Information processing method, information processing device, and information processing program

Abstract

In an information processing method for creating a server on the basis of a transport plan, a transport request including a start point at which transport starts, an end point at which transport ends, and a first arrival date and time indicating the date and time at which each of the one or more transport objects arrives at the start point for each of the one or more transport objects is acquired. A transport plan for transporting one or more transport objects is created on the basis of the total of one or more holding costs corresponding to the difference between the first arrival date and time and the second arrival date and time for each of the one or more transport objects, and one or more transport costs corresponding to the difference between the first arrival date and time and the second arrival date and time for each of the one or more transport objects. The second arrival date and time indicates the date and time at which one or more vehicles transporting the transport object arrive at the starting point, and the one or more transport costs are transport costs required for transporting from the starting point to the end point for each of the one or more transport objects, and the created transport plan is output.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a technology of creating a transportation plan for transporting one or more transportation objects by one or more vehicles. BACKGROUND

[0002] In the past, a demand-based transportation by bus (demand bus) is known. In the demand bus, a running path is decided based on a transportation request of a customer as in a taxi. A demand bus service and a logistics service of delivering goods have similar business configurations. In the demand bus service and the logistics service, a group of transportation objects given a start point and an end point are transported using a given number of vehicles under a condition that the transportation objects are allowed to be accompanied. However, the transportation objects of the logistics service are goods and the transportation objects of the demand bus service are passengers. In the past, a technology of automatically creating a transportation plan for efficiently conducting a transportation business of the demand bus service and the logistics service by a computer has been researched.

[0003] For example, Non-Patent Literature 1 clarifies that a dial-a-ride problem (DARP method), which is a representative approach assuming application to passenger transportation of the demand bus service and the like, and a pickup-and-delivery problem (PDP method), which is a representative approach assuming application to the logistics service, solve the same problem except for a part of a subtle setting.

[0004] Both the DARP method and the PDP method are defined to minimize a total of edge costs included in a transportation plan of each vehicle. The edge corresponds to a path between access points such as a bus stop or a delivery destination, and the edge cost corresponds to a time or a distance of the path. That is, both the DARP method and the PDP method aim to minimize a total of running times or moving distances of vehicles (optimization index). According to the transportation plan evaluation focusing on the vehicle, it is possible to shorten a business time required for responding to a transportation request given, to perform more transportation within a determined time, and to vacate a vehicle early in order to respond to a future transportation request.

[0005] On the other hand, in the demand bus service and the logistics service, there is also a demand to minimize a total of times (transportation times) in which transportation objects are loaded on vehicles. For example, in the demand bus service, a transportation plan is created so that a boarding time of each passenger is shortened. According to this transportation plan evaluation focusing on the transportation object, since the boarding time is shortened, a free time of the passenger increases. Therefore, the passenger can use the time for other things such as shopping. In addition, since the action is restricted, the boarding time cannot be said to be comfortable. Therefore, by shortening the boarding time, it is possible to reduce a mental burden of the passenger.

[0006] Further, a multi-stop distribution in which a commodity is distributed from any one of a plurality of warehouses is known. By distributing the commodity from a warehouse close to a distribution destination, a period from loading of the commodity to unloading of the commodity is shortened. Further, since the multi-stop distribution can delay the timing of loading of the commodity, a degree of freedom relating to preparation of the commodity, such as production planning, increases. Thus, production efficiency can be improved. Further, in the case of distributing a commodity that deteriorates easily, such as milk or a fresh food, by distributing the commodity from a warehouse close to the distribution destination, it is possible to deliver the commodity to the distribution destination in a state in which freshness is high.

[0007] For example, in Patent Literature 1, a vehicle operation schedule is created by a path and a node estimated arrival time at which a boarding time of all passengers is the shortest.

[0008] However, in the above-described conventional technology, a holding time from arrival of a transport object at a start point to arrival of a vehicle at the start point is not considered, and further improvement is required.

[0009] Prior Art Documents

[0010] Patent Literature

[0011] Patent Literature 1: Japanese Patent Application Publication No. 2004-280734

[0012] Non-Patent Literature

[0013] Non-Patent Literature 1: Renan Artur Lopes Eccel, Rodrigo Castelan Carlson, “Analysis of pick-up and delivery and dial-a-ride problems dynamization methods and benchmark instances”, TRANSPORTES 28(4), November 2020, p. 103-116 SUMMARY

[0014] The present disclosure is made to solve the above-described problems, and aims to provide a technology capable of shortening a holding time from arrival of a transport object at a start point to arrival of a vehicle at the start point.

[0015] The information processing method according to the present disclosure is an information processing method in a computer, in which a transport request is acquired, the transport request including, for each of one or more transport objects, a start point at which transport is started, an end point at which transport is ended, and a first arrival date and time indicating a date and time at which the one or more transport objects each arrives at the start point, a transport plan for transporting the one or more transport objects is created based on a total of one or more holding costs and one or more transport costs, the one or more holding costs corresponding to a difference between the first arrival date and time and a second arrival date and time for each of the one or more transport objects, the second arrival date and time indicating a date and time at which one or more vehicles transporting the transport objects arrives at the start point, the one or more transport costs being a transport cost required for transporting from the start point to the end point for each of the one or more transport objects, and the created transport plan is output.

[0016] According to the present disclosure, it is possible to shorten a holding time from when a transport object arrives at a start point to when a vehicle arrives at the start point. BRIEF DESCRIPTION OF DRAWINGS

[0017] Figure 1 is a diagram illustrating one example of a transport plan in an on-demand bus service.

[0018] Figure 2 is a diagram illustrating one example of a transport plan in a multi-stop distribution.

[0019] Figure 3 is a diagram illustrating the overall structure of a vehicle deployment management system in Embodiment 1 of the present disclosure.

[0020] Figure 4 is a diagram illustrating one example of vehicle definition data in Embodiment 1 of the present disclosure.

[0021] Figure 5 is a diagram illustrating one example of transport object definition data in Embodiment 1 of the present disclosure.

[0022] Figure 6 is a diagram illustrating one example of point-to-point schedule data in Embodiment 1 of the present disclosure.

[0023] Figure 7 is a diagram illustrating one example of point-to-point distance table data in Embodiment 1 of the present disclosure.

[0024] Figure 8 is a diagram illustrating one example of a transport plan in Embodiment 1 of the present disclosure.

[0025] Figure 9 is a first flowchart for explaining the operation of a transport plan creation unit of a transport plan creation server in Embodiment 1 of the present disclosure.

[0026] Figure 10 is a second flowchart for explaining the action of the transport plan creation section of the transport plan creation server in Embodiment 1.

[0027] Figure 11 is a third flowchart for explaining the action of the transport plan creation section of the transport plan creation server in Embodiment 1.

[0028] Figure 12 is a fourth flowchart for explaining the action of the transport plan creation section of the transport plan creation server in Embodiment 1.

[0029] Figure 13 is a schematic diagram for explaining the process of creating an initial solution of a transport plan by the initial solution creation section in Embodiment 1.

[0030] Figure 14 is a schematic diagram for explaining the process of creating a hypothetical solution of a transport plan by the improved solution creation section in Embodiment 1.

[0031] Figure 15 is a flowchart for explaining the solution evaluation process of the transport plan creation server in Embodiment 1.

[0032] Figure 16 is a diagram showing the overall structure of the vehicle deployment management system in Embodiment 2 of the present disclosure.

[0033] Figure 17 is a diagram showing one example of the coefficient setting data in Embodiment 2.

[0034] Figure 18 is a flowchart for explaining the action of the operation management server in Embodiment 2 of the present disclosure.

[0035] Figure 19 is a diagram showing the overall structure of the vehicle deployment management system in Embodiment 3 of the present disclosure.

[0036] Figure 20 is a diagram showing one example of the coefficient setting data in Embodiment 3.

[0037] Figure 21 is a diagram showing one example of the transport object definition data in Embodiment 3.

[0038] Figure 22 is a flowchart for explaining the action of the operation management server in Embodiment 3 of the present disclosure.

[0039] Figure 23is a diagram showing the overall structure of a vehicle deployment management system in Embodiment 4 of the present disclosure.

[0040] Figure 24 is a diagram showing one example of coefficient setting data in the present Embodiment 4.

[0041] Figure 25 is a diagram showing one example of transport object definition data in the present Embodiment 4.

[0042] Figure 26 is a flowchart for explaining the action of the operation management server in Embodiment 4 of the present disclosure. DETAILED DESCRIPTION

[0043] (Recognition underlying the present disclosure)

[0044] In the vehicle-focused transport plan evaluation and the transport object-focused transport plan evaluation, depending on the situation, different results of judgment are sometimes obtained.

[0045] Figure 1 is a diagram showing one example of a transport plan in an on-demand bus service. Figure 1 The horizontal axis of the diagram indicates elapsed time.

[0046] Figure 1 The transport plan A and the transport plan B shown in the diagram show the work of the transport customer cl and the customer c2, and arrange the boarding behavior and the alighting behavior of the customer cl and the customer c2 in time series.

[0047] In the transport plan A, the vehicle that departs from the current location initially boards the customer cl, next alights the customer cl, next boards the customer c2, and finally alights the customer c2. On the other hand, in the transport plan B, the vehicle that departs from the current location initially boards the customer cl, next boards the customer c2, next alights the customer cl, and finally alights the customer c2.

[0048] The running time of the transport plan B from the departure from the current location to the final alighting of the customer c2 is shorter than the running time of the transport plan A from the departure from the current location to the final alighting of the customer c2. On the other hand, the transport time of the transport plan A from the boarding to the alighting of the customer cl is shorter than the transport time of the transport plan B from the boarding to the alighting of the customer cl, and the transport time of the transport plan A from the boarding to the alighting of the customer c2 is shorter than the transport time of the transport plan B from the boarding to the alighting of the customer c2.

[0049] In the transportation plan evaluation focusing on the vehicle, since the running time of the vehicle of the transportation plan B is shorter than that of the transportation plan A, it is judged that the transportation plan B is more preferable than the transportation plan A. However, in the transportation plan evaluation focusing on the transportation object, since the transportation time of the customer cl and the customer c2 riding the vehicle of the transportation plan A is shorter than that of the transportation plan B, it is judged that the transportation plan A is more preferable than the transportation plan B. Further, in the transportation plan evaluation focusing on the transportation object, since the transportation time of the customer cl and the customer c2 riding the vehicle of the transportation plan A is shorter than that of the transportation plan B, it is judged that the transportation plan A is more preferable than the transportation plan B. Further, in the transportation plan evaluation focusing on the transportation object, since the transportation time of the customer cl and the customer c2 riding the vehicle of the transportation plan A is shorter than that of the transportation plan B, it is judged that the transportation plan A is more preferable than the transportation plan B. Further, in the transportation plan evaluation focusing on the transportation object, since the transportation time of the customer cl and the customer c2 riding the vehicle of the transportation plan A is shorter than that of the transportation plan B, it is judged that the transportation plan A is more preferable than the transportation plan B. Figure 1 The same result is obtained for the transportation of goods as for the transportation of customers.

[0050] Figure 2 is a view showing one example of a transportation plan in a multi-station distribution.

[0051] In the transportation plan shown in Figure 2 , the house h1 is a distribution destination of the product X, the house h2 is a distribution destination of the product Y, and the house h3 is a distribution destination of the product Z. The product X and the product Y are stored in the warehouse wl, and the product Y and the product Z are stored in the warehouse w2. Further, the warehouse wl, the warehouse w2, the house h1, the house h2, and the house h3 have a geographical relationship in which they are arranged in a straight line. In the transportation plan shown in Figure 2 , the vehicle visits the warehouse wl, the warehouse w2, the house h1, the house h2, and the house h3 in this order, but it is possible to select from which warehouse the product Y is picked up.

[0052] In the transportation plan evaluation focusing on the vehicle, the running time of the vehicle does not change regardless of from which warehouse the product Y is picked up, and thus the evaluation results are the same. On the other hand, in the transportation plan evaluation focusing on the transportation object, since the warehouse w2 is closer to the distribution destination of the product Y than the warehouse wl, it is judged that the transportation plan in which the product Y is picked up from the warehouse w2 is more preferable than the transportation plan in which the product Y is picked up from the warehouse wl.

[0053] In the case of passenger transportation by a demand bus or the like, during a period from the time when a passenger arrives at a bus stop to the time when a bus arrives at the bus stop, the passenger needs to wait at the bus stop. Reduction of the waiting time of the passenger is also one of the points to be considered in creation of a transportation plan, but has not been considered in the creation of the transportation plan in the past.

