Operation diagram creation device and method

Abstract

To efficiently achieve the creation of an operation diagram in which dimensions of decision variables become enormous by mathematical optimization processing.SOLUTION: An operation diagram creation device 10 for creating an operation diagram showing an operation schedule of a movable body of a transportation facility includes: an input unit 11 for receiving input information; a diagram initial arrangement generation unit 12 for generating initial arrangement of the operation diagram on the basis of the input information; a graph analysis unit 13 for executing simulation processing to initial arrangement, specifying getting-on / off places of the movable body, a boarding site, a route and an order showing a movement order of the movable body, and creating adjustment arrangement of the operation diagram; and an optimization processing unit 15 for executing mathematical optimization processing to the adjustment arrangement of the operation diagram to determine times of the operation diagram so as to satisfy an objective function.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a technology for creating plans in business, and in particular to a bus schedule creation device and method for creating a bus schedule for transportation. [Background technology]

[0002] Transportation is an example of a social infrastructure business, and it is essential that operations are carried out smoothly. For this reason, if a disruption occurs in transportation operations, it will have a significant impact on the social lives of many people. Therefore, in order to carry out transportation operations smoothly, it is important to make a plan for the operations in advance, including when, where, and what to do. In this way, by making a plan in advance and performing the operations according to the plan on the day of work, the operations can be carried out smoothly. An example of such an operation is the operation of transportation, and an example of such a plan is a transportation timetable.

[0003] It is desirable that such plans such as bus schedules be created based on objective indicators that are not dependent on individuals. To this end, it is possible to realize the automation of bus schedules. Patent Document 1 proposes such automatic bus schedule creation. Patent Document 1 aims to "provide a platform plan creation device that efficiently assigns multiple platforms to moving bodies in order to minimize the impact of delays and improve passenger convenience." For this purpose, Patent Document 1 describes that "the platform plan creation device 101 includes a platform selection unit that selects a platform to be occupied by a moving body from among multiple platforms based on a platform information DB 310 of multiple platforms and an occupancy information DB 320 including the time that at least one moving body occupies the platform. The platform determination unit (platform selection unit) includes a plan condition creation unit 200 and a platform plan optimization unit 240." [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2021-112960 A Summary of the Invention [Problem to be solved by the invention]

[0005] In Patent Document 1, the “track number” to be used by a moving object, i.e., a train, is determined based on the premise that the stay time at a “station” used by the moving object is fixed, and a track number plan including the “track number” is created based on this.

[0006] Here, when creating plans such as operation schedules, it is necessary to specify the "stations," "tracks," "rail tracks," "sequences," and "times" for moving objects such as trains. However, in Patent Document 1, as described above, only the "track number" can be determined. For this reason, in Patent Document 1, other requirements such as the "rail tracks" must be determined manually, making it difficult to create a plan based on objective indicators that are not dependent on individuals.

[0007] In addition, when creating a train schedule, including revising it, it is necessary to solve complex problems that satisfy various constraints. Mathematical optimization (simply called optimization) has been proposed as a method for solving such complex problems. Here, when creating a train schedule, a large amount of data and information is handled because it involves many stations, routes, and long operating times.

[0008] For this reason, if one were to try to determine each of the "stations," "platforms," ​​"tracks," "sequences," and "times" through mathematical optimization processing, the number of decision variables would become enormous, making it extremely difficult to actually put this into practice. In view of these issues, the present invention aims to efficiently create plans such as train schedules. [Means for solving the problem]

[0009] Therefore, in the present invention, when creating a bus schedule showing the operation schedule of a transportation facility's mobile bodies, the stations, platforms, tracks and order used by the mobile bodies are identified by simulation, and the times are identified by mathematical optimization processing.

[0010] A more specific configuration of the present invention is a bus schedule creation device for creating a bus schedule showing operation schedules of mobile bodies of a transportation facility, the bus schedule creation device having an input unit that accepts input information, a bus schedule initial layout generation unit that generates an initial layout of the bus schedule based on the input information, a graph analysis unit that executes a simulation process for the initial layout to identify boarding and alighting places, boarding stations, routes, and an order showing the order of movement of the mobile bodies, and creates an adjusted layout of the bus schedule, and an optimization processing unit that executes a mathematical optimization process for the adjusted layout of the bus schedule to determine the time of the bus schedule that satisfies an objective function.The present invention also includes a bus schedule creation method using the bus schedule creation device. Effect of the Invention

