a difficulty level of "5" in the operation instruction data 106e of FIG. may

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

In other words, from the crew master 106i of FIG. 4, the crew acquisition unit 102d retrieves a record whose level in the crew master 106i matches the crew level "5" in the crew assignment master 106f1 acquired in step S1 (that is, record including level "5" in the master 106i) is obtained (step S3 in FIG. 6). Note that the crew acquisition unit 102d may acquire the records in ascending order of the crew code. Specifically, although not shown, if two records of level "5" exist in the crew master 106i of FIG. 4, the crew acquisition unit 102d may acquire the record with the younger crew code.

As described above, the flight acquisition unit 102c can acquire "route C" as described in (2), while the crew acquisition unit 102d can acquire "crew code 001" as described in (3). . As a result, the crew assignment unit 102e allocates the crew specified by the "crew code 001" acquired by the crew acquisition unit 102d to the flight specified by the "route C" acquired by the flight acquisition unit 102c. .

Through the processing up to this point, it is possible to allocate crew members to jobs (service flights). is preferably established.

(4) Step S4: License check Subsequently, as shown in (4-1) to (4-3) below, the crew member identified by "crew code 001" is identified by "route C". It is checked whether the driver possesses a driver's license necessary for the operation of the service flight.

(4-1) Acquisition of Work Vehicle Class From the flight instruction data 106e, the flight acquisition unit 102c acquires vehicle class condition identification data (work vehicle class) linked to the flight identification data acquired by the flight acquisition unit 102c. Specifically, the flight acquisition unit 102c acquires the "large size" that is the work vehicle class associated with the "route C" acquired in (2) from the operation instruction data 106e of FIG.

(4-2) Acquisition of Possessed License From the crew master 106i, the crew acquisition unit 102d acquires driver identification data (crew code) acquired by the crew acquisition unit 102d and license identification data (possessed license) associated therewith. Specifically, the crew acquisition unit 102d acquires the possession license "Large vehicle or above" linked to the "crew code 001" acquired in (3) from the crew master 106i of FIG.

(4-3) Check by Comparison of Acquired Work Vehicle Class and Acquired Possessed License is assigned to a driver if the vehicle can be operated by the license specified by the driver's license identification data (possessed license) acquired by the driver acquisition unit 102d. Specifically, the vehicle of the work vehicle class “large vehicle” acquired by the flight acquisition unit 102c in (4-1) is determined by the possession license “large vehicle or above” acquired by the crew acquisition unit 102d in (4-2). Since it can be operated, the crew allocation unit 102e can allocate the crew identified by the "crew code 001" to the operating flight identified by the "route C" (step S4 in FIG. 6: Yes).

On the other hand, the vehicle of the vehicle class specified by the vehicle class condition identification data (work vehicle class) acquired by the flight acquisition unit 102c is specified by the license identification data (possessed license) acquired by the crew acquisition unit 102d. If the flight cannot be operated due to the license, the crew allocation unit 102e cannot allocate the crew identified by the "crew code 001" to the operating flight identified by the "route C" (Fig. 6 step S4: No). It should be noted that if the process proceeds to No in step S4 in FIG. 6, the process returns to "start" in FIG. 6 and the process is performed again from step S1. Specifically, from the crew assignment master 106f1 in FIG. 4, a record including the second lowest assignment order "2" is acquired, and the difficulty level "5" and the crew level "4" are acquired from the acquired record. , hereinafter, the same processing as described so far will be performed.

(5) Step S5: Checking working hours Subsequently, as shown in (5-1) to (5-3) below, the crew identified by the "crew code 001" complies with predetermined conditions regarding working hours. Check if it is fulfilled.

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

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

(5-3) Check by Comparing Acquired Working Hours with Predetermined Conditions When the time satisfies a predetermined condition included in the attendance condition data 106m, crew members are assigned. Specifically, the attendance flag acquired by the crew member acquisition unit 102d in (5-1) is the "work possible classification". Also, it is assumed that the attendance hours acquired by the attendance hours acquisition unit 102f in (5-2) satisfy all of the following predetermined conditions (A) to (I) included in the attendance condition data 106m. In this case, the crew allocation unit 102e can allocate the crew identified by the "crew code 001" to the service flight identified by the "route C" (step S5 in FIG. 6: Yes).
(A) In principle, the working hours per month do not exceed 293 hours (B) The working hours per month do not exceed 320 hours (C) The working hours per year do not exceed 3,516 hours (293 hours x 12 months) (D) No more than 13 hours of duty per day (E) No more than 16 hours of duty per day (F) No less than 8 hours of rest per day (G) Two days Operating time does not exceed 9 hours per day (H) Operating time does not exceed 44 hours per week for 2 weeks (I) Continuous operating time does not exceed 4 hours

On the other hand, if the attendance flag acquired by the crew acquisition unit 102d is not a classification for which attendance is possible, the crew assignment unit 102e specifies "crew code 001" for the operating flight specified by "route C". The assigned crew cannot be assigned (step S5 in FIG. 6: No). It should be noted that if the result of step S5 in FIG. 6 is No, the process returns to "start" in FIG. 6 and the process is performed again from step S1. Specifically, from the crew assignment master 106f1 in FIG. 4, a record including the second lowest assignment order "2" is acquired, and the difficulty level "5" and the crew level "4" are acquired from the acquired record. , hereinafter, the same processing as described so far will be performed.