[0054] Further, in the case of goods transportation of a logistics service, during a period from when a goods is carried into a warehouse to when it is carried out, the goods is stored in the warehouse. There is a concern that the goods deteriorates during the period when the goods is stored in the warehouse. Further, improvement of the turnover rate of the warehouse contributes to the efficiency of the entire supply chain. Thus, reduction of the storage period of the goods in the warehouse is also one of the points to be considered in creation of a transportation plan, but has not been considered in the creation of the transportation plan in the past.

[0055] To solve the above problems, the following technology is disclosed.

[0056] (1) An information processing method according to an aspect of the present disclosure is an information processing method in a computer, in which a transport request is acquired, the transport request including a start point of start of transport, an end point of end of transport, and a first arrival date and time indicating a date and time of arrival at the start point for each of one or more transport objects, a transport plan for transporting the one or more transport objects is created based on a total of one or more holding costs and one or more transport costs, the one or more holding costs corresponding to a difference between the first arrival date and time and a second arrival date and time indicating a date and time of arrival at the start point for a vehicle transporting the one or more transport objects for each of the one or more transport objects, the one or more transport costs being a transport cost required for transporting from the start point to the end point for each of the one or more transport objects, and the created transport plan is output.

[0057] According to this structure, a transport plan for transporting one or more transport objects is created based on a total of one or more holding costs and one or more transport costs, the one or more holding costs corresponding to a difference between a first arrival date and time indicating a date and time of arrival at a start point for each of the one or more transport objects and a second arrival date and time indicating a date and time of arrival at the start point for a vehicle transporting each of the one or more transport objects, the one or more transport costs being a transport cost required for transporting each of the one or more transport objects from the start point to an end point.

[0058] Therefore, the transport plan is created not only considering a transport cost required for transporting a transport object from a start point to an end point, but also considering a holding cost from arrival of the transport object at the start point to arrival of the vehicle at the start point, and thus it is possible to shorten a holding time from arrival of the transport object at the start point to arrival of the vehicle at the start point.

[0059] (2) In the information processing method according to (1) above, in the creation of the transport plan, the transport plan may be created such that the total of the one or more holding costs and the one or more transport costs becomes the minimum, the one or more holding costs being for each of the one or more transport objects transported by each of the one or more vehicles.

[0060] According to this structure, it is possible to shorten a holding time from arrival of a transport object at a start point to arrival of a vehicle at the start point together with a transport cost required for transporting the transport object from the start point to an end point.

[0061] (3) In the information processing method according to any one of (1) to (2), the transportation plan can be created by arranging the start point and the end point of the one or more transportation objects each transported by the one or more vehicles in a time series for each of the one or more vehicles.

[0062] According to this structure, the transportation plan in which the start point and the end point of the one or more transportation objects each transported by the one or more vehicles are arranged in a time series can be created for each of the one or more vehicles.

[0063] (4) In the information processing method according to any one of (1) to (3), the transportation plan can be created based on a total of one or more running costs required for movement from an initial departure location of the vehicle to the end point, one or more holding costs, and one or more transportation costs for each of the one or more vehicles included in the transportation plan.

[0064] According to this structure, the transportation plan is created based on a total of one or more running costs required for movement from an initial departure location of the vehicle to the end point, one or more holding costs, and one or more transportation costs for each of the one or more vehicles included in the transportation plan.

[0065] Therefore, the transportation plan can be optimized considering the running cost of the vehicle, the holding cost of the transportation object, and the transportation cost of the transportation object.

[0066] (5) In the information processing method according to any one of (1) to (4), in a case where there are a plurality of start point candidates for one transportation object among the one or more transportation objects, the start point candidate in which the total is the smallest among the plurality of start point candidates can be used as the start point of the one transportation object.

[0067] According to this structure, since the start point candidate in which the total of the holding time and the transportation cost is the smallest is selected from among the plurality of start point candidates as the start point of the transportation object, the options of the transportation path can be increased when creating the transportation plan, and a better transportation plan can be created.

[0068] (6) In the information processing method according to any one of (1) to (5), the one or more transport targets can include one or more goods, the start point can include a place of a warehouse that stores the goods, and in the creation of the transport plan, the transport plan can be created so that one of the holding cost and the transport cost is smaller than the other, based on an average storage capacity occupancy rate obtained by dividing a total of current storage capacities of the one or more warehouses that store the one or more goods by a total of maximum storage capacities of the one or more warehouses.

[0069] According to this structure, it is possible to create a transport plan so that the upper limit of the storage capacity of the one or more warehouses as a whole is not exceeded.

[0070] (7) In the information processing method according to (6), in the creation of the transport plan, in a case where the average storage capacity occupancy rate is equal to or greater than a first threshold value, the transport plan can be created so that the holding cost is smaller than the transport cost, and in a case where the average storage capacity occupancy rate is smaller than a second threshold value, the transport plan can be created so that the transport cost is smaller than the holding cost.

[0071] According to this structure, in a case where the average storage capacity occupancy rate of the one or more warehouses is high, the transport plan is created so that the holding cost is smaller than the transport cost, and thus it is possible to reduce the average storage capacity occupancy rate of the one or more warehouses by shortening the holding time, and prevent the goods from being moved in so as to exceed the upper limit of the storage capacity of the one or more warehouses as a whole.

[0072] (8) In the information processing method according to any one of (1) to (5), the one or more transport targets can include one or more passengers, and in the creation of the transport plan, the transport plan can be created so that one of the holding cost and the transport cost is smaller than the other, based on the number of the one or more passengers included in the transport request.

[0073] According to this structure, it is possible to create a transport plan so that the start point is not crowded with the plurality of passengers.

[0074] (9) In the information processing method according to (8), in the creation of the transport plan, in a case where the number of the one or more passengers is equal to or greater than a first threshold value, the transport plan can be created so that the holding cost is smaller than the transport cost, and in a case where the number of the one or more passengers is smaller than a second threshold value, the transport plan can be created so that the transport cost is smaller than the holding cost.

[0075] According to this structure, in a case where the starting point is crowded with a plurality of passengers, the transportation plan is created so that the holding cost is smaller than the transportation cost, and thus by shortening the holding time, it is possible to reduce the passengers waiting at the starting point, and prevent the starting point from being crowded.

[0076] (10) In the information processing method according to any one of (1) to (5) above, the one or more transportation objects can include one or more goods, and in the creation of the transportation plan, the transportation plan can be created so that one of the holding cost and the transportation cost is smaller than the other, based on an average delay period obtained by dividing a total of one or more delay periods from the first arrival date and time of each of the one or more goods to an expiration date of each of the one or more goods by the number of the one or more goods.

[0077] According to this structure, it is possible to create a transportation plan so that the goods are delivered to the destination before the expiration date.

[0078] (11) In the information processing method according to (10) above, in the creation of the transportation plan, in a case where the average delay period is smaller than a first threshold value, the transportation plan can be created so that the holding cost is smaller than the transportation cost, and in a case where the average delay period is equal to or larger than a second threshold value, the transportation plan can be created so that the transportation cost is smaller than the holding cost.

[0079] According to this structure, in a case where the average delay period from the first arrival date and time of the one or more goods to the expiration date is short, the transportation plan is created so that the holding cost is smaller than the transportation cost, and thus by shortening the holding time, it is possible to shorten the period during which the goods are stored in the warehouse that is the starting point, and reliably deliver the goods before the expiration date.

[0080] In addition, the present disclosure can be realized not only as an information processing method that performs the above-described characteristic processing, but also as an information processing device or the like that has a characteristic structure corresponding to the characteristic processing performed by the information processing method. In addition, it can also be realized as a computer program that causes a computer to perform the characteristic processing included in such an information processing method. Therefore, the following other modes can also have the same effect as the above-described information processing method.

[0081] (12) An information processing apparatus according to another aspect of the present disclosure includes: an acquisition unit that acquires a transport request including, for each of one or more transport objects, a start point at which transport is to be started, an end point at which transport is to be ended, and a first arrival date and time indicating a date and time at which the one or more transport objects are to arrive at the start point; a creation unit that creates a transport plan for transporting the one or more transport objects based on a total of one or more holding costs and one or more transport costs, the one or more holding costs corresponding to a difference between the first arrival date and time and a second arrival date and time for each of the one or more transport objects, the second arrival date and time indicating a date and time at which one or more vehicles transporting the transport objects are to arrive at the start point, the one or more transport costs being transport costs required for transporting from the start point to the end point for each of the one or more transport objects; and an output unit that outputs the created transport plan.

[0082] (13) An information processing program according to another aspect of the present disclosure causes a computer to function as: an acquisition unit that acquires a transport request including, for each of one or more transport objects, a start point at which transport is to be started, an end point at which transport is to be ended, and a first arrival date and time indicating a date and time at which the one or more transport objects are to arrive at the start point; a creation unit that creates a transport plan for transporting the one or more transport objects based on a total of one or more holding costs and one or more transport costs, the one or more holding costs corresponding to a difference between the first arrival date and time and a second arrival date and time for each of the one or more transport objects, the second arrival date and time indicating a date and time at which one or more vehicles transporting the transport objects are to arrive at the start point, the one or more transport costs being transport costs required for transporting from the start point to the end point for each of the one or more transport objects; and an output unit that outputs the created transport plan.

[0083] (14) A non-transitory computer-readable recording medium according to another aspect of the present disclosure records an information processing program that causes a computer to function to acquire a transport request including, for each of one or more transport objects, a start point at which transport is to be started, an end point at which transport is to be ended, and a first arrival date and time indicating a date and time at which the one or more transport objects are to arrive at the start point, create a transport plan for transporting the one or more transport objects based on a total of one or more holding costs and one or more transport costs, the one or more holding costs corresponding to a difference between the first arrival date and time and a second arrival date and time for each of the one or more transport objects, the second arrival date and time indicating a date and time at which one or more vehicles transporting the transport objects are to arrive at the start point, the one or more transport costs being transport costs required for transporting from the start point to the end point for each of the one or more transport objects, and output the created transport plan.

[0084] Embodiments of the present disclosure will be described below with reference to the accompanying drawings. Note that the embodiments described below each illustrate a specific example of the present disclosure. Numerical values, shapes, structural elements, steps, orders of steps, and the like shown in the following embodiments are merely examples and are not intended to limit the present disclosure. In addition, structural elements in the following embodiments that are not described in structural elements representing the most general concept of the independent technical means are described as arbitrary structural elements. Furthermore, in all of the embodiments, each of the contents can be combined.

[0085] (Embodiment 1)

[0086] Figure 3 is a diagram illustrating the overall structure of a vehicle deployment management system in Embodiment 1 of the present disclosure.

[0087] Figure 3 The vehicle deployment management system illustrated in FIG. 1 is provided with a transport plan creation server 1, a plurality of client terminals 2, and a running management server 3.

[0088] The client terminal 2 is, for example, a smartphone, a tablet computer, or a personal computer, and is held by a client who commissions a vehicle to transport a transport object. The transport object is a passenger or a cargo. The vehicle is, for example, a bus that transports a plurality of passengers or a truck that transports a plurality of cargos. The client is the passenger himself or a delivery business that delivers the cargo. The client terminal 2 receives an input of the amount of the transport object, a start point at which the transport of the transport object is started, an end point at which the transport of the transport object is ended, and a registration date and time that indicates a date and time at which the transport object arrives at the start point, which are performed by the client. The client terminal 2 transmits individual transport request data including a transport object ID, the amount of the transport object, the start point, the end point, and the registration date and time to the operation management server 3. The basic structures of the plurality of client terminals 2 are each the same.

[0089] The transport object ID is identification information for identifying the transport object. In a case where the transport object is a passenger, the transport object ID is stored in advance in a memory of the client terminal 2. In a case where the transport object is a cargo, the transport object ID is input by the client. In addition, in a case where the transport object is a passenger, the amount of the transport object indicates the number of passengers. In a case where the transport object is a cargo, the amount of the transport object indicates the weight or the volume of the cargo. In addition, in a case where the transport object is a passenger, the start point indicates a bus stop at which the passenger boards the bus, and the end point indicates a bus stop at which the passenger gets off the bus. In a case where the transport object is a cargo, the start point indicates a place of a warehouse into which the cargo is loaded, and the end point indicates a delivery destination to which the cargo is delivered.

[0090] In the present embodiment 1, the operation route of the vehicle and the parking places (bus stops, places of warehouses, or delivery destinations) are decided in advance. The passenger or the delivery business selects the start point and the end point from among a plurality of parking places that are set in advance on the operation route. In addition, the passenger or the delivery business inputs a date and time at which the passenger or the cargo arrives at the start point as the registration date and time.

[0091] Further, in the present embodiment 1, the start point and the end point of the transport object are the parking places (bus stops) that are decided in advance, but the present disclosure is not particularly limited thereto, and the start point and the end point can be arbitrary places that are designated by the passenger or the delivery business. In this case, the passenger or the delivery business can input the start point and the end point on a map that is displayed on the client terminal 2, or can input an address or a facility name or the like as the start point and the end point in the client terminal 2.