[0011] According to the present invention, it is possible to efficiently create a bus schedule that handles a large amount of data. [Brief description of the drawings]

[0012] [Figure 1] FIG. 1 is a functional block diagram of a bus schedule creation device 10 according to an embodiment of the present invention. [Diagram 2] FIG. 1 is a diagram showing an implementation example of a bus schedule creation device 10 according to an embodiment of the present invention. [Diagram 3] FIG. 11 is a diagram showing target train information 171 used in one embodiment of the present invention. [Figure 4] FIG. 11 is a diagram showing facility information 172 used in one embodiment of the present invention. [Diagram 5] FIG. 17 is a diagram showing constraint information 173 used in one embodiment of the present invention. [Figure 6] FIG. 11 is a diagram showing bus schedule information 174 used in one embodiment of the present invention. [Figure 7] FIG. 2 is a diagram showing a traffic graph in which the bus schedule information 174 used in one embodiment of the present invention is converted into a directed graph. [Figure 8]11 is a flowchart showing a process for creating a bus schedule in one embodiment of the present invention. [Figure 9] 10 is a flowchart showing details of a graph analysis process in one embodiment of the present invention. [Figure 10] 10 is a flowchart showing details of a graph update process in one embodiment of the present invention. [Figure 11] FIG. 13 is a diagram showing another operation graph in one embodiment of the present invention. [Figure 12] FIG. 11 is a diagram showing the output contents of a bus schedule in one embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] An embodiment of the present invention will be described in detail below with reference to the drawings. However, the present invention is not to be interpreted as being limited to the description of the embodiment shown below. Those skilled in the art will easily understand that the specific configuration can be changed without departing from the concept or purpose of the present invention. In addition, in the configuration described below, the same reference numerals are used in common between different drawings for the same parts or parts having similar functions, and duplicated explanations may be omitted.

[0014] <Outline of this embodiment> In this embodiment, a bus schedule showing the operation schedule of the moving bodies of the public transportation facility is created by identifying the schedule components so as to satisfy the constraint conditions. By creating this bus schedule, the arrival times and departure times (times) of multiple moving bodies required for the operation of the transportation facility's facilities are determined. Here, facilities include, for example, stations, station platforms, tracks, bus stops, ports, airports, etc. Furthermore, moving bodies include, for example, trains (railroad vehicles), buses, ships, airplanes, etc.

[0015] Furthermore, the diagram components include boarding and alighting facilities, boarding points, routes, and the order and time of movement of the mobile objects. Here, boarding and alighting points are places where mobile objects stop and passengers board and alight. Boarding and alighting points include, for example, train stations, bus stops, bus terminals, bus stations, ports, and airports. Furthermore, boarding points indicate the area where mobile objects arrive and depart within a boarding and alighting point. Boarding points include track numbers, bus stops, wharves, aprons, and boarding gates. Note that when buses are used as mobile objects, boarding and alighting points and boarding points may coincide with the bus stops.

[0016] Furthermore, the route indicates the route along which the mobile object moves between boarding and alighting locations. The route includes, for example, railroad tracks, roads, sea routes, and the like. However, the route only needs to specify the direction from the boarding and alighting locations or platforms, for example, up / down, and does not have to be the entire route between the boarding and alighting locations. The order of movement indicates the chronological order of departure, arrival, and movement of the mobile object in the bus schedule. The time indicates the time of departure, arrival, and movement of each mobile object at a specific location, such as a boarding and alighting location, in the bus schedule.

[0017] In this embodiment, a railway is used as an example of a means of transportation. For this reason, stations, station platforms, and tracks are used as facilities, and railcars are used as moving bodies. Furthermore, stations, track numbers, tracks, and the order and time of movement of railcars are used as diagram components.

[0018] In this embodiment, the bus schedule is created by a bus schedule creation device, which is realized (implemented) within a computer or a computer system. This configuration will be described below.

[0019] <Configuration> 1 is a functional block diagram of a bus schedule creation device 10 according to the present embodiment. In FIG. 1, the bus schedule creation device 10 includes an input unit 11, an initial schedule layout generation unit 12, a graph analysis unit 13, a time margin calculation unit 14, an optimization processing unit 15, an output unit 16, and a storage unit 17.

[0020] First, the input unit 11 receives instructions to create a train schedule and input information for creating the schedule. When creating a train schedule by changing an existing train schedule, such as revising the schedule, the input unit 11 receives change instruction information as input information. The change instruction information is information indicating the content of changes to the existing train schedule, and includes, for example, an increase or decrease in the number of trains, a change in the departure time, and the like.