In addition, the crew assigning unit 102e determines that the attendance flag acquired by the crew acquisition unit 102d indicates that attendance is possible, but the attendance hours acquired by the attendance hours acquisition unit 102f do not satisfy the predetermined conditions included in the attendance condition data 106m. In this case, the crew identified by the "crew code 001" cannot be assigned to the operating flight identified by the "route C" (step S5 in FIG. 6: No). Specifically, when the working hours acquired by the working hours acquisition unit 102f do not satisfy the predetermined condition (A) or (D), the crew member allocation unit 102e displays a warning (in the case of warning display, (If the operator confirms and acknowledges the warning, it is also possible to proceed to step S5: Yes in FIG. 6). On the other hand, the crew assignment unit 102e calculates the attendance hours acquired by the attendance hours acquisition unit 102f according to the predetermined conditions (B), (C), (E), (F), (G), and (H). Alternatively, if (I) is not satisfied, an error is displayed (in the case of an error display, it is not possible to proceed to step S5 of FIG. 6: Yes). It should be noted that if the result of step S5 in FIG. 6 is No, the process returns to "start" in FIG. 6 and the process is performed again from step S1. Specifically, from the crew assignment master 106f1 in FIG. 4, a record including the second lowest assignment order "2" is acquired, and the difficulty level "5" and the crew level "4" are acquired from the acquired record. , hereinafter, the same processing as described so far will be performed.

(6) Step S6: Allocating crew members to jobs As explained in (1) to (5) above, after going through check steps S4 and S5, with "crew code 001" for the service flight specified by "route C" Assignments of identified crew members can be established.

Furthermore, as shown in the following (7) to (9), when the crew identified by the "crew code 001" owns the vehicle in charge, the vehicle in charge can also be assigned. .

(7) Step S7: Checking Whether the Crew Owns the Vehicle He/she is in Charge of Responsible car number) is acquired. Specifically, the crew member acquiring unit 102d acquires the responsible vehicle number “I” associated with the crew member code “001” acquired in (3) from the crew member master 106i of FIG. Acquisition of the car number in charge means that the crew identified by the crew code "001" owns the vehicle in charge, so the process proceeds to step S7: Yes in FIG.

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

(8) Step S8: Checking whether the work vehicle class and the vehicle class of the vehicle in charge match ) and get the car class identification data (car class) associated with it. Specifically, the vehicle class acquisition unit 102g acquires the vehicle class “large size” associated with the vehicle code “I” acquired in (7) from the vehicle master 106h of FIG.

Subsequently, the crew assignment unit 102e determines that the vehicle class specified by the vehicle class identification data (car class) acquired by the vehicle class acquisition unit 102g is the vehicle class condition identification data (work vehicle class) acquired by the flight acquisition unit 102c. , the vehicle identified by the vehicle identification data (vehicle code) acquired by the crew acquisition unit 102d is allocated. Specifically, as described in the preceding paragraph, the vehicle class acquired by the vehicle class acquisition unit 102g is "large", and on the other hand, as described in (4), the work vehicle class acquired by the flight acquisition unit 102c is also "large". In this case, the crew allocation unit 102e allocates the vehicle identified by the vehicle code "I" acquired by the crew acquisition unit 102d to the crew identified by the "crew code 001" (step S8 in FIG. 6). : Yes).

In response to this, the crew assignment unit 102e determines that the vehicle class specified by the vehicle class identification data (car class) acquired by the vehicle class acquisition unit 102g is the vehicle class condition identification data (work vehicle) acquired by the flight acquisition unit 102c. class), the vehicle identified by the vehicle identification data (vehicle code) acquired by the crew acquisition unit 102d is not allocated. In this case, the process proceeds to step S8: No in FIG. 6, and allocation of vehicles described in [4-3] below is performed (step S10 in FIG. 6).

(9) Step S9: Allocation of assigned vehicle and crew to work As described in (1) to (8) above, for the operating flight identified by "route C", the "crew code 001" It is possible to allocate the crew member and the vehicle specified by the "vehicle code I" (step S9 in FIG. 6).

(10) Processing for Assignment Order "2" and Later in Crew Assignment Master 106f1 degree of difficulty) and crew level identification data (crew level). Therefore, in the above (1) to (9), only the crew assignment performed based on the first record from the top including the assignment order "1" in the crew assignment master 106f1 of FIG. 4 has been described.