[0092] The operation management server 3 is a server operated by an operation company of one or more vehicles, and manages the operation of the one or more vehicles. The operation management server 3 has a separate transport request receiving section 31, a transport request sending section 32, a transport plan receiving section 33, a setting data storage section 36, and a transport request creating section 37. The operation management server 3 is communicably connected to the plurality of client terminals 2 via a network. The network is, for example, the Internet.

[0093] The separate transport request receiving section 31, the transport request sending section 32, and the transport plan receiving section 33 are realized by a communication module.

[0094] The separate transport request receiving section 31 receives the separate transport request data sent by the plurality of client terminals 2 respectively. The separate transport request receiving section 31 stores the received separate transport request data in a not-illustrated memory.

[0095] The setting data storage section 36 stores, in advance, vehicle definition data in which one or more vehicle IDs for identifying the one or more vehicles, upper limits of the load amounts of the respective vehicles, and waiting sites of the respective vehicles are associated.

[0096] Figure 4 is a diagram showing one example of the vehicle definition data in Embodiment 1.

[0097] The vehicle definition data is data indicating one or more vehicle IDs for identifying the one or more vehicles, upper limits of the load amounts of the respective vehicles, and waiting sites of the respective vehicles. As shown in Figure 4 In Embodiment 1, the vehicle definition data includes the vehicle IDs of the three vehicles of the first vehicle vl, the second vehicle v2, and the third vehicle v3.

[0098] In addition, in the case where the transport object is a passenger, the upper limit of the load amount indicates the number of seats of the vehicle, and in the case where the transport object is a cargo, the upper limit of the load amount indicates the maximum weight or the maximum volume of the cargo that can be loaded in the vehicle. Figure 4 The upper limit of the load amount shown indicates the maximum weight of the cargo that can be loaded in the vehicle, and is indicated as 8.0 kg for the upper limit of the load amount of the first vehicle vl, 6.0 kg for the upper limit of the load amount of the second vehicle v2, and 8.0 kg for the upper limit of the load amount of the third vehicle v3. The waiting site indicates a place where each vehicle waits. Each vehicle initially departs from the waiting site and moves toward the starting point and the ending point of each transport object. The first vehicle vl, the second vehicle v2, and the third vehicle v3 are associated with the first waiting site s01, the second waiting site s02, and the third waiting site s03. The first waiting site s01, the second waiting site s02, and the third waiting site s03 can be the same place or different places.

[0099] The transport request creation section 37 acquires the vehicle definition data from the setting data storage section 36. In addition, the transport request creation section 37 creates the transport object definition data that corresponds to the transport object ID for identifying each of the one or more transport objects, the load amount of each of the one or more transport objects, the start point of the start of transport of each of the one or more transport objects, the end point of the end of transport of each of the one or more transport objects, and the registration date and time (the 1st arrival date and time) indicating the date and time of arrival of each of the one or more transport objects at the start point, based on the one or more individual transport request data received by the individual transport request reception section 31. The transport request creation section 37 creates the transport object definition data that aggregates the one or more individual transport request data received by the individual transport request reception section 31 into one. In addition, the transport request creation section 37 creates the transport request data including the vehicle definition data and the transport object definition data.

[0100] Figure 5 FIG. 1 is a diagram showing one example of the transport object definition data in Embodiment 1.

[0101] The transport object definition data is data indicating the transport object ID for identifying each of the one or more transport objects, the load amount of each of the one or more transport objects, the start point of the start of transport of each of the one or more transport objects, the end point of the end of transport of each of the one or more transport objects, and the registration date and time (the 1st arrival date and time) indicating the date and time of arrival of each of the one or more transport objects at the start point. As shown in FIG. 1, in Embodiment 1, the transport object definition data includes the three transport object IDs of the 1st transport object r1, the 2nd transport object r2, and the 3rd transport object r3. Figure 5

[0102] In addition, in the case where the transport object is a passenger, the load amount indicates the number of passengers who ride the vehicle, and in the case where the transport object is a cargo, the load amount indicates the weight or the volume of the cargo loaded into the vehicle. In addition, in the case where the transport object is a passenger, the start point indicates a bus stop at which the passenger rides the vehicle, and in the case where the transport object is a cargo, the start point indicates a warehouse at which the cargo is loaded into the vehicle. In addition, in the case where the transport object is a passenger, the end point indicates a bus stop at which the passenger gets off the vehicle, and in the case where the transport object is a cargo, the end point indicates a delivery destination at which the cargo is unloaded from the vehicle. Furthermore, the waiting point, the start point, and the end point are indicated by the name, the address, the coordinates on a map, or the latitude and the longitude of the bus stop.

[0103] In addition, in the case where the transport object is a passenger, the registration date and time indicates the date and time at which the passenger arrives at the bus stop as the start point, and in the case where the transport object is a cargo, the registration date and time indicates the date and time at which the cargo is moved into the warehouse as the start point.

[0104] ​In addition, in the multi-depot distribution, the same goods are stored in a plurality of depots. For example, the 3rd transport object r3 exists at 2 origins s3s1, s3s2. The registration date and time when the 3rd transport object r3 is carried into the origin s3s1 is 23:00 on February 28, 2023, and the registration date and time when the 3rd transport object r3 is carried into the origin s3s2 is 20:00 on February 28, 2023.

[0105] The transport request transmitting section 32 transmits, to the transport plan creating server 1, transport request data including, for each of one or more transport objects, a start point of a start of transport, an end point of an end of transport, and a registration date and time (a 1st arrival date and time) indicating a date and time of arrival of the transport object at the start point. More specifically, the transport request transmitting section 32 transmits, to the transport plan creating server 1, the transport request data including the vehicle definition data and the transport object definition data created by the transport request creating section 37. The transport request transmitting section 32 periodically transmits the transport request data to the transport plan creating server 1. For example, the transport request transmitting section 32 can transmit, to the transport plan creating server 1, transport request data in which a plurality of individual transport request data for one day are aggregated into one, at a time when it becomes 0:00 AM.

[0106] The transport plan receiving section 33 receives, from the transport plan creating server 1, a transport plan in which the start points and the end points of the one or more transport objects are arranged in a time series for each of the one or more vehicles.

[0107] The transport plan creating server 1 creates a transport plan for transporting the one or more transport objects by the one or more vehicles. The transport plan creating server 1 is communicably connected to the operation management server 3 via a network. The network is, for example, the Internet.

[0108] Further, the transport plan creating server 1 is a general-purpose device that accepts a transport request from a client and outputs an optimal transport plan. The transport plan creating server 1 can be used for any purpose of transport of passengers and distribution of goods. In addition, the assumed use case of the passenger transport of the present embodiment 1 is not real-time creation in which new customers are added to an ongoing transport plan at any time, but batch creation in which a transport plan is created on the basis of reservations received before operation. In addition, the transport start date and time is fixed to 6:00 AM on the same day. All of the transport objects included in the transport request arrive before the transport start date and time. That is, the registration date and time of each transport object precedes the transport start date and time. Time-related restrictions such as business hours of vehicles in the distribution of goods and the transport of passengers are not handled. In addition, time required for loading and unloading of goods in the distribution of goods and time required for boarding and alighting of passengers in the transport of passengers are not taken into account. That is, these required times are set to 0 hours.

[0109] The transport plan creation server 1 has a setting data storage section 11, a transport plan creation section 12, a transport request reception section 13, and a transport plan transmission section 14.

[0110] The transport plan creation section 12 is implemented by a processor. The processor is constituted by, for example, a central processing unit (CPU) or the like.

[0111] The setting data storage section 11 is implemented by a memory. The memory is constituted by, for example, a read only memory (ROM) or an electrically erasable programmable read only memory (EEPROM) or the like.

[0112] The transport request reception section 13 and the transport plan transmission section 14 are implemented by a communication module.

[0113] The setting data storage section 11 stores, in advance, point-to-point time table data and point-to-point distance table data.

[0114] Figure 6 Fig. 2 is a diagram showing one example of the point-to-point time table data in Embodiment 1.

[0115] The point-to-point time table data is data indicating a time taken for movement between points (scheduled movement time). A point indicates a waiting station of a vehicle, a start point and an end point of a transport object, for example, a place of a waiting station, a bus stop, a warehouse, or a delivery destination. In the point-to-point time table data, the vertical axis indicates points sl, s2, s3, s4 of a movement start location, and the horizontal axis indicates points sl, s2, s3, s4 of a movement destination. The unit is, for example, minutes. The point-to-point time table data is not a symmetric matrix due to the existence of one-way traffic or a difference in traffic volume, or the like. The point-to-point time table data in Embodiment 1 uses a fixed value regardless of a time period or a season, or the like, but different values can be used for each time period or each season.

[0116] Figure 7 Fig. 3 is a diagram showing one example of the point-to-point distance table data in Embodiment 1.

[0117] The point-to-point distance table data is data indicating a distance of a movement path between points. In the point-to-point distance table data, the vertical axis indicates points sl, s2, s3, s4 of a movement start location, and the horizontal axis indicates points sl, s2, s3, s4 of a movement destination. The unit is, for example, kilometers. The point-to-point distance table data is not a symmetric matrix due to the existence of one-way traffic, or the like. The point-to-point distance table data in Embodiment 1 uses a fixed value regardless of a time period or a season, or the like, but different values can be used for each time period or each season.

[0118] The transport request receiving section 13 acquires transport request data including a start point of transport for each of the one or more transport objects, an end point of transport for each of the one or more transport objects, and a registration date and time (a first arrival date and time) indicating a date and time at which each of the one or more transport objects arrives at the start point. The transport request receiving section 13 receives the transport request data transmitted by the operation management server 3.

[0119] Specifically, the transport request data includes vehicle definition data and transport object definition data.

[0120] The transport plan creating section 12 creates a transport plan for transporting the one or more transport objects based on a total of one or more holding costs and one or more transport costs, the one or more holding costs corresponding to a difference between the registration date and time (the first arrival date and time) and a pickup date and time (a second arrival date and time) for each of the one or more transport objects, the pickup date and time indicating a date and time at which the one or more vehicles that transport the transport objects arrive at the start point, the one or more transport costs being transport costs required for transporting from the start point to the end point for each of the one or more transport objects. The transport cost in Embodiment 1 is a transport time, but the present disclosure is not particularly limited thereto, and can be a transport distance. In addition, the holding cost in Embodiment 1 is a holding time.

[0121] The transport plan creating section 12 creates a transport plan that specifies the one or more transport objects transported by each of the one or more vehicles so that a total of the one or more holding costs and the one or more transport costs is minimized. The transport plan is created by arranging the start points and the end points of the one or more transport objects transported by each of the one or more vehicles in a time series for each of the one or more vehicles.

[0122] The transport plan includes individual transport plans for each of the one or more vehicles. The individual transport plan indicates an order of transport in which the pickup place (the start point) and the drop-off place (the end point) of the one or more transport objects assigned to an individual vehicle are arranged in a time series. The individual transport plan includes a pickup date and time and a drop-off date and time (a start point arrival date and time and an end point arrival date and time of each vehicle) of each transport object. The beginning of the individual transport plan is a waiting site of each vehicle. The waiting site is a departure place of the vehicle. In addition, the transport plan indicates a collection of the individual transport plans.

[0123] Further, the transportation plan creating section 12 creates the transportation plan based on a total of one or more operation costs, one or more holding costs, and one or more transportation costs required for movement from an initial departure location (waiting site) of each of one or more vehicles included in the transportation plan to a final destination. Further, the operation cost is an operation time, but the present disclosure is not particularly limited thereto, and can be an operation distance. The transportation plan creating section 12 creates the transportation plan so that the total of the one or more operation costs, the one or more holding costs, and the one or more transportation costs is minimized.

[0124] Further, the transportation plan creating section 12 uses, as a departure point of one transportation object, a departure point candidate that is the smallest in total among a plurality of departure point candidates in a case where there are a plurality of departure point candidates for one transportation object among one or more transportation objects.

[0125] The transportation plan creating section 12 includes an initial solution creating section 121, an improved solution creating section 122, and an evaluation section 123.

[0126] The initial solution creating section 121 allocates one or more transportation objects included in the transportation request data to a vehicle of a highest column in the vehicle definition data until a loading capacity upper limit is reached. If the vehicle of the highest column reaches the loading capacity upper limit, the initial solution creating section 121 allocates remaining transportation objects to a vehicle of a next column in the vehicle definition data. The initial solution creating section 121 allocates the transportation objects to the vehicles until the transportation objects in the transportation request data disappear or the vehicles in the vehicle definition data disappear. The initial solution creating section 121 creates a transportation plan in which the transportation objects allocated to each vehicle are picked up and dropped off in the order of allocation as an initial solution.