[0021] Furthermore, the initial schedule arrangement generating unit 12 creates an initial arrangement of the bus schedule in accordance with the input information. At this time, it is preferable that the initial schedule arrangement generating unit 12 creates the initial arrangement of the bus schedule by considering the constraint conditions of some of the schedule components and not considering the constraint conditions of the other schedule components. At this time, the schedule components that are considered include track numbers and tracks. Furthermore, the schedule components that are not considered include the travel order and time. Note that the constraint conditions of these schedule components are included in the change instruction information and the existing bus schedule.

[0022] Furthermore, the graph analysis unit 13 identifies the stations, platform numbers, tracks, and movement order of the timetable components through simulation processing. The graph analysis unit 13 also calculates the time before the final decision. As a result, the graph analysis unit 13 creates an adjusted layout by adjusting the initial value layout of the bus schedule. A train operation model, which is a directed model described later, can be used as this adjusted layout or initial layout.

[0023] Here, the time margin calculation unit 14 calculates a time margin that is probabilistically changed within the calculated time range for the time before the final decision. The function of the time margin calculation unit 14 may be provided in the graph analysis unit 13. The optimization processing unit 15 specifies the time so as to execute a mathematical optimization process and satisfy the objective function. For this purpose, the optimization processing unit 15 executes mathematical optimization using a formula of a mathematical model for mathematical optimization (details will be described later).

[0024] Moreover, the output unit 16 outputs the created train schedule etc. The storage unit 17 stores target train information 171, facility information 172, constraint condition information 173 and train schedule information 174.

[0025] The bus schedule creation device 10 can be configured by one physical calculator (computer). Alternatively, each component of the bus schedule creation device 10 may be realized by a separate physical computer. Furthermore, the bus schedule creation device 10 may be another type of system, for example, a system realized on a physical computing resource group, instead of a computer system having one or more physical computers. For example, a cloud platform can be mentioned as a computing resource group, and a cloud computing system can be mentioned as an example of the system. Here, an implementation example of the bus schedule creation device 10 in this embodiment will be described with reference to FIG. 2. In FIG. 2, the bus schedule creation device 10 can be realized by a computer such as a server, and has a processing device 101, a communication device 102, a main memory device 103, and a sub-memory device 104, which are connected to each other via a communication path such as a bus.

[0026] First, the processing device 101 can be realized by a processor such as a CPU, and executes calculations according to a bus schedule creation program 105 stored in a sub-storage device 104, which will be described later. The bus schedule creation program 105 will be described later. Also, the communication device 102 connects to the network 30 and communicates with other devices and systems.

[0027] 1. The main memory device 103 and the secondary memory device 104 are equivalent to the memory unit 17 in Fig. 1. The main memory device 103 expands the various information stored in the secondary memory device 104, which is used for processing by the bus schedule creation program 105 and the processing device 101, that is, the target train information 171, the facility information 172, the constraint condition information 173, and the bus schedule information 174. The secondary memory device 104 can be realized by a so-called storage device, and stores the bus schedule creation program 105, the target train information 171, the facility information 172, the constraint condition information 173, and the bus schedule information 174. The secondary memory device 104 may be realized by a storage medium such as an external HDD (Hard Disk Drive), SSD (Solid State Drive), or memory card, or may be realized by a device separate from the bus schedule creation device 10, such as a file server. For example, the bus schedule creation program 105 may be stored in the bus schedule creation device 10, and the target train information 171, facility information 172, constraint condition information 173, and bus schedule information 174 may be stored in a file server.

[0028] Here, the bus schedule creation program 105 is composed of a bus schedule initial layout generation module 106, a graph analysis module 107, a time margin calculation module 108, and an optimization processing module 109. Each of these modules may be realized as an individual program or a partial combination.

[0029] Here, the configuration shown in FIG. 1 which performs the same functions as each module is as follows. Initial diagram layout generation module 106: Initial diagram layout generation unit 12 Graph analysis module 107: Graph analysis unit 13 Time margin calculation module 108: Time margin calculation unit 14 Optimization processing module 109: Optimization processing unit 15 Therefore, the processing device 101 executes the processes of the initial schedule layout generation unit 12 , the graph analysis unit 13 , the time margin calculation unit 14 and the optimization processing unit 15 in accordance with the bus schedule creation program 105 .