However, in the crew assignment master 106f1 of FIG. 4, the same processing as the above (1) to (9) can be performed for the second to twenty-fifth records including the assignment order "2" to "25". .

Specifically, in the crew assignment master 106f1 of FIG. 4, the second record from the top including the assignment order "2" includes the difficulty level "5" and the crew level "4". Referring to the operation instruction data 106e of FIG. 3, the "Route C" associated with the difficulty level "5" has already been acquired, so the operating flight cannot be acquired. Also, referring to the crew master 106i in FIG. 4, since there is no crew level "4", the crew cannot be acquired.

Continuing with this process, it is not possible to acquire the operating flights and crews for the third to seventh records including the allocation order "3" to "7" in the crew allocation master 106f1 of FIG.

Furthermore, it is assumed that the eighth record (not shown) including the assignment order "8" in the crew assignment master 106f1 of FIG. 4 includes the difficulty level "4" and the crew level "3". In this case, referring to the operation instruction data 106e of FIG. 3, there is "order B" as the flight identification data associated with the difficulty level "4". can get flights. On the other hand, referring to the crew master 106i in FIG. 4, since "crew code 002" exists as a crew code associated with the crew level "3", the crew acquisition unit 102d acquires the crew identified by the "crew code 002". can be obtained. In this way, it is possible to allocate the crew identified by the "crew code 002" to the operating flight identified by the "order B".

Furthermore, in the crew assignment master 106f1 of FIG. 4, the 9th to 24th records from the top including the assignment order "9" to "24" cannot be acquired.

Finally, the 25th record from the top including the assignment order "25" in the crew assignment master 106f1 of FIG. 4 includes the difficulty level "1" and the crew level "1". In this case, referring to the operation instruction data 106e of FIG. 3, there is "order A" as the flight identification data associated with the difficulty level "1". can get flights. On the other hand, referring to the crew master 106i in FIG. 4, since "crew code 003" exists as a crew code associated with the crew level "1", the crew acquisition unit 102d acquires the crew identified by the "crew code 003". can be obtained. In this way, it is possible to allocate the crew identified by the "crew code 003" to the operating flight identified by the "order A".

As a result, all processing related to crew assignment is completed (“END” in FIG. 6).

(11) Summary As described above in [4-2], according to the information processing device 100 according to the present embodiment, considering the difficulty of the flight and the level of the crew, appropriate crew members can be automatically assigned. As a result, for example, it is possible to prevent the work load from concentrating on a part of the staff in charge of vehicle allocation, or to prevent the smooth operation from being hindered when the staff in charge of vehicle allocation is absent.

Further, as described in (5) of this item [4-2], according to the information processing apparatus 100 according to the present embodiment, for example, it is possible to assign crew members in consideration of the working hours of the crew members. . As a result, for example, it is possible to equalize the load among the crew members, and it is possible to take orders while confirming the load status of the crew members by simulating the workload by automatic allocation.

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

As explained in [4-2], the crew identified by "crew code 001" and the vehicle identified by "vehicle code I" have already assigned. Furthermore, as explained in [4-2], the crew identified by "crew code 003" has already been assigned to the operating flight identified by "order A" (vehicle assignment has not been completed). ), the crew member identified by the “crew code 002” has already been assigned to the operating flight identified by the “order B” (the vehicle assignment has not been completed).

Data with information as described in the previous paragraph is briefly shown below as incomplete allocation result data 106j.
Flight Vehicle Crew Order A Unassigned 003
Order B Unassigned 002
Root C I 001

In this item [4-3], allocation of vehicles to the service flight specified by "Order A" and allocation of vehicles to the service flight specified by "Order B" will be specifically described.

(1) Step S11: Acquisition of Record from Vehicle Allocation Master 106g First, the record with the lowest allocation order and unallocated vehicle is acquired from the vehicle allocation master 106g of FIG. grade is obtained. Specifically, in the vehicle allocation master 106g of FIG. 4, the record having the lowest allocation order of "1" is acquired, and from the acquired record, the working vehicle class "medium size A" and the vehicle class "medium size" are acquired. (step S11 in FIG. 7).

(2) Step S12: Acquisition of Job Subsequently, the flight acquisition unit 102c acquires flight identification data linked to the vehicle class condition identification data (work vehicle class) included in the vehicle allocation master 106g from the operation instruction data 106e. conduct. Specifically, the flight acquisition unit 102c, from the operation instruction data 106e of FIG. "Received order A" with a smaller received order number is obtained (step S12 in FIG. 7).