[0127] Specifically, the initial solution creating section 121 acquires the vehicle definition data and the transportation object definition data included in the transportation request data received by the transportation request receiving section 13. The initial solution creating section 121 creates an initial solution of the transportation plan based on the acquired vehicle definition data and the transportation object definition data.

[0128] The improved solution creating section 122 improves the initial solution of the transport plan according to a process derived from a ruin and recreate method, which is one of the distribution plan quasi-optimization algorithms. Regarding the ruin and recreate method, for example, it is disclosed in a prior document (Gerhard Schrimpf, Johannes Schneider, Hermann Stamm-Wilbrandt, and Gunter Dueck, "Record Breaking Optimization Results Using the Ruin and Recreate Principle", Journal of Computational Physics 159, 2000, 139-171).

[0129] Specifically, the improved solution creating section 122 acquires the initial solution of the transport plan created by the initial solution creating section 121. The improved solution creating section 122 outputs the acquired initial solution of the transport plan to the evaluation section 123, and acquires the evaluation value of the initial solution from the evaluation section 123.

[0130] The improved solution creating section 122 stores the acquired initial solution of the transport plan and the evaluation value of the initial solution in the memory as the current solution of the transport plan and the evaluation value of the current solution. The improved solution creating section 122 creates a hypothetical solution of the transport plan and the evaluation value of the hypothetical solution by copying the current solution of the transport plan and the evaluation value of the current solution. The improved solution creating section 122 extracts the origins and the destinations of a given number of transport object groups from the hypothetical solution of the transport plan, and creates a first hypothetical solution candidate group in which origins and destinations of the extracted transport object groups are inserted into a plurality of sites of the hypothetical solution.

[0131] The improved solution creating section 122 outputs the first hypothetical solution candidate group to the evaluation section 123, and acquires the evaluation value of each of the first hypothetical solution candidates from the evaluation section 123. The improved solution creating section 122 stores the first hypothetical solution candidate with the smallest evaluation value and the evaluation value of the first hypothetical solution candidate in the memory as the hypothetical solution of the transport plan and the evaluation value of the hypothetical solution.

[0132] The improved solution creating section 122 lists the transport objects having a plurality of origins from the hypothetical solution of the transport plan. The improved solution creating section 122 enumerates combinations of origins of each of the listed transport objects as origin candidate groups. The improved solution creating section 122 creates a second hypothetical solution candidate group in which each of the origin candidate groups included in the origin candidate groups is inserted into the hypothetical solution.

[0133] The improved solution creating section 122 outputs the second assumed solution candidate group to the evaluation section 123, and acquires the evaluation value of each of the second assumed solution candidates from the evaluation section 123. The improved solution creating section 122 stores the second assumed solution candidate with the smallest evaluation value and the evaluation value of the second assumed solution candidate as the assumed solution of the transportation plan and the evaluation value of the assumed solution in the memory. The improved solution creating section 122 replaces the current solution of the transportation plan and the evaluation value of the current solution, the assumed solution of the transportation plan and the evaluation value of the assumed solution, in the case where the evaluation value of the assumed solution is smaller than the evaluation value of the current solution.

[0134] The improved solution creating section 122 repeatedly performs the creation of the assumed solution of the transportation plan and the update of the current solution for a given number of times, thereby creating the optimal solution of the transportation plan. The improved solution creating section 122 outputs the current solution of the transportation plan after repeatedly performing the creation of the assumed solution of the transportation plan and the update of the current solution for the given number of times.

[0135] The evaluation section 123 acquires the initial solution of the transportation plan, the first assumed solution candidate, or the second assumed solution candidate from the improved solution creating section 122. The evaluation section 123 calculates the total value of the holding times of all of the plurality of transportation objects in the initial solution of the transportation plan, the first assumed solution candidate, or the second assumed solution candidate. More specifically, the evaluation section 123 calculates the total value of the holding times RTT based on the following mathematical expression (1).

[0136] RTT =∑r∈R RT(r) (1)

[0137] In the above mathematical expression (1), RT(r) is the time obtained by subtracting the registration date and time of the transportation object r from the pickup date and time of the transportation object r, and R represents the set of the transportation objects r included in the solution of the transportation plan. Further, in the case where the transportation object has a plurality of starting points, the evaluation section 123 uses the registration date and time corresponding to the starting point selected within the transportation plan.

[0138] In addition, the evaluation section 123 calculates the total value of the transportation times of all of the plurality of transportation objects in the initial solution of the transportation plan, the first assumed solution candidate, or the second assumed solution candidate. More specifically, the evaluation section 123 calculates the total value of the transportation times TTT based on the following mathematical expression (2).

[0139] TTT =∑r∈R TT(r) (2)

[0140] In the above mathematical expression (2), TT(r) is the time obtained by subtracting the pickup date and time of the transportation object r from the drop-off date and time of the transportation object r, and R represents the set of the transportation objects r included in the solution of the transportation plan.

[0141] The evaluation section 123 calculates a total value RTT of the holding times of all of the transport objects included in the solution of the transport plan, and a total of a total value TTT of the transport times of all of the transport objects included in the solution of the transport plan, i.e., a first index value. More specifically, the evaluation section 123 calculates the first index value Fl based on the following mathematical expression (3).

[0142] Fl = β * TTT + γ * RTT (3)

[0143] In the above mathematical expression (3), TTT denotes the total value of the transport times of all of the transport objects included in the solution of the transport plan, RTT denotes the total value of the holding times of all of the transport objects included in the solution of the transport plan, the coefficient β and the coefficient γ are given values, and are real numbers of 0 or more.

[0144] In addition, the evaluation section 123 calculates a total value of the running times of all of the vehicles in the initial solution, the first assumed solution candidate, or the second assumed solution candidate of the transport plan. More specifically, the evaluation section 123 calculates the total value of the running times as a second index value F2 based on the following mathematical expression (4).

[0145] F2 =∑v∈V OT(v) (4)

[0146] In the above mathematical expression (4), OT(v) is a time obtained by subtracting a departure date time of a departure place (waiting site) of a vehicle v from a drop-off date time of a last destination of the vehicle v, and V denotes a set of the vehicles v included in the solution of the transport plan.

[0147] In addition, the evaluation section 123 calculates an evaluation value obtained by totaling the first index value Fl and the second index value F2. More specifically, the evaluation section 123 calculates the evaluation value based on the following mathematical expression (5).

[0148] Evaluation value = Fl + α * F2 (5)

[0149] In the above mathematical expression (5), the coefficient α is a given value, and is a real number of 0 or more.

[0150] The transport plan having the smallest evaluation value is the best transport plan. The improved solution creation section 122 creates the transport plan in which the evaluation value becomes the smallest.

[0151] By using the coefficients a, b, and g, it is possible to create a transport plan in accordance with which of the running time of the vehicle, the transport time of the transport object, and the holding time of the transport object is emphasized. The coefficient a is a weight value that gives an influence to the running time, the coefficient b is a weight value that gives an influence to the transport time, and the coefficient g is a weight value that gives an influence to the holding time. In a case in which the reduction of the running time is emphasized, it is only necessary to make the coefficient a larger than the other coefficients. In addition, in a case in which the reduction of the transport time is emphasized, it is only necessary to make the coefficient b larger than the other coefficients. In addition, in a case in which the reduction of the holding time is emphasized, it is only necessary to make the coefficient g larger than the other coefficients. As a specific example, in a case in which a bus stop is crowded in the transport of passengers, or in a case in which the occupancy rate of the storage capacity of a warehouse is pressing in the transport of goods, it is possible to reduce the degree of crowding of the bus stop or the degree of pressing of the occupancy rate of the storage capacity by increasing the coefficient g to shorten the holding period.

[0152] The evaluation section 123 outputs the evaluation value of the initial solution of the transport plan, the first assumed solution candidate, or the second assumed solution candidate to the improved solution creation section 122.

[0153] The transport plan transmission section 14 outputs the transport plan created by the transport plan creation section 12. The transport plan transmission section 14 transmits the transport plan to the operation management server 3.

[0154] Figure 8 FIG. 1 is a diagram illustrating one example of a transport plan in Embodiment 1.

[0155] In the individual transport plan of the vehicle vl, the second transport object r2 is picked up at the start point s2s at 6:15 on March 1, 2023, and is dropped off at the end point s2e at 6:30 on March 1, 2023. In addition, in the individual transport plan of the vehicle v2, the first transport object rl is picked up at the start point sls at 6:30 on March 1, 2023, the third transport object r3 is picked up at the start point s3s at 6:45 on March 1, 2023, the first transport object rl is dropped off at the end point sl e at 7:00 on March 1, 2023, and the third transport object r3 is dropped off at the end point s3e at 7:15 on March 1, 2023.

[0156] Further, the operation management server 3, upon receiving the transport plan, can also transmit journey information indicating a journey of a transport object assigned in the transport plan from pickup to drop-off to the customer terminal 2. The journey information includes a date and time at which the vehicle arrives at the starting point and a date and time at which the vehicle arrives at the ending point. In addition, the operation management server 3, upon receiving the transport plan, can also notify a driver of a vehicle corresponding to a separate transport plan included in the transport plan of the separate transport plan.

[0157] Figure 9 is a first flowchart for explaining the action of the transport plan creation section 12 of the transport plan creation server 1 in Embodiment 1 of the present disclosure, Figure 10 is a second flowchart for explaining the action of the transport plan creation section 12 of the transport plan creation server 1 in Embodiment 1 of the present disclosure, Figure 11 is a third flowchart for explaining the action of the transport plan creation section 12 of the transport plan creation server 1 in Embodiment 1 of the present disclosure, Figure 12 is a fourth flowchart for explaining the action of the transport plan creation section 12 of the transport plan creation server 1 in Embodiment 1 of the present disclosure. Further, the action illustrated in Figures 9-12 is performed every time the transport request data is received by the transport request reception section 13.

[0158] First, in step S21, the initial solution creation section 121 acquires data of one vehicle from vehicle definition data included in the transport request data received by the transport request reception section 13. The initial solution creation section 121 acquires a vehicle ID, a loading capacity upper limit, and a waiting site of one vehicle from the vehicle definition data.

[0159] Next, in step S22, the initial solution creation section 121 determines whether data of one vehicle is acquired from the vehicle definition data. Here, in a case where it is determined that data of one vehicle is not acquired from the vehicle definition data (NO in step S22), the process proceeds to step S28.

[0160] On the other hand, in a case where it is determined that data of one vehicle is acquired from the vehicle definition data (YES in step S22), in step S23, the initial solution creation section 121 acquires data of one transport object from transport object definition data included in the transport request data received by the transport request reception section 13. The initial solution creation section 121 acquires a transport object ID, a loading capacity, a starting point, an ending point, and a registration date and time of one transport object from the transport object definition data.

[0161] Next, in step S24, the initial solution creation part 121 determines whether the total load amount exceeds the load amount upper limit of one vehicle in a case where one transport object is added to one vehicle. Further, the initial solution creation part 121 calculates the total load amount obtained by adding the load amount of the transport object already assigned to one vehicle to the load amount of the new one transport object, and determines whether the total load amount exceeds the load amount upper limit of one vehicle.

[0162] Here, in a case where it is determined that the total load amount exceeds the load amount upper limit of one vehicle (Yes in step S24), the process returns to step S21. Also, the initial solution creation part 121 acquires the data of another one vehicle, which has not been acquired, from the vehicle definition data.

[0163] On the other hand, in a case where it is determined that the total load amount does not exceed the load amount upper limit of one vehicle (No in step S24), in step S25, the initial solution creation part 121 inserts the start point and the end point of one transport object at the end of the individual transport plan of one vehicle. Further, in a case where one transport object has been established in correspondence with a plurality of start points, the initial solution creation part 121 selects any start point (for example, the start point at the head) among the plurality of start points.

[0164] Next, in step S26, the initial solution creation part 121 calculates the pickup date and time and the drop-off date and time of each transport object (the start point arrival date and time and the end point arrival date and time of each vehicle) based on the point-to-point schedule data. The movement time of each point-to-point is determined in advance in the point-to-point schedule data. Therefore, the initial solution creation part 121 can calculate the pickup date and time and the drop-off date and time of each transport object (the start point arrival date and time and the end point arrival date and time of each vehicle) by adding the departure date and time of the waiting site to the movement time of each point-to-point.

[0165] Next, in step S27, the initial solution creation part 121 determines whether the data of all the transport objects has been acquired from the transport object definition data. Here, in a case where it is determined that the data of all the transport objects has not been acquired from the transport object definition data (No in step S27), the process returns to step S23. Also, the initial solution creation part 121 acquires the data of another one transport object, which has not been acquired, from the transport object definition data.