[0030] In addition, the communication device 102 is connected to a terminal device group 25 and the like via a network 30. In the example of Fig. 2, the train schedule creation device 10 is realized as a cloud computing system, and is therefore connected to a plurality of railway company systems. The railway company systems are composed of railway company terminal groups 21, 23 and railway company servers 22, 24.

[0031] As a result, the train schedule creation device 10 creates a train schedule for each railway company and outputs it to each railway company system. Therefore, the railway company system can realize the operation of each railway company using the created train schedule. This railway company system can be realized by a general computer system. Note that in FIG. 2, the train schedule creation device 10 stores the target train information 171, facility information 172, constraint condition information 173, and train schedule information 174, but each railway company system (railroad company servers 22, 24) may store this information for its own company. Furthermore, the railway company servers 22, 24 may have the functions of the train schedule creation device 10 itself or part of it.

[0032] The terminal device group 25 is used for managing the bus schedule creation device 10, and can be realized by a computer such as a PC, a smartphone, or a tablet, and has the input unit 11 and the output unit 16 in FIG. 1. The input unit 11 and the output unit 16 in FIG. 1 may be realized as a communication device 102. Furthermore, the terminal device group 25 may be a single unit, or may be connected to the bus schedule creation device 10 without the network 30. Furthermore, the bus schedule creation device 10 may be realized as the railway company servers 22, 24 as one function of the railway company system. This concludes the explanation of the configuration of this embodiment.

[0033] <Information> Next, information used in this embodiment will be described. FIG. 3 is a diagram showing target train information 171 used in this embodiment. The target train information 171 is information indicating the departure time at a station (stop station) for each train (railroad vehicle). Specifically, it has each item of a train number ID for identifying a train, a partial train ID, a stop station, and a starting time. Here, the train number is an item for identifying a train in a train schedule to be created, that is, a train in operation. Furthermore, the partial train ID is an item for identifying a train for each operation section. In the example of FIG. 3, each station or a section between stations is classified as an operation section. In this way, the partial train ID is a classification of the train number. For this reason, in this embodiment, the partial train ID is configured by adding a branch number to the train number. Furthermore, the partial train indicated by the partial train ID indicates the chronological order of the train, and is not limited to management in units of stations (platforms).

[0034] Furthermore, the stop stations indicate stations that are components of the timetable and their attributes. For example, stop station A, whose partial train ID is 110-1, is the starting station of the corresponding train. Furthermore, the starting time of the corresponding train is recorded. The starting time is recorded in stations A and C, which are starting stations. The target train information 171 may be created by user input, or may use at least a part of an existing train timetable.

[0035] FIG. 4 is a diagram showing facility information 172 used in this embodiment. The facility information 172 is information related to facilities of a transportation facility, and in this embodiment, is made up of platform information 172-1 and track information 172-2. The platform information 172-1 indicates the platform numbers available for each station. In the example of FIG. 4, platforms 1, 2, etc. are available at station A. Furthermore, the track information 172-2 indicates the tracks that trains can use for each section. For example, track R1001 is used between stations A and B.

[0036] FIG. 5 is a diagram showing constraint condition information 173 used in this embodiment. The constraint condition information 173 is information indicating constraints on the train schedule to be created. For this reason, the constraint condition information 173 indicates a constraint condition for each item. In the example of FIG. 5, the station-to-station travel time between "Station A and Station B" is exemplified. However, this can be understood from the track information 172-2 as a constraint condition for the track of the schedule component. In this way, each item of the constraint condition information 173 can be associated with each schedule component.

[0037] FIG. 6 is a diagram showing the train schedule information 174 used in this embodiment. The train schedule information 174 is information showing a train operation plan, and is composed of a plurality of train schedule components. In the example of FIG. 6, the train schedule information 174 is composed of train numbers, partial train IDs, stops, track numbers, arrival times, departure times, and tracks. Here, for the train schedule components, the train numbers and partial train IDs correspond to trains, and the arrival times and departure times correspond to times. For the order, the order corresponds to the time order of the arrival times or departure times of the records. Furthermore, track numbers and tracks correspond to the train schedule components of the same name. Furthermore, each row of the train schedule information 174 is a partial train.

[0038] Furthermore, the train schedule information 174 can be shown as a directed graph. Fig. 7 is a diagram showing a train schedule graph in which the train schedule information 174 used in this embodiment is turned into a directed graph. In Fig. 7, the train schedule graph is composed of station number line nodes 81, partial train nodes 82, station number line links 83, and track links 84. The nodes are connected by links. Details of this will be explained below.