(3) Step S13: Acquisition of vehicle Subsequently, the vehicle acquisition unit 102h acquires the vehicle identification data (vehicle code) associated with the vehicle classification identification data (vehicle classification) included in the vehicle allocation master 106g from the vehicle master 106h. I do. Specifically, referring to the vehicle master 106h in FIG. 4, the vehicle code associated with the vehicle class "medium size" acquired in step S11 is "II" and "III". is "II", the vehicle specified by the vehicle code "II" can also be obtained.

However, when acquiring a vehicle, it is preferable to consider the chartered vehicle flag as shown in (3)' below.

(3)'Step S13: Acquisition of vehicle considering chartered vehicle flag The crew acquisition unit 102d acquires crew identification data (crew code) associated with the flight identification data acquired by the flight acquisition unit 102c from the allocation result data 106j. I do. Specifically, the crew acquisition unit 102d obtains the "crew code 003" associated with the "order A" acquired in (2) from the incomplete allocation result data 106j described at the beginning of this item [4-3]. to get

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

Subsequently, the vehicle acquisition unit 102h acquires vehicle identification data (vehicle code) associated with the chartered vehicle flag acquired by the chartered vehicle flag acquisition unit 102j from the vehicle master 106h. Specifically, the vehicle acquisition unit 102h acquires the "vehicle code III" associated with the chartered vehicle flag "chartered vehicle" acquired in the previous paragraph from the vehicle master 106h of FIG. 4 (step S13 of FIG. 7).

As described in (3) and (3)' above, when the chartered vehicle flag is not taken into consideration, the vehicle acquisition unit 102h, for the crew identified by the "crew code 003" who is in charge of the chartered vehicle, Although the company's own vehicle specified by "vehicle code II" is assigned, if the chartered vehicle flag is taken into account, it is possible to assign a chartered vehicle specified by "vehicle code III".

As described above, the flight acquisition unit 102c can acquire the "order A" as described in (2), while the vehicle acquisition unit 102h can acquire the "vehicle code III" as described in (3)'. can. As a result, the vehicle allocation unit 102i allocates the vehicle specified by the "vehicle code III" acquired by the vehicle acquisition unit 102h to the flight specified by the "order A" acquired by the flight acquisition unit 102c. .

Through the processing up to this point, it is possible to allocate vehicles to jobs (operating flights). It is preferable to let

(4) Step S14: Checking the vehicle inspection deadline Subsequently, as shown in (4-1) to (4-3) below, the scheduled operation date of the service specified by the "order A" is determined by the "vehicle code III" to check whether it is before the inspection deadline date of the vehicle.

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

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

(4-3) Check by Comparison of Acquired Scheduled Operation Date and Acquired Vehicle Inspection Expiration Date In some cases, vehicle allocation is performed. Specifically, the scheduled operation date “2017/8/17” acquired by the flight acquisition unit 102c in (4-1) is the vehicle inspection deadline date “2019/1” acquired by the vehicle acquisition unit 102h in (4-2). /15”, the vehicle allocation unit 102i can allocate the vehicle specified by the “vehicle code III” to the flight specified by the “order A” (step S14 in FIG. 17). : Yes).

On the other hand, when the scheduled operation date acquired by the flight acquisition unit 102c is later than the vehicle inspection expiration date acquired by the vehicle acquisition unit 102h, the vehicle allocation unit 102i , the vehicle specified by the "vehicle code III" cannot be allocated (step S14 in FIG. 7: No). It should be noted that if the result of step S14 in FIG. 7 is No, the process returns to "start" in FIG. 7 and the process is performed again from step S11. Specifically, from the vehicle allocation master 106g of FIG. 4, a record containing the second lowest allocation order "2" is acquired, and from the acquired record, the working vehicle class "medium size B" and the vehicle class "medium size" are obtained. After that, the same processing as described so far will be performed.

(5) Step S15: Allocation of Vehicles to Jobs As described in (1) to (4) above, through the check step S14, the service specified by "order A" is specified by "vehicle code III". It is possible to determine the allocation of vehicles to be used.

(6) Process for allocation order "2" and later in vehicle allocation master 106g It is preferable to perform the acquisition process in order from the work car class) and the car class identification data (car class). Therefore, in the above (1) to (5), only the vehicle allocation performed based on the first record from the top including the allocation order "1" in the vehicle allocation master 106g of FIG. 4 has been described.

However, the same processing as (1) to (5) above can be performed for the second to twenty-fifth records including the allocation orders "2" to "25" in the vehicle allocation master 106g of FIG. .

Specifically, in the vehicle allocation master 106g of FIG. 4, the second record from the top including the allocation order "2" includes the working vehicle class "medium size B" and the vehicle class "medium size". In this case, referring to the operation instruction data 106e in FIG. 3, there is "order B" as flight identification data that is linked to the work vehicle class "medium size B" and has not yet been acquired. can acquire the operating flight specified by "Order B". On the other hand, referring to the vehicle master 106h in FIG. 4, there is "vehicle code II" as data that is a vehicle code that is associated with the vehicle class "medium size" and has not yet been acquired. You can get the vehicle specified by "Vehicle Code II". In this way, the vehicle specified by the "vehicle code II" can be assigned to the service flight specified by the "order B".