[0166] On the other hand, in a case where it is determined that the data of all the transport objects has been acquired from the transport object definition data (Yes in step S27), in step S28, the initial solution creation part 121 stores the set of the individual transport plans of each vehicle as the initial solution of the transport plan in the memory.

[0167] Figure 13is a schematic diagram for explaining a process of creating an initial solution of a transport plan by the initial solution creation section 121 in this Embodiment 1.

[0168] The initial solution creation section 121 determines one vehicle from the vehicle definition data. Also, the initial solution creation section 121 assigns each transport object of the transport object definition data to the determined one vehicle. At this time, the initial solution creation section 121 assigns one or more transport objects included in the transport object definition data to the vehicle at the top column within the vehicle definition data until the total loading amount of the vehicle reaches the loading amount upper limit. When the total loading amount of the vehicle reaches the loading amount upper limit, the initial solution creation section 121 assigns the remaining transport objects to the vehicle at the next column within the vehicle definition data until the total loading amount of the vehicle reaches the loading amount upper limit.

[0169] The initial solution of the transport plan picks up and drops off the assigned transport objects in the order of assignment. In Figure 13 , a separate transport plan that assigns the transport object r1 and the transport object r2 to the first vehicle v1 and a separate transport plan that assigns the transport object r3 to the second vehicle v2 are created.

[0170] The separate transport plan of the first vehicle v1 and the separate transport plan of the second vehicle v2 are stored as the initial solution of the transport plan. Thereby, the initial solution of the transport plan including the separate transport plans of the first vehicle v1 and the second vehicle v2 is created.

[0171] Returning to Figure 10 , next, in step S29, the improved solution creation section 122 acquires the initial solution of the transport plan created by the initial solution creation section 121 from the storage.

[0172] Next, in step S30, the improved solution creation section 122 outputs the acquired initial solution of the transport plan to the evaluation section 123.

[0173] Next, in step S31, the evaluation section 123 performs a solution evaluation process of calculating the evaluation value of the initial solution of the transport plan created by the initial solution creation section 121. Further, the solution evaluation process will be described later.

[0174] Next, in step S32, the improved solution creation section 122 acquires the evaluation value of the initial solution of the transport plan from the evaluation section 123.

[0175] Next, in step S33, the improved solution creation section 122 stores the initial solution of the transport plan created by the initial solution creation section 121 and the evaluation value of the initial solution as the current solution of the transport plan and the evaluation value of the current solution in the storage.

[0176] Next, in step S34, the improved solution creating section 122 initializes the count value of the number of times of processing. That is, the improved solution creating section 122 sets the count value of the number of times of processing to 0.

[0177] Next, in step S35, the improved solution creating section 122 creates a hypothetical solution of the transportation plan obtained by copying the current solution of the transportation plan stored in the memory and the evaluation value of the current solution, and the evaluation value of the hypothetical solution.

[0178] Next, in step S36, the improved solution creating section 122 extracts the origins and the destinations of a given number of groups of transportation objects from the hypothetical solution of the transportation plan. The improved solution creating section 122 randomly decides the origins and the destinations of the extracted groups of transportation objects.

[0179] Next, in step S37, the improved solution creating section 122 acquires the origin and the destination of one transportation object from the extracted origins and the destinations of the groups of transportation objects.

[0180] Next, in step S38, the improved solution creating section 122 lists a plurality of sites of pairs of the origins and the destinations of one transportation object inserted into the hypothetical solution of the transportation plan as insertion site pairs. In addition, the insertion site pairs need to satisfy the conditions that the insertion site of the origin and the destination belong to the same vehicle and the insertion site of the destination is prior to the insertion site of the origin in the transportation plan, and the condition that the result after the insertion of the origin and the destination is not more than the upper limit of the loading capacity of the vehicle.

[0181] Next, in step S39, the improved solution creating section 122 creates a first hypothetical solution candidate group obtained by inserting the insertion site pair group into the hypothetical solution of the transportation plan, respectively.

[0182] Next, in step S40, the improved solution creating section 122 outputs one of the first hypothetical solution candidates of the transportation plan to the evaluation section 123.

[0183] Next, in step S41, the evaluation section 123 performs a solution evaluation process of calculating the evaluation value of the first hypothetical solution candidate of the transportation plan created by the improved solution creating section 122. In addition, the solution evaluation process will be described later.

[0184] Next, in step S42, the improved solution creating section 122 acquires the evaluation value of the first hypothetical solution candidate of the transportation plan from the evaluation section 123.

[0185] Next, in step S43, the improved solution creating section 122 determines whether the evaluation values of all of the first assumed solution candidates of the transport plan are acquired. In this case, in the case where it is determined that the evaluation values of all of the first assumed solution candidates of the transport plan are not acquired (NO in step S43), the process returns to step S40. Also, the improved solution creating section 122 outputs another first assumed solution candidate of the first assumed solution candidates of the transport plan for which the evaluation value is not acquired to the evaluation section 123.

[0186] On the other hand, in the case where it is determined that the evaluation values of all of the first assumed solution candidates of the transport plan are acquired (YES in step S43), in step S44, the improved solution creating section 122 stores the first assumed solution candidate having the smallest evaluation value and the evaluation value of the first assumed solution candidate as the assumed solution of the transport plan and the evaluation value of the assumed solution in the memory.

[0187] Next, in step S45, the improved solution creating section 122 determines whether the start points and the end points of all of the extracted transport object groups are acquired. In this case, in the case where it is determined that the start points and the end points of all of the transport object groups are not acquired (NO in step S45), the process returns to step S37. Also, the improved solution creating section 122 acquires the start point and the end point of another transport object for which the start point and the end point are not acquired from the start points and the end points of the extracted transport object groups.

[0188] On the other hand, in the case where it is determined that the start points and the end points of all of the transport object groups are acquired (YES in step S45), in step S46, the improved solution creating section 122 lists the transport objects having a plurality of start points from the assumed solution of the transport plan. The improved solution creating section 122 lists the transport object groups having a plurality of start points within the transport object definition data from one or more transport objects included in the assumed solution of the transport plan. Further, in the case where there is no transport object having a plurality of start points in the assumed solution of the transport plan, the process shifts to step S54.

[0189] Next, in step S47, the improved solution creating section 122 enumerates combinations of the start points of the respective transport objects included in the transport object groups as the start point candidate groups. For example, in the case where there are two transport objects having two start points and one transport object having three start points in the assumed solution of the transport plan, the number of the start point candidate groups is 12 (= 2*2*3).

[0190] Next, in step S48, the improved solution creating section 122 creates a second assumed solution candidate group in which the start point candidate groups are respectively inserted into the assumed solution of the transport plan. At this time, the improved solution creating section 122 uses the registration date and time corresponding to the start points included in the start point candidate groups.

[0191] Next, in step S49, the improved solution creating section 122 outputs one of the second assumption solution candidates of the transportation plan among the second assumption solution candidate group to the evaluation section 123.

[0192] Next, in step S50, the evaluation section 123 performs a solution evaluation process of calculating the evaluation value of the second assumption solution candidate of the transportation plan created by the improved solution creating section 122. Further, regarding the solution evaluation process, it will be described later.

[0193] Next, in step S51, the improved solution creating section 122 acquires the evaluation value of the second assumption solution candidate of the transportation plan from the evaluation section 123.

[0194] Next, in step S52, the improved solution creating section 122 determines whether the evaluation values of all of the second assumption solution candidate group of the transportation plan are acquired. Here, in a case where it is determined that the evaluation values of all of the second assumption solution candidate group of the transportation plan are not acquired (NO in step S52), the process returns to step S49. Also, the improved solution creating section 122 outputs another second assumption solution candidate of the second assumption solution candidate group of the transportation plan, for which the evaluation value has not been acquired, to the evaluation section 123.

[0195] On the other hand, in a case where it is determined that the evaluation values of all of the second assumption solution candidate group of the transportation plan are acquired (YES in step S52), in step S53, the improved solution creating section 122 stores the second assumption solution candidate having the smallest evaluation value and the evaluation value of the second assumption solution candidate as the assumption solution of the transportation plan and the evaluation value of the assumption solution in the memory.

[0196] Next, in step S54, the improved solution creating section 122 determines whether the evaluation value of the assumption solution is smaller than the evaluation value of the current solution. Here, in a case where it is determined that the evaluation value of the assumption solution is the evaluation value of the current solution or more (NO in step S54), the process shifts to step S56.

[0197] On the other hand, in a case where it is determined that the evaluation value of the assumption solution is smaller than the evaluation value of the current solution (YES in step S54), in step S55, the improved solution creating section 122 replaces the current solution of the transportation plan and the evaluation value of the current solution stored in the memory with the assumption solution of the transportation plan and the evaluation value of the assumption solution.

[0198] Next, in step S56, the improved solution creating section 122 determines whether the count value of the number of times of processing is the given number of times. Here, in a case where it is determined that the count value of the number of times of processing is not the given number of times (NO in step S56), in step S57, the improved solution creating section 122 increments the count value of the number of times of processing. After the process of step S57 is performed, the process returns to step S35.

[0199] On the other hand, if the count value of the number of processing times is determined to be a given number (yes in step S56), in step S58, the improved solution creation unit 122 outputs the current solution of the transportation plan to the transportation plan sending unit 14.

[0200] Figure 14 This is a schematic diagram illustrating the process of creating a hypothetical solution for a transportation plan by the improved solution creation unit 122 in Embodiment 1.

[0201] The solution creation unit 122 randomly determines the starting point and ending point of a given number of transport object groups extracted from the hypothetical solution of the transport plan.

[0202] exist Figure 14 In the process, the origin and destination of transport object r1 are extracted from the individual transport plan of vehicle v1, and the origin and destination of transport object r3 are extracted from the individual transport plan of vehicle v2.

[0203] Finally, the improved solution creation unit 122 extracts the start and end points of the transport object group and inserts them into the insertion point pair with the lowest evaluation value. Figure 14 In the process, the start and end points of transport object r1 are inserted into the separate transport plan of vehicle v2, and then the start and end points of transport object r3 are inserted into the separate transport plan of vehicle v2. Thus, the solution creation unit 122 creates a hypothetical solution for the transport plan with the minimum evaluation value.

[0204] Next, regarding Figure 10 Step S31 Figure 11 Step S41 and Figure 12 The detailed process of solution evaluation in step S50 will be explained.

[0205] Figure 15 This is a flowchart illustrating the solution evaluation process of the transportation plan creation server 1 in Embodiment 1.

[0206] First, in step S61, the evaluation unit 123 obtains the initial solution of the transportation plan created by the initial solution creation unit 121, the first hypothetical solution candidate of the transportation plan created by the improved solution creation unit 122, or the second hypothetical solution candidate of the transportation plan created by the improved solution creation unit 122. Figure 10 In the solution evaluation process of step S31, the evaluation unit 123 obtains the initial solution of the transportation plan created by the initial solution creation unit 121. Additionally, in Figure 11 In the solution evaluation process of step S41, the evaluation unit 123 obtains the first hypothetical solution candidate for the transportation plan created by the improved solution creation unit 122. Additionally, in Figure 12In the evaluation process of Step S50, the evaluation section 123 acquires the second assumed solution candidate of the transport plan created by the improved solution creation section 122.

[0207] Next, in Step S62, the evaluation section 123 initializes the evaluation value. That is, the evaluation section 123 sets the evaluation value to 0.

[0208] Next, in Step S63, the evaluation section 123 acquires the individual transport plan of one vehicle from the initial solution, the first assumed solution candidate, or the second assumed solution candidate of the transport plan.

[0209] Next, in Step S64, the evaluation section 123 determines whether the individual transport plan of one vehicle is acquired from the initial solution, the first assumed solution candidate, or the second assumed solution candidate of the transport plan.

[0210] Here, in a case where it is determined that the individual transport plan of one vehicle is acquired (Yes in Step S64), in Step S65, the evaluation section 123 calculates the holding time of each transport object assigned to the individual transport plan of one vehicle. At this time, the evaluation section 123 calculates the holding time of each transport object by subtracting the registration date and time from the pickup date and time (the departure point arrival date and time of each vehicle) of each transport object included in the individual transport plan. In a case where the transport object is a passenger, the holding time corresponds to the waiting time of the passenger from the arrival of the passenger at the departure point to the arrival of the vehicle that picks up the passenger at the departure point. In addition, in a case where the transport object is a cargo, the holding time corresponds to the storage time of the cargo from the arrival of the cargo at the departure point (warehouse) to the arrival of the vehicle that picks up the cargo at the departure point.

[0211] Next, in Step S66, the evaluation section 123 calculates the total value of the holding time of one vehicle. The evaluation section 123 calculates the total value of the holding time of each transport object assigned to the individual transport plan of one vehicle.