As a result, allocation of vehicles to all jobs (operated flights) of Order A, Order B and Route C is completed, and all processing related to vehicle allocation is completed ("END" in FIG. 7).

(7) Summary As described above in [4-3], according to the information processing device 100 according to the present embodiment, the vehicle class required for operation and the vehicle class of the vehicle are considered. Appropriate vehicles can be automatically assigned to flights. As a result, it is possible to prevent, for example, the concentration of work load on the person in charge of vehicle allocation, or the occurrence of an obstacle to smooth operation when the person in charge of vehicle allocation is absent.

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

FIG. 5 shows the completed allocation result data 106j created by the processes described in [4-2] and [4-3] above. The created allocation result data 106j can be manually corrected in some cases.

[4-4. Acquisition of Operation Difficulty Level]
In this item, acquisition of the operation difficulty level will be described using FIGS. 8 to 12. FIG. It is assumed that the data configuration example in the master used in this item [4-4] is as shown in FIG. As an overview of the operation difficulty acquisition, as shown in FIG. 9, when the "difficulty calculation" button is selected with specific data specified on the order input screen, the following (1) to The operation difficulty level is acquired by executing the process of (4). The acquired operation difficulty is displayed on the order input screen as shown in FIG.

(1) Acquisition of Specific Difficulty Level The specific difficulty level acquisition unit 102k acquires a specific difficulty level rank (collection and delivery rank) associated with specified specific data from the specific difficulty level master.

Specifically, as shown in the order input screen of FIG. 9, as specific data, "shipper: N1001 (tomato drink)", "origin: T0001 (Shin-Urayasu/Maihama)", "destination: T1001 (Tokyo Tokyo area)", "Representative product name: IT201 (glass product)", and "Distance: 13 km" are specified.

In this case, the specific difficulty level acquisition unit 102k acquires the collection and delivery rank “B” associated with “shipper: N1001 (tomato drink)” from the shipper master 106n of FIG. 8 as the specific difficulty level master. Further, the specific difficulty level acquiring unit 102k acquires the pick-up and delivery rank “C” associated with “place of origin: T0001 (Shin-Urayasu/Maihama)” from the departure/arrival place master 106p of FIG. : T1001 (Kubu, Tokyo)” and acquires a pickup and delivery rank of “B”. Then, the specific difficulty level acquisition unit 102k acquires the collection and delivery rank "A" associated with "representative product name: IT201 (glass product)" from the product name master 106q in FIG. 8 as the specific difficulty level master. Further, the specific difficulty level acquisition unit 102k acquires the pickup and delivery rank “C” associated with “distance: 13 km” from the pickup and delivery rank master by distance 106r of FIG. 8 as the specific difficulty level master.

FIG. 10 shows a table summarizing the pick-up and delivery ranks acquired by the specific difficulty acquisition unit 102k. As described in (1) above, each pick-up and delivery rank can be specified from the consignor, item name, origin, destination and distance entered on the screen.

(2) Acquisition of score The score acquisition unit 102m obtains the element identification data (score classification) corresponding to the specified specific data from the pickup and delivery rank score master 106s and the specific difficulty rank acquired by the specific difficulty acquisition unit 102k. Acquire the score corresponding to the combination of (pickup and delivery rank).

The element identification data (score classification) may be preset in the program so as to correspond to the specific data designated on the order input screen of FIG. They may be managed in association with each other. In either method, although not shown, the rating classification corresponding to the specified "shipper: N1001 (tomato drink)" is "10: shipper", and the specified "origin: T0001 ( Shin-Urayasu/Maihama)” is “20: Departure”, and the grade classification corresponding to the specified “Landing: T1001 (Tokyo)” is “21: Landing”. The grade classification corresponding to the designated "representative product name: IT201 (glass product)" is "30: Product name", and the grade classification corresponding to the designated "distance: 13 km" is "40: distance".

The score acquisition unit 102m acquires scores as follows, based on the combination of the corresponding score classifications described in the previous paragraph and the pick-up and delivery ranks acquired by the specific difficulty level acquisition unit 102k.

The score acquisition unit 102m acquires the score classification "10: shipper" corresponding to the specified "shipper: N1001 (tomato drink)" and the specific difficulty level acquisition unit 102k from the collection and delivery rank score master 106s of FIG. A score of "4 points" corresponding to the combination of the collection and delivery rank of "B" is acquired.

The score acquisition unit 102m acquires the score classification "20: Origin" corresponding to the specified "Origin: T0001 (Shin-Urayasu/Maihama)" from the delivery rank score master 106s of FIG. A score of "0 points" corresponding to the combination of the obtained collection and delivery ranks of "C" is obtained.

The score acquisition unit 102m acquires the score classification "21: Landing" corresponding to the specified "Landing: T1001 (Tokyo)" and the specific difficulty level acquiring unit 102k from the delivery rank score master 106s of FIG. The score "4 points" corresponding to the combination of the collection and delivery rank "B" is obtained.

The score acquisition unit 102m acquires the score classification "30: product name" corresponding to the designated "representative product name: IT201 (glass product)" and the specific difficulty level acquisition unit 102k from the delivery rank score master 106s of FIG. A score of "7 points" corresponding to the combination of the collection and delivery rank "A" is obtained.

The score acquisition unit 102m acquires the score classification "40: distance" corresponding to the "specified distance: 13 km" and the delivery rank "C" acquired by the specific difficulty level acquisition unit 102k from the delivery rank score master 106s of FIG. Acquire the score "0 point" corresponding to the combination.

FIG. 10 shows a table summarizing the scores acquired by the score acquisition unit 102m.

(3) Calculation of score ratio The score ratio calculation unit 102p divides the value obtained by multiplying the total score obtained by the score acquisition unit 102m by 100 by the reference total score included in the pick-up/delivery rank score master 106s, thereby calculating the score ratio. Calculate

The scores obtained by the score obtaining unit 102m are 4 points, 0 points, 4 points, 7 points, and 0 points, as described in (2). The total value of these scores is 15 points.

On the other hand, the reference total score is the maximum score among the scores corresponding to "0: rating classification" in the pickup-and-delivery rank score master 106s. In the collection-and-delivery rank score master 106s of FIG. 8, the score corresponding to "0: rating classification" is only "50 points", so the "50 points" is the reference total score.

From the above, the score ratio calculation unit 102p calculates (15 points×100)/50 points=30% as the score ratio by dividing the value obtained by multiplying the total value of 15 points by 100 by the reference total score of 50 points. In addition, when the score ratio becomes a decimal, the decimal point shall be rounded down.

As described in (2) and (3) above, each score and reference total score are obtained from the pick-up and delivery rank score master 106s, and the calculation is (total obtained score/reference total score)×100. By doing, the score ratio can be calculated.

Through the processes (1) to (3) above, it is possible to quantitatively evaluate the contents of the specified specific data. Then, in the following (4), operation difficulty level identification data (difficulty level) can be acquired based on the result of the quantitative evaluation.

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

Specifically, the score ratio calculated based on the scores obtained by the score obtaining unit 102m is "30%" as described in (3) above.

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

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

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

(5) Regarding the setting of a score equal to or higher than the reference total score In the above (1) to (4), the acquisition of the operation difficulty level when the specific data shown in FIG. 9 is specified was described. can be set so that the highest operational difficulty level is always acquired when extremely important data is specified as specific data. In order to obtain this, at least one score (score corresponding to extremely important specific data) included in the pick-up and delivery rank score master 106s should be equal to or higher than the reference total score included in the pick-and-delivery rank score master 106s. .

For example, it will be explained how the highest operational difficulty can be obtained when the extremely important specific data is "luxury painting". It is assumed that "IT301 (luxury painting)" is specified as the representative product name on the order input screen of FIG. In this case, the specific difficulty level acquisition unit 102k acquires the collection and delivery rank "S" from the article name master 106q. Subsequently, the score acquisition unit 102m obtains a score of "50 points" corresponding to the combination of the grade classification "30: product name" corresponding to "IT301 (luxury painting)" and the collection and delivery rank "S" acquired by the score acquisition unit 102m. get.

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

As explained in (5) above, if "50 points or more" is set as the score for the collection and delivery rank corresponding to "luxury painting", which is extremely important specific data, what other specific data can be used? You can get the highest operation difficulty regardless of whether is specified. As a result, high-class painting operations can be assigned to highly skilled crews.

(6) Others Regarding the processes described in (1) to (5) above, there are the following considerations 1 to 5.

1. It is also possible to manually change the acquired operation difficulty level identification data. This is because the difficulty level may be adjusted depending on the circumstances and load status of each project.

2. As for the pick-up and delivery rank score master 106s, it is possible to set a weighted score for each element. Therefore, weighted elements are weighted (high scores are set), while unimportant elements are lightened ( set a low score).

3. In the case of high-value and difficult-to-handle items such as luxury paintings, even if the operation meets the conditions such as short-distance operation, shippers with few complaints, and easy-to-run routes, we will assign the most excellent driver. By allocating the rank of the score equal to or higher than the standard total score to the high-class painting, it is possible to make the operation of the high-class painting the highest difficulty.

4. In the case of operations that include a transit point, such as departure point → stopover point → destination, the process is divided into departure point → destination (stopover point) and departure point (stopover point) → destination, so it is not a case of direct delivery in one operation. The processing of (1) to (5) above can also be applied to the operation of .