[0212] Next, in Step S67, the evaluation section 123 calculates the transport time of each transport object assigned to the individual transport plan of one vehicle. At this time, the evaluation section 123 calculates the transport time of each transport object by subtracting the pickup date and time from the drop-off date and time of each transport object included in the individual transport plan. In a case where the transport object is a passenger, the transport time corresponds to the time during which the passenger rides the vehicle. In addition, in a case where the transport object is a cargo, the transport time corresponds to the time during which the cargo is loaded on the vehicle.

[0213] Next, in Step S68, the evaluation section 123 calculates the total value of the transport time of one vehicle. The evaluation section 123 calculates the total value of the transport time of each transport object assigned to the individual transport plan of one vehicle.

[0214] Next, in step S69, the evaluation section 123 calculates a first index value Fl that is a total of the total value of the holding times and the total value of the transport times. At this time, the evaluation section 123 calculates the first index value Fl based on the above-described mathematical expression (3). That is, the evaluation section 123 calculates the first index value Fl by totaling the total value of the transport times multiplied by the coefficient β and the total value of the holding times multiplied by the coefficient γ.

[0215] Next, in step S70, the evaluation section 123 calculates the running time of one vehicle as a second index value F2. At this time, the evaluation section 123 calculates the running time of one vehicle by subtracting the departure date and time at the initial waiting site from the drop-off date and time at the last terminal included in the individual transport plan of one vehicle.

[0216] Next, in step S71, the evaluation section 123 adds a value obtained by totaling the first index value Fl and the second index value F2 multiplied by the coefficient α to the evaluation value. After the process in step S71, the process returns to step S63. Further, the processes of steps S63 to S71 are performed until the individual transport plans of all vehicles are acquired from the initial solution, the first assumed solution candidate, or the second assumed solution candidate of the transport plan.

[0217] On the other hand, in a case where it is determined that the individual transport plan of one vehicle is not acquired from the initial solution, the first assumed solution candidate, or the second assumed solution candidate of the transport plan (NO in step S64), in step S72, the evaluation section 123 outputs the calculated evaluation value to the improved solution creation section 122. In Figure 10 In the solution evaluation process of step S31, the evaluation section 123 outputs the calculated evaluation value of the initial solution to the improved solution creation section 122. Further, in Figure 11 In the solution evaluation process of step S41, the evaluation section 123 outputs the calculated evaluation value of the first assumed solution candidate to the improved solution creation section 122. Further, in Figure 12 In the solution evaluation process of step S50, the evaluation section 123 outputs the calculated evaluation value of the second assumed solution candidate to the improved solution creation section 122.

[0218] Thus, based on the total of the one or more holding costs corresponding to the difference between the first arrival date and time indicating the arrival of each of the one or more transport objects at the starting point and the second arrival date and time indicating the arrival of the one or more vehicles at the starting point of each of the one or more transport objects, and the one or more transport costs required for transporting the one or more transport objects from the starting point to the terminal, respectively, the transport plan for transporting the one or more transport objects is created.

[0219] Therefore, since the transportation plan is created while taking into account not only the transportation cost required for transporting the transportation object from the start point to the end point but also the holding cost from when the transportation object arrives at the start point until when the vehicle arrives at the start point, it is possible to shorten the holding time from when the transportation object arrives at the start point until when the vehicle arrives at the start point.

[0220] (Embodiment 2)

[0221] The transportation plan creation server of this embodiment 2 varies the running time, the transportation time, or the holding time in accordance with the transportation situation of the goods. Specifically, the storage capacity occupancy rate of the warehouse is monitored mainly for the purpose of avoiding the goods from being moved in beyond the upper limit of the capacity of the warehouse in advance, and the coefficient a, the coefficient b, and the coefficient g are adjusted in accordance with the storage capacity occupancy rate.

[0222] Further, the transportation object in this embodiment 2 is the goods.

[0223] Figure 16 is a view showing the overall structure of the vehicle deployment management system in this embodiment 2 of the present disclosure.

[0224] Figure 16 The vehicle deployment management system shown is provided with a transportation plan creation server 1A, a plurality of client terminals 2, a running management server 3A, and a plurality of warehouse management systems 4.

[0225] The warehouse management system 4 manages the storage situation of the goods stored in the warehouse. The warehouse management system 4 manages the current storage volume of the warehouse. The warehouse management system 4 periodically transmits the warehouse information including the current storage volume of the warehouse and the maximum storage volume of the warehouse to the running management server 3A. The plurality of warehouse management systems 4 respectively and individually manage a plurality of warehouses. Further, one warehouse management system 4 can also manage a plurality of warehouses.

[0226] The running management server 3A is provided with a separate transportation request receiving section 31, a transportation request transmitting section 32A, a transportation plan receiving section 33, a warehouse information receiving section 34, a storage capacity occupancy rate monitoring section 35, a setting data storage section 36A, and a transportation request creation section 37A. Further, in this embodiment 2, the same symbols are given to the same structures as in Embodiment 1, and the description is omitted.

[0227] The warehouse information receiving section 34 receives the warehouse information including the current storage volume of the warehouse and the maximum storage volume of the warehouse from the plurality of warehouse management systems 4. Further, the warehouse information receiving section 34 receives the warehouse information including the current storage volume of the warehouse existing within the area of the running of one or more vehicles and the maximum storage volume of the warehouse from the plurality of warehouse management systems 4. The warehouse information receiving section 34 stores the received warehouse information in a not-shown memory.

[0228] The storage capacity occupancy monitoring unit 35 calculates the average storage capacity occupancy rate by dividing the total current capacity of each of the more than one warehouses storing more than one item by the total maximum capacity of each of the more than one warehouses. The storage capacity occupancy monitoring unit 35 calculates the average storage capacity occupancy rate based on the following mathematical formulas (6) to (8).

[0229] Average storage capacity utilization rate = TotalStock / TotalCapacity (6)

[0230] TotalCapacity=Σw∈W Capacity (w) (7)

[0231] TotalStock=Σw∈W Stock(w) (8)

[0232] In the above mathematical formulas (7) and (8), Capacity(w) represents the maximum capacity of warehouse w, Stock(w) represents the current capacity of warehouse w, and W represents the set of warehouses w.

[0233] The setting data storage unit 36A pre-stores coefficient setting data that establishes the average storage capacity occupancy rate and corresponding coefficients α, β, and γ. Additionally, the setting data storage unit 36A pre-stores vehicle definition data.

[0234] Figure 17 This is a diagram showing an example of the coefficient setting data in Embodiment 2.

[0235] When the average storage capacity occupancy rate is above the first threshold, the coefficient γ is greater than both the coefficient α and the coefficient β. When the average storage capacity occupancy rate is less than the second threshold, the coefficient β is greater than both the coefficient α and the coefficient γ. The first threshold is, for example, 80%, and the second threshold is, for example, 60%. Furthermore, in this embodiment 2, the first threshold and the second threshold are different from each other, but this disclosure is not particularly limited to this, and the first threshold and the second threshold may also be the same.

[0236] like Figure 17 As shown, when the average storage capacity occupancy rate is above 80% and below 100%, the coefficient α is 0.2, the coefficient β is 0.0, and the coefficient γ is 1.0. Furthermore, when the average storage capacity occupancy rate is above 60% and below 80%, the coefficient α is 0.2, the coefficient β is 0.5, and the coefficient γ is 0.5. Additionally, when the average storage capacity occupancy rate is above 0% and below 60%, the coefficient α is 0.2, the coefficient β is 1.0, and the coefficient γ is 0.0.

[0237] The transport request creation section 37A acquires the vehicle definition data from the setting data storage section 36. In addition, the transport request creation section 37A creates the transport object definition data based on the individual transport request data received by the individual transport request reception section 31. In addition, the transport request creation section 37A refers to the coefficient setting data, and decides the coefficient a, the coefficient β, and the coefficient γ corresponding to the average storage capacity occupancy rate calculated by the storage capacity occupancy rate monitoring section 35. The transport request creation section 37A creates the transport request data including the vehicle definition data, the transport object definition data, the value of the coefficient a, the value of the coefficient β, and the value of the coefficient γ.

[0238] The transport request transmission section 32A transmits the transport request data created by the transport request creation section 37A to the transport plan creation server 1A.

[0239] The transport plan creation server 1A is provided with a setting data storage section 11, a transport plan creation section 12A, a transport request reception section 13A, and a transport plan transmission section 14.

[0240] The transport request reception section 13A receives the transport request data including the vehicle definition data, the transport object definition data, the value of the coefficient a, the value of the coefficient β, and the value of the coefficient γ from the operation management server 3A.

[0241] The transport plan creation section 12A creates a transport plan so that one of the holding cost and the transport cost is smaller than the other based on an average storage capacity occupancy rate obtained by dividing the total of the current accommodation volumes of the one or more warehouses each of which holds one or more cargos by the total of the maximum accommodation volumes of the one or more warehouses. The transport plan creation section 12A creates a transport plan so that the holding cost is smaller than the transport cost in a case where the average storage capacity occupancy rate is equal to or greater than a first threshold value, and creates a transport plan so that the transport cost is smaller than the holding cost in a case where the average storage capacity occupancy rate is smaller than a second threshold value. The second threshold value is smaller than the first threshold value. In addition, the holding cost in Embodiment 2 is the holding time.

[0242] In a case where the average storage capacity occupancy rate is equal to or greater than the first threshold value, the coefficient γ is greater than the coefficient a and the coefficient β, and therefore the transport plan creation section 12A creates a transport plan so that the holding time is smaller than the transport time and the operation time. In addition, in a case where the average storage capacity occupancy rate is smaller than the second threshold value which is smaller than the first threshold value, the coefficient β is greater than the coefficient a and the coefficient γ, and therefore the transport plan creation section 12A creates a transport plan so that the transport time is smaller than the holding time and the operation time.

[0243] The transport plan creation section 12A is provided with an initial solution creation section 121, an improved solution creation section 122, and an evaluation section 123A.

[0244] The evaluation unit 123A calculates the evaluation value using the coefficient a, the coefficient β, and the coefficient γ included in the transport request data received by the transport request reception unit 13A.

[0245] Figure 18 is a flowchart for explaining the action of the operation management server 3A in Embodiment 2 of the present disclosure.

[0246] First, in step S81, the individual transport request reception unit 31 receives the individual transport request data transmitted by the plurality of client terminals 2 respectively.

[0247] Next, in step S82, the warehouse information reception unit 34 receives the warehouse information including the current storage capacity of the warehouse and the maximum storage capacity of the warehouse transmitted by the plurality of warehouse management systems 4 respectively.

[0248] Next, in step S83, the storage capacity occupancy monitoring unit 35 calculates the average storage capacity occupancy rate obtained by dividing the total of the current storage capacities of the one or more warehouses each storing one or more goods by the total of the maximum storage capacities of the one or more warehouses respectively.

[0249] Next, in step S84, the transport request creation unit 37A acquires the vehicle definition data from the setting data storage unit 36A.

[0250] Next, in step S85, the transport request creation unit 37A creates the transport object definition data based on the individual transport request data received by the individual transport request reception unit 31.

[0251] Next, in step S86, the transport request creation unit 37A refers to the coefficient setting data, and decides the coefficient a, the coefficient β, and the coefficient γ corresponding to the average storage capacity occupancy rate calculated by the storage capacity occupancy monitoring unit 35.

[0252] Next, in step S87, the transport request creation unit 37A creates the transport request data including the vehicle definition data, the transport object definition data, the value of the coefficient a, the coefficient β, and the coefficient γ. At this time, the transport request creation unit 37A acquires the vehicle definition data from the setting data storage unit 36A. In addition, the transport request creation unit 37A creates the transport object definition data based on the individual transport request data received by the individual transport request reception unit 31.

[0253] Next, in step S88, the transport request transmission unit 32A transmits the transport request data created by the transport request creation unit 37A to the transport plan creation server 1A.

[0254] Thus, in a case where the average storage capacity occupancy rate of one or more warehouses is high, a transportation plan is created so that the holding time is shorter than the transportation time and the running time, and thus by shortening the holding time, the average storage capacity occupancy rate of one or more warehouses can be reduced, and the goods can be prevented from being moved in beyond the upper limit of the capacity of the entire one or more warehouses.

[0255] In addition, in a case where the storage capacity occupancy rate of a warehouse is low, a transportation plan is created so that the transportation time is shorter than the holding time and the running time, and thus by shortening the transportation time, the goods can be delivered to the delivery destination more quickly.

[0256] (Embodiment 3)

[0257] The transportation plan creation server of Embodiment 3 changes the running time, the transportation time, or the holding time according to the transportation situation of the passengers. Specifically, the number of passengers waiting at a bus stop is monitored mainly for the purpose of avoiding excessive congestion at the bus stop in advance, and the coefficient a, the coefficient β, and the coefficient γ are adjusted according to the number of passengers.