5. The processing of (1) to (5) above can also be applied to delivery for each order regardless of the special delivery service, or acquisition of the operation difficulty level of regular delivery courses. This is because, in course registration, shippers, departure and arrival points, and travel distances are the main elements that constitute the course, and the type of goods to be delivered is roughly determined by the shipper.

As described above in [4-4], the information processing apparatus 100 according to the present embodiment quantitatively evaluates the content of each specific data in the element that determines the operation difficulty, By adopting the method of acquiring the operation difficulty level based on the result of the quantitative evaluation, it is possible to acquire a fair operation difficulty level. As a result, for example, it is possible to efficiently and fairly assign drivers. Problems such as not being able to assign (assign) appropriate drivers will not occur.

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

[5. Other embodiments]
The present invention may be implemented in various different embodiments other than the embodiments described above within the scope of the technical idea described in the claims.

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

In addition, unless otherwise specified, the processing procedures, control procedures, specific names, information including parameters such as registration data and search conditions for each process, screen examples, and database configurations shown in this specification and drawings can be changed arbitrarily.

Also, with respect to the information processing apparatus 100, each illustrated component is functionally conceptual, and does not necessarily need to be physically configured as illustrated.

For example, the processing functions of the information processing apparatus 100, particularly the processing functions performed by the control unit, may be implemented in whole or in part by a CPU and a program interpreted and executed by the CPU. Alternatively, it may be implemented as hardware by wired logic. The program is recorded on a non-temporary computer-readable recording medium containing programmed instructions for causing the information processing apparatus to execute the processing described in this embodiment, and the information processing apparatus as necessary. 100 mechanically read. That is, a storage unit such as a ROM or HDD (Hard Disk Drive) stores a computer program for giving commands to the CPU in cooperation with the OS to perform various processes. This computer program is executed by being loaded into the RAM and constitutes a control section in cooperation with the CPU.

Also, this computer program may be stored in an application program server connected to the information processing apparatus 100 via any network, and may be downloaded in whole or in part as necessary. be.

Also, the program for executing the processing described in this embodiment may be stored in a non-temporary computer-readable recording medium, or may be configured as a program product. Here, the term "recording medium" means memory card, USB (Universal Serial Bus) memory, SD (Secure Digital) card, flexible disk, magneto-optical disk, ROM, EPROM (Erasable Programmable Read Only Memory), EEPROM (registered Trademark) (Electrically Erasable and Programmable Read Only Memory), CD-ROM (Compact Disk Read Only Memory), MO (Magneto-Optical disk), DVD (Digital Versatile Disk), and Disc (Registered trademark) such as Blu- shall include any "portable physical medium".

A "program" is a data processing method written in any language or writing method, regardless of the format such as source code or binary code. In addition, the "program" is not necessarily limited to a single structure, but is distributed as multiple modules or libraries, or cooperates with a separate program represented by the OS to achieve its function. including things. It should be noted that well-known configurations and procedures can be used for the specific configuration and reading procedure for reading the recording medium in each device shown in the embodiments, the installation procedure after reading, and the like.

The various databases stored in the storage unit are storage means such as memory devices such as RAM and ROM, fixed disk devices such as hard disks, flexible disks, and optical disks. It stores programs, tables, databases, files for web pages, and so on.

Further, the information processing apparatus 100 may be configured as an information processing apparatus such as a known personal computer or workstation, or may be configured as the information processing apparatus to which arbitrary peripheral devices are connected. Further, the information processing apparatus 100 may be implemented by installing software (including programs, data, or the like) that causes the apparatus to implement the processing described in the present embodiment.

Furthermore, the specific forms of distribution and integration of devices are not limited to those shown in the figures, and all or part of them can be functionally or physically arranged in arbitrary units according to various additions or functional loads. It can be distributed and integrated. That is, the embodiments described above may be arbitrarily combined and implemented, or the embodiments may be selectively implemented.

INDUSTRIAL APPLICABILITY The present invention is extremely useful in the physical distribution industry that has a distribution department and carries out its own delivery. In addition to this, it is also useful in, for example, the passenger industry that operates buses and taxis.