[0258] Further, the transportation object in Embodiment 3 is a passenger.

[0259] Figure 19 is a diagram illustrating the overall structure of the vehicle deployment management system in Embodiment 3 of the present disclosure.

[0260] Figure 19 The vehicle deployment management system illustrated in the diagram is provided with a transportation plan creation server 1B, a plurality of client terminals 2, and a running management server 3B.

[0261] The running management server 3B is provided with a separate transportation request receiving section 31, a transportation request sending section 32B, a transportation plan receiving section 33, a setting data storage section 36B, and a transportation request creation section 37B. Further, in Embodiment 3, the same symbols are assigned to the same structures as in Embodiments 1 and 2, and the description thereof is omitted.

[0262] The setting data storage section 36B stores, in advance, coefficient setting data in which the total number of passengers for one day of reservation is associated with the coefficient a, the coefficient β, and the coefficient γ. In addition, the setting data storage section 36B stores, in advance, vehicle definition data. The total number of passengers indicates the total number of one or more passengers scheduled to ride a vehicle.

[0263] Figure 20 is a diagram illustrating one example of the coefficient setting data in Embodiment 3.

[0264] The coefficient γ is larger than the coefficient α and the coefficient β when the total number of passengers is equal to or greater than a first threshold value. The coefficient β is larger than the coefficient α and the coefficient γ when the total number of passengers is less than a second threshold value. The first threshold value is, for example, 200 persons, and the second threshold value is, for example, 100 persons. Further, in the present embodiment 3, the first threshold value and the second threshold value are different from each other, but the present disclosure is not particularly limited thereto, and the first threshold value and the second threshold value can be the same.

[0265] As shown in FIG. 6, the coefficient α is 0.2, the coefficient β is 0.0, and the coefficient γ is 1.0 when the total number of passengers is equal to or greater than 200 persons. In addition, the coefficient α is 0.2, the coefficient β is 0.5, and the coefficient γ is 0.5 when the total number of passengers is equal to or greater than 100 persons and less than 200 persons. In addition, the coefficient α is 0.2, the coefficient β is 1.0, and the coefficient γ is 0.0 when the total number of passengers is equal to or greater than 0 persons and less than 100 persons. Figure 20

[0266] The transport request creation unit 37B acquires vehicle definition data from the setting data storage unit 36B. In addition, the transport request creation unit 37B creates transport object definition data based on the individual transport request data received by the individual transport request reception unit 31. In addition, the transport request creation unit 37B calculates the total number of passengers based on the transport object definition data. The transport request creation unit 37B calculates the total number of passengers by totaling the number of passengers included in the transport object definition data. The transport request creation unit 37B calculates the total number of passengers based on the following mathematical expression (9).

[0267] Total number of passengers =∑r∈R PassengerNumber(r) (9)

[0268] In the above mathematical expression (9), PassengerNumber(r) represents the number of passengers in the ride reservation r, and R represents a set of ride reservations r.

[0269] In addition, the transport request creation unit 37B refers to the coefficient setting data to determine the coefficient α, the coefficient β, and the coefficient γ corresponding to the calculated total number of passengers. The transport request creation unit 37B creates transport request data including the vehicle definition data, the transport object definition data, the values of the coefficient α, the coefficient β, and the coefficient γ.

[0270] Figure 21 FIG. 7 is a diagram illustrating one example of the transport object definition data in the present embodiment 3.

[0271] ​The transport object definition data is data indicating a transport object ID for identifying each of one or more transport objects, a load amount of each of the one or more transport objects, a start point of each of the one or more transport objects at which each of the one or more transport objects starts transport, an end point of each of the one or more transport objects at which each of the one or more transport objects ends transport, and a registration date and time indicating a date and time at which each of the one or more transport objects arrives at the start point. As shown in Figure 21 In the present embodiment 3, the transport object definition data includes three transport object IDs of a first transport object cl, a second transport object c2, and a third transport object c3.

[0272] In the present embodiment 3, the load amount indicates the number of passengers who ride the vehicle, the start point indicates a bus stop at which the passengers board the vehicle, the end point indicates a bus stop at which the passengers get off the vehicle, and the registration date and time indicates a date and time at which the passengers arrive at the bus stop as the start point.

[0273] The transport request transmission unit 32B transmits the transport request data created by the transport request creation unit 37B to the transport plan creation server IB.

[0274] The transport plan creation server IB includes a setting data storage unit 11, a transport plan creation unit 12B, a transport request reception unit 13B, and a transport plan transmission unit 14.

[0275] The transport request reception unit 13B receives the transport request data including the vehicle definition data, the transport object definition data, the values of the coefficient a, the coefficient b, and the coefficient g from the operation management server 3B.

[0276] The transport plan creation unit 12B creates a transport plan so that one of the holding cost and the transport cost is smaller than the other, on the basis of the total number of passengers (the number of one or more passengers) included in the transport request data. The transport plan creation unit 12B creates a transport plan so that the holding cost is smaller than the transport cost when the total number of passengers (the number of one or more passengers) is equal to or greater than a first threshold value, and creates a transport plan so that the transport cost is smaller than the holding cost when the total number of passengers (the number of one or more passengers) is smaller than a second threshold value. The second threshold value is smaller than the first threshold value. In addition, the holding cost in the present embodiment 3 is the holding time.

[0277] When the total number of passengers is equal to or greater than the first threshold value, the coefficient g is greater than the coefficient a and the coefficient b, and therefore the transport plan creation unit 12B creates a transport plan so that the holding time is shorter than the transport time and the operation time. In addition, when the total number of passengers is smaller than the second threshold value which is smaller than the first threshold value, the coefficient b is greater than the coefficient a and the coefficient g, and therefore the transport plan creation unit 12B creates a transport plan so that the transport time is shorter than the holding time and the operation time.

[0278] The transport plan creation unit 12B has an initial solution creation unit 121, an improved solution creation unit 122, and an evaluation unit 123B.

[0279] The evaluation unit 123B calculates the evaluation value using the coefficient a, the coefficient β, and the coefficient γ included in the transport request data received by the transport request reception unit 13B.

[0280] Figure 22 is a flowchart for explaining the operation of the operation management server 3B in Embodiment 3 of the present disclosure.

[0281] First, in step S91, the individual transport request reception unit 31 receives the individual transport request data transmitted by the plurality of client terminals 2 respectively.

[0282] Next, in step S92, the transport request creation unit 37B acquires the vehicle definition data from the setting data storage unit 36B.

[0283] Next, in step S93, the transport request creation unit 37B creates the transport object definition data based on the individual transport request data received by the individual transport request reception unit 31.

[0284] Next, in step S94, the transport request creation unit 37B calculates the total number of passengers by totaling the load amounts (number of passengers) included in the created transport object definition data.

[0285] Next, in step S95, the transport request creation unit 37B refers to the coefficient setting data, and decides the coefficient a, the coefficient β, and the coefficient γ corresponding to the calculated total number of passengers.

[0286] Next, in step S96, the transport request creation unit 37B creates the transport request data including the vehicle definition data, the transport object definition data, the value of the coefficient a, the coefficient β, and the coefficient γ.

[0287] Next, in step S97, the transport request transmission unit 32B transmits the transport request data created by the transport request creation unit 37B to the transport plan creation server 1B.

[0288] Thus, in a case where the bus stop that becomes the starting point is crowded because the total number of passengers for one day is large, the transport plan is created so that the standing time is shortened more than the transport time and the operation time, and thus by shortening the standing time, it is possible to reduce the passengers who wait at the bus stop that becomes the starting point, and prevent the bus stop that becomes the starting point from being crowded.

[0289] In addition, in a case where the bus stop that becomes the starting point is not crowded because the total number of passengers for one day is small, the transport plan is created so that the transport time is shortened more than the standing time and the operation time, and thus by shortening the transport time, it is possible to deliver the passengers to the destination more quickly.

[0290] Further, in Embodiment 3, the transportation plan is created based on the total number of passengers for one day, but the transportation plan can also be created based on the total number of passengers for an arbitrary period within one day. The arbitrary period within one day can be defined as, for example, the morning (6:00-9:00), the morning (9:00-12:00), the afternoon (12:00-15:00), the evening (15:00-18:00), or the night (18:00-21:00), or can be defined for every 1 hour. Thus, the total number of passengers for each time period can be reflected, and a more realistic transportation plan can be created.

[0291] In addition, instead of the total number of passengers, the number of passengers at each origin for one day or an arbitrary period within one day can be used. Here, the number of passengers at each origin is the total number of passengers at each origin who are scheduled to board the vehicle. In this case, the coefficient a, the coefficient b, and the coefficient g are set in correspondence with the number of passengers at each origin. For example, in a case where the number of origins where the number of passengers at each origin is equal to or greater than the third threshold value is equal to or greater than the fourth threshold value, the coefficient g is set to be greater than the coefficient a and the coefficient b. In addition, in a case where the number of origins where the number of passengers at each origin is equal to or greater than the third threshold value is less than the fourth threshold value, the coefficient b is set to be greater than the coefficient a and the coefficient g. The third threshold value is, for example, 10, and the fourth threshold value is, for example, 5. In this way, by using the number of passengers at each origin instead of the total number of passengers, even in a case where the total number of passengers is small but passengers are concentrated at a specific number of origins, a transportation plan can be created so that the standby time, the transportation time, and the operation time are shortened, and congestion at the bus stop can be prevented.

[0292] (Embodiment 4)

[0293] The transportation plan creation server of Embodiment 4 changes the operation time, the transportation time, or the standby time in accordance with the expiration date of the cargo. Specifically, in order to mainly maintain the freshness of the cargo, a delay period from the date and time when the cargo arrives at the origin to the expiration date of the cargo (for example, the consumption deadline or the tasting deadline, etc.) is calculated, and the coefficient a, the coefficient b, and the coefficient g are adjusted in accordance with the delay period.

[0294] Further, the transportation object in Embodiment 4 is cargo.

[0295] Figure 23 is a diagram showing the overall structure of the vehicle deployment management system in Embodiment 4 of the present disclosure.

[0296] Figure 23 The vehicle deployment management system shown has a transportation plan creation server 1C, a plurality of client terminals 2, and an operation management server 3C.

[0297] The client terminal 2 in Embodiment 4 receives input of the transport object amount, the start point, the end point, the registration date and time (1st arrival date and time), and the expiration date of the goods by the consignor. The client terminal 2 transmits individual transport request data including the transport object ID, the transport object amount, the start point, the end point, the registration date and time, and the expiration date to the operation management server 3C. Further, the expiration date in Embodiment 4 is a consumption deadline, but the present disclosure is not particularly limited thereto, and can be a tasting deadline, and can also be a given date set by the consignor.

[0298] The operation management server 3C includes an individual transport request reception section 31, a transport request transmission section 32C, a transport plan reception section 33, a setting data storage section 36C, and a transport request creation section 37C. Further, in Embodiment 4, the same symbols are assigned to the same structures as in Embodiments 1 to 3, and the description thereof is omitted.

[0299] The setting data storage section 36C stores coefficient setting data in advance in which the average delay period of 1 day of the reservation is associated with the coefficient a, the coefficient β, and the coefficient γ. In addition, the setting data storage section 36C stores vehicle definition data in advance. The average delay period indicates a period obtained by dividing the total of one or more delay periods from the start point arrival date and time of one or more goods scheduled to be loaded into a vehicle to the expiration date of each of the one or more goods by the number of the one or more goods.

[0300] Figure 24 is a graph showing one example of the coefficient setting data in Embodiment 4.

[0301] In a case where the average delay period is less than the 1st threshold value, the coefficient γ is greater than the coefficient a and the coefficient β. In a case where the average delay period is 2nd threshold value or more, the coefficient β is greater than the coefficient a and the coefficient γ. The 1st threshold value is, for example, 4 days, and the 2nd threshold value is, for example, 8 days. Further, in Embodiment 4, the 1st threshold value and the 2nd threshold value are different from each other, but the present disclosure is not particularly limited thereto, and the 1st threshold value and the 2nd threshold value can be the same.

[0302] As shown in Figure 24 , in a case where the average delay period is less than 4 days, the coefficient a is 0.2, the coefficient β is 0.0, and the coefficient γ is 1.0. In addition, in a case where the average delay period is 4 days or more and less than 8 days, the coefficient a is 0.2, the coefficient β is 0.5, and the coefficient γ is 0.5. In addition, in a case where the average delay period is 8 days or more, the coefficient a is 0.2, the coefficient β is 1.0, and the coefficient γ is 0.0.

[0303] The transport request creation section 37C acquires vehicle definition data from the setting data storage section 36C. In addition, the transport request creation section 37C creates transport object definition data based on the individual transport request data received by the individual transport request reception section 31.