100 information processing device 102 control unit
102a date addition unit
102b Allocation data creation unit
102c flight acquisition unit
102d Crew Acquisition Unit
102e Crew assignment unit
102f attendance time acquisition unit
102g vehicle rating acquisition part
102h vehicle acquisition unit
102i vehicle allocation unit
102j Chartered vehicle flag acquisition unit
102k Specific difficulty acquisition unit
102m score acquisition section
102n operation difficulty acquisition unit
102p Score ratio calculator
102q Operation difficulty level display unit 104 Communication interface unit 106 Storage unit
106a route master
106b Regular flight operation instruction data
106c Order data
106d special flight operation instruction data
106e Special regular flight operation instruction data
106f Crew assignment master
106g Vehicle allocation master
106h vehicle master
106i crew master
106j Allocation result data
106k attendance data
106m attendance condition data
106n Shipper master
106p Departure/arrival master
106q Product name master
106r Pick-up and delivery rank master by distance
106s Collection and Delivery Rank Score Master
106t difficulty master
106u element master 108 input/output interface unit 112 input device 114 output device 200 server 300 network

Claims (7)

An allocation data creation device comprising a control unit,
The control unit
Acquire a specific difficulty rank associated with the specified data in the element that determines the difficulty of operation for each element, obtain a score corresponding to the specific difficulty rank obtained for each element, Operation difficulty level acquisition means for acquiring operation difficulty level identification data for identifying the level of difficulty of operation corresponding to the score ratio calculated based on the total value of the acquired scores;
Route identification data, which is data for identifying an operating flight and is data for identifying the route of a regular flight, and vehicle class condition identification data for identifying a car class condition necessary for operationAcquired by the operation difficulty acquisition meansregular flight allocation source data including operation difficulty identification data;Acquired by the operation difficulty acquisition meansAllocation data creating means for creating allocation data used for allocating crew members or vehicles used for operation by combining source data for Tokubin allocation including operation difficulty identification dataWhen,
to provide
An allocation data creation device characterized by: The control unit
The specified specific data from the specific difficulty level master containing specific data in the elements that determine the difficulty level of the operation and the specific difficulty rank that is the rank corresponding to the specific data and represents the difficulty level of the operation. a specific difficulty acquisition means for acquiring a specific difficulty rank associated with
The said corresponding to the specified specific data from the score master containing the element identification data for identifying the said element, the specific difficulty rank, and the score corresponding to the combination of the element identification data and the specific difficulty rank score acquisition means for acquiring a score corresponding to a combination of the element identification data and the specific difficulty rank acquired by the specific difficulty acquisition means;
further comprising
The operation difficulty acquisition means is
Acquiring operation difficulty identification data corresponding to the score ratio calculated based on the score obtained by the score obtaining means from the operation difficulty master including the operation difficulty identification data and the corresponding score ratio;
2. The allocation data creation device according to claim 1, characterized by: The score master further includes a reference total score used to calculate the score ratio,
The control unit
Score ratio calculation means for calculating the score ratio by dividing a value obtained by multiplying the total score obtained by the score obtaining means by 100 by the reference total score included in the score master.
further providing
3. The allocation data creation device according to claim 2, characterized by: The original data for allocation of regular flights and the original data for allocation of special flights further include a scheduled operation date, which is a date on which operation is scheduled;
4. The allocation data creation device according to any one of claims 1 to 3 , characterized by: The control unit
A date for creating the regular flight allocation source data by adding a scheduled operation date, which is a scheduled date of operation, to a route master containing route identification data, vehicle class condition identification data, and operation difficulty identification data. further comprising additional means;
5. The allocation data creation device according to claim 4 , characterized by: An allocation data creation method executed by an information processing apparatus having a control unit, comprising:
executed by the control unit;
Acquire a specific difficulty rank associated with the specified data in the element that determines the difficulty of operation for each element, obtain a score corresponding to the specific difficulty rank obtained for each element, An operation difficulty level acquisition step of acquiring operation difficulty level identification data for identifying the level of difficulty of operation corresponding to the score ratio calculated based on the total value of the acquired scores;
Route identification data, which is data for identifying an operating flight and is data for identifying the route of a regular flight, and vehicle class condition identification data for identifying a car class condition necessary for operationAcquired in the operation difficulty acquisition stepregular flight allocation source data including operation difficulty identification data;Acquired in the operation difficulty acquisition stepAllocation data creation step for creating allocation data for use in allocating crew members or vehicles used for operation by combining original data for Tokubin allocation including operation difficulty identification data.When,
including
A data creation method for allocation characterized by An allocation data creation program to be executed by an information processing apparatus having a control unit,
for causing the control unit to execute
Acquire a specific difficulty rank associated with the specified data in the element that determines the difficulty of operation for each element, obtain a score corresponding to the specific difficulty rank obtained for each element, An operation difficulty level acquisition step of acquiring operation difficulty level identification data for identifying the level of difficulty of operation corresponding to the score ratio calculated based on the total value of the acquired scores;
Route identification data, which is data for identifying an operating flight and is data for identifying the route of a regular flight, and vehicle class condition identification data for identifying a car class condition necessary for operationAcquired in the operation difficulty acquisition stepregular flight allocation source data including operation difficulty identification data;Acquired in the operation difficulty acquisition stepAllocation data creation step for creating allocation data for use in allocating crew members or vehicles used for operation by combining original data for Tokubin allocation including operation difficulty identification data.When,
including
A data creation program for allocation characterized by

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