[0304] Figure 25 FIG. 8 is a diagram showing one example of the transport object definition data in Embodiment 4.

[0305] The transport object definition data is data indicating a transport object ID for identifying each of one or more transport objects, a load amount of each of the one or more transport objects, a start point of transport of each of the one or more transport objects, an end point of transport of each of the one or more transport objects, a registration date and time indicating a date and time of arrival of each of the one or more transport objects at the start point (a first arrival date and time), and a deadline day of each of the one or more transport objects. As shown in FIG. 8, in Embodiment 4, the transport object definition data includes three transport object IDs of a first transport object r1, a second transport object r2, and a third transport object r3. Figure 25

[0306] In addition, the load amount indicates a weight or a volume of goods loaded into a vehicle, the start point indicates a warehouse where the goods are loaded into the vehicle, and the end point indicates a delivery destination where the goods are unloaded from the vehicle. In addition, the registration date and time indicates a date and time when the goods are moved into the warehouse as the start point. In addition, the deadline day indicates a consumption deadline day of the goods.

[0307] The transport request creation section 37C calculates an average delay period obtained by dividing a total of one or more delay periods from a registration date and time (a first arrival date and time) of each of the one or more goods to a deadline day of each of the one or more goods by a number of the one or more goods, based on the transport object definition data. The transport request creation section 37C calculates the average delay period based on the following mathematical expression (10).

[0308] Average delay period =∑r=RAvailable(r) / |R| (10)

[0309] In the above mathematical expression (10), Available(r) indicates a delay period from the registration date and time to the deadline day of the goods r, and R indicates a set of the goods r.

[0310] In addition, the transport request creation section 37C refers to the coefficient setting data to determine the coefficient a, the coefficient β, and the coefficient γ corresponding to the calculated average delay period. The transport request creation section 37C creates transport request data including the vehicle definition data, the transport object definition data, and values of the coefficient a, the coefficient β, and the coefficient γ.

[0311] ​The transport request sending section 32C sends the transport request data created by the transport request creating section 37C to the transport plan creating server 1C.

[0312] The transport plan creating server 1C includes a setting data storage section 11, a transport plan creating section 12C, a transport request receiving section 13C, and a transport plan sending section 14.

[0313] The transport request receiving section 13C receives the transport request data including the vehicle definition data, the transport object definition data, the coefficient a, the coefficient β, and the value of the coefficient γ from the operation management server 3C.

[0314] The transport plan creating section 12C creates a transport plan so that one of the holding cost and the transport cost is smaller than the other, based on an average delay period obtained by dividing the total of one or more delay periods from the registration date and time (first arrival date and time) of each of the one or more cargos to the expiration date of each of the one or more cargos by the number of the one or more cargos. The transport plan creating section 12C creates a transport plan so that the holding cost is smaller than the transport cost in a case where the average delay period is smaller than a first threshold value, and creates a transport plan so that the transport cost is smaller than the holding cost in a case where the average delay period is equal to or larger than a second threshold value. The second threshold value is larger than the first threshold value. In addition, the holding cost in Embodiment 4 is the holding time.

[0315] In a case where the average delay period is smaller than the first threshold value, the coefficient γ is larger than the coefficient a and the coefficient β, and therefore the transport plan creating section 12C creates a transport plan so that the holding time is shorter than the transport time and the operation time. In addition, in a case where the average delay period is equal to or larger than the second threshold value which is larger than the first threshold value, the coefficient β is larger than the coefficient a and the coefficient γ, and therefore the transport plan creating section 12C creates a transport plan so that the transport time is shorter than the holding time and the operation time.

[0316] The transport plan creating section 12C includes an initial solution creating section 121, an improved solution creating section 122, and an evaluation section 123C.

[0317] The evaluation section 123C calculates an evaluation value using the coefficient a, the coefficient β, and the coefficient γ included in the transport request data received by the transport request receiving section 13C.

[0318] Figure 26 is a flowchart for explaining the operation of the operation management server 3C in Embodiment 4 of the present disclosure.

[0319] First, in step S101, the individual transport request receiving section 31 receives the individual transport request data sent by the plurality of client terminals 2, respectively.

[0320] Next, in step S102, the transport request creation section 37C acquires the vehicle definition data from the setting data storage section 36C.

[0321] Next, in step S103, the transport request creation section 37C creates the transport object definition data based on the individual transport request data received by the individual transport request reception section 31.

[0322] Next, in step S104, the transport request creation section 37C calculates an average delay period obtained by dividing the total of the one or more delay periods from the registration date and time of each of the one or more goods (first arrival date and time) to the expiration date of each of the one or more goods by the number of the one or more goods. Here, the transport request creation section 37C acquires the registration date and time and the expiration date of each of the one or more goods included in the created transport object definition data. Also, the transport request creation section 37C calculates the delay period from the registration date and time to the expiration date for each of the one or more goods. Also, the transport request creation section 37C calculates an average delay period obtained by dividing the total of the calculated delay periods of each of the one or more goods by the number of the one or more goods.

[0323] Next, in step S105, the transport request creation section 37C refers to the coefficient setting data to determine the coefficient a, the coefficient β, and the coefficient γ corresponding to the calculated average delay period.

[0324] Next, in step S106, the transport request creation section 37C creates the transport request data including the vehicle definition data, the transport object definition data, the values of the coefficient a, the coefficient β, and the coefficient γ.

[0325] Next, in step S107, the transport request transmission section 32C transmits the transport request data created by the transport request creation section 37C to the transport plan creation server 1C.

[0326] Thus, in the case where the delay period from the registration date and time of the goods to the expiration date is short, the transport plan is created so that the holding time is shorter than the transport time and the running time, and thus by shortening the holding time, it is possible to shorten the period during which the goods are stored in the warehouse serving as the starting point, and reliably deliver the goods before the expiration date. In addition, it is possible to maintain the freshness of the goods such as food.

[0327] In addition, in the case where the delay period from the registration date and time of the goods to the expiration date is long, the transport plan is created so that the transport time is shorter than the holding time and the running time, and thus by shortening the transport time, it is possible to shorten the time during which the goods are loaded on the vehicle.

[0328] Moreover, in each of the above-described embodiments, each structural element can be constituted by a dedicated hardware or realized by executing a software program suitable for each structural element. Each structural element can be realized by a program execution unit such as a CPU or a processor reading and executing a software program recorded on a recording medium such as a hard disk or a semiconductor memory. Alternatively, the program can be recorded on a recording medium and transferred or transferred via a network to implement the program by an independent other computer system.

[0329] Part or all of the functions of the apparatuses according to the embodiments of the present disclosure can typically be realized as an LSI (Large Scale Integration) that is an integrated circuit. They can be individually single-chipped, or can include a part or all of them to be single-chipped. In addition, the integrated circuit is not limited to the LSI, and can be realized by a dedicated circuit or a general-purpose processor. It is also possible to use an FPGA (Field Programmable Gate Array) that is programmable after the LSI is manufactured, or a reconfigurable processor in which the connection or the setting of circuit cells included in the LSI is reconfigurable.

[0330] In addition, part or all of the functions of the apparatuses according to the embodiments of the present disclosure can be realized by a processor such as a CPU executing a program.

[0331] In addition, the numbers used in the above description are all exemplified for specifically explaining the present disclosure, and the present disclosure is not limited to the exemplified numbers.

[0332] In addition, the order in which each step shown in the above-described flowchart is executed is exemplified for specifically explaining the present disclosure, and can be other than the above-described order within a range in which the same effect is obtained. In addition, a part of the above-described steps can be executed simultaneously (in parallel) with other steps.

[0333] Industrial Applicability

[0334] The technology according to the present disclosure can shorten the holding time from when the transport object arrives at the starting point to when the vehicle arrives at the starting point, and is therefore useful as a technology for creating a transport plan for transporting one or more transport objects by one or more vehicles.

Claims

1. An information processing method, specifically an information processing method in a computer. In the information processing method, Obtain a transportation request, the transportation request including a start point for the start of transportation, a destination point for the end of transportation, and a first arrival date and time indicating the date and time of arrival of the one or more transportation objects at the start point, for each of the transportation objects. A transportation plan for transporting the one or more transport objects is created based on the total of one or more holding costs and one or more transportation costs. The holding costs correspond to the difference between a first arrival date and a second arrival date for each of the one or more transport objects. The second arrival date represents the date and time when the one or more vehicles transporting the transport object arrive at the origin. The transportation costs are the transportation costs required for each of the one or more transport objects to be transported from the origin to the destination. Output the transportation plan that was created.

2. The information processing method according to claim 1, wherein, In creating the transportation plan, a transportation plan is created that specifies the transportation of the one or more transport objects by each of the one or more vehicles, such that the total of the one or more maintenance costs and the one or more transportation costs is minimized.

3. The information processing method according to claim 1 or 2, wherein, In the creation of the transportation plan, for each of the more than one vehicles, the origin and destination of the more than one transport object transported by the more than one vehicle are arranged in time sequence, thereby creating the transportation plan.

4. The information processing method according to claim 1 or 2, wherein, In the creation of the transportation plan, the transportation plan is created based on the total of one or more operating costs, one or more maintenance costs, and one or more transportation costs required for each of the one or more vehicles included in the transportation plan to move from the vehicle's initial departure point to its final destination.

5. The information processing method according to claim 1 or 2, wherein, In the creation of the transportation plan, if there are multiple origin candidates for one of the more than one transportation objects, the origin candidate with the smallest total among the multiple origin candidates is used as the origin of the one transportation object.

6. The information processing method according to claim 1 or 2, wherein, The term "one or more transported objects" includes one or more goods. The starting point includes the location of the warehouse where the goods are stored. In creating the transportation plan, the transportation plan is created based on the average storage capacity occupancy obtained by dividing the total current capacity of each of the more than one warehouses storing the more than one item by the total maximum capacity of each of the more than one warehouses, such that one of the holding cost and the transportation cost is less than the other.

7. The information processing method according to claim 6, wherein, In the creation of the transportation plan, if the average storage capacity occupancy rate is above a first threshold, the transportation plan is created such that the maintenance cost is less than the transportation cost; if the average storage capacity occupancy rate is less than a second threshold, the transportation plan is created such that the transportation cost is less than the maintenance cost.

8. The information processing method according to claim 1 or 2, wherein, The term "one or more transport objects" includes one or more passengers. In creating the transportation plan, the transportation plan is created based on the number of more than one passenger included in the transportation request, such that one of the holding cost and the transportation cost is less than the other.

9. The information processing method according to claim 8, wherein, In the creation of the transportation plan, if the number of more than one passenger is above a first threshold, the transportation plan is created such that the holding cost is less than the transportation cost; if the number of more than one passenger is less than a second threshold, the transportation plan is created such that the transportation cost is less than the holding cost.

10. The information processing method according to claim 1 or 2, wherein, The term "one or more transported objects" includes one or more goods. In creating the transportation plan, the transportation plan is created based on the average delay period obtained by dividing the total of one or more delay periods from the first arrival date of each of the one or more goods to the expiry date of each of the one or more goods by the quantity of the one or more goods, such that one of the holding cost and the transportation cost is less than the other.

11. The information processing method according to claim 10, wherein, In the creation of the transportation plan, if the average delay period is less than a first threshold, the transportation plan is created such that the holding cost is less than the transportation cost; if the average delay period is greater than a second threshold, the transportation plan is created such that the transportation cost is less than the holding cost.

12. An information processing device, comprising: The acquisition unit acquires a transportation request, which includes a starting point for the start of transportation, a ending point for the end of transportation, and a first arrival date and time indicating the date and time of arrival of each of the one or more transportation objects at the starting point. The creation department creates a transportation plan for transporting the one or more transport objects based on the total of one or more maintenance costs and one or more transportation costs. The maintenance costs correspond to the difference between a first arrival date and a second arrival date for each of the one or more transport objects, where the second arrival date represents the date and time when the one or more vehicles transporting the transport object arrive at the origin. The transportation costs are the transportation costs required for each of the one or more transport objects to transport them from the origin to the destination. The output section outputs the transportation plan that was created.

13. An information processing program that enables a computer to perform the following functions: Obtain a transportation request, the transportation request including a start point for the start of transportation, a destination point for the end of transportation, and a first arrival date and time indicating the date and time of arrival of the one or more transportation objects at the start point, for each of the transportation objects. A transportation plan for transporting the one or more transport objects is created based on the total of one or more holding costs and one or more transportation costs. The holding costs correspond to the difference between a first arrival date and a second arrival date for each of the one or more transport objects. The second arrival date represents the date and time when the one or more vehicles transporting the transport object arrive at the origin. The transportation costs are the transportation costs required for each of the one or more transport objects to be transported from the origin to the destination. Output the transportation plan that was created.

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