[0039] First, the station line node 81 indicates the station and track number used by each train or partial train, and five station line nodes 81 are shown in Fig. 7. Also, the partial train node 82 indicates the corresponding partial train, and six partial train nodes 82 are shown in Fig. 7.

[0040] Furthermore, the station number line links 83 connect the station number line nodes 81 and the partial trains that use them in the order of use. This order is included in the order of the diagram components, and is indicated by the direction of the arrow in Figure 7. For example, for platform 1 at station A, partial trains IDs = 110-1, 123-1 are used in this order.

[0041] Furthermore, track links 84 indicate the tracks that each train uses and the order in which they are used (traveled). This order is included in the order of the diagram components, and is indicated by the direction of the arrow in Fig. 7. For example, a train with train number = 110 travels from partial train ID = 110-1 via track = R1001, and is managed by partial train ID = 110-2.

[0042] Furthermore, the operation graph has three axes: station / track number, their use sequence, and train sequence, i.e., it is expressed as a three-dimensional graph. That is, (1) the station / track number is represented by the station / track number node 81, (2) the station / track number use sequence is represented by the station / track number node 81, partial train node 82, and station / track number link 83, and (3) the train sequence axis is represented by the partial train node 82 and track link 84.

[0043] As described above, the arrows of the station number links 83 and the track links 84 indicate a chronological order (sequence). Note that the operation graph may correspond to completed bus schedule information 174 including the above-mentioned times, or may be information under creation where detailed times have not yet been determined. This operation graph may be stored as the bus schedule information 174, or may be stored together with the tabular bus schedule information 174 as shown in Fig. 6. This concludes the explanation of the information used in this embodiment.

[0044] <Processing flow> Next, the process flow in this embodiment will be described. Fig. 8 is a flowchart showing the process of creating a bus schedule in this embodiment. The process of creating a bus schedule will be explained below according to this flowchart, and in this case, the processing will be performed mainly using the configuration shown in Fig. 1.

[0045] First, in step S1, the input unit 11 accepts input information for creating a train schedule. In step S2, the initial schedule layout generation unit 12 creates an initial layout of the train schedule in accordance with the input information. Here, the input information only needs to know the starting station, intermediate stations, terminal station, and starting time of the train in the train schedule to be created. For this reason, the target train information 171 can be used as the input information. Also, constraint conditions are extracted from the constraint condition information 173 as the input information. In addition to the above, the constraint conditions may include travel time between stations (if the speed differs depending on the train, this can also be known) and the minimum time that trains must stop at a station.

[0046] Furthermore, in step S3, the graph analysis unit 13 identifies the stations, platform numbers, tracks, and movement order among the diagram components through simulation processing. Furthermore, in step S3, it is preferable that the graph analysis unit 13 adjusts the time before the final decision. One example of the processing in the above step S3 is a graph analysis processing, the details of which will be explained below. FIG. 9 is a flowchart showing the details of the graph analysis processing in this embodiment. First, in step S31, the graph analysis unit 13 reads the initial arrangement created in step S2.

[0047] In step S32, the graph analysis unit 13 identifies and places each node according to the initial arrangement. Specifically, the graph analysis unit 13 extracts stations (stopping stations), track numbers, and partial train IDs from the initial arrangement. Then, the graph analysis unit 13 identifies and places station track nodes 81 and partial train nodes 82 from these.

[0048] Furthermore, in step S33, the graph analysis unit 13 connects the station number line node 81 to the partial train node 82 of the train that departs from the station number line first. Then, in step S34, the graph analysis unit 13 connects the partial train nodes 82 of the same station and the same traveling direction (track) with a station number line link 83 in order of departure time. Furthermore, in step S35, the graph analysis unit 13 assigns tentative departure times and arrival times (tentative departure and arrival times) to each partial train node 82. Through the above steps S33 to S35, an initial layout operation graph with assigned tentative departure and arrival times is created.

[0049] Then, in step S36, the graph analysis unit 13 updates the operation graph showing the initial arrangement to which the tentative arrival and departure times have been assigned. That is, the graph analysis unit 13 adjusts the schedule components of the initial arrangement of the bus schedule so as to satisfy the constraint conditions. For example, if the constraint conditions for the platform are not satisfied, the graph analysis unit 13 changes the platform to one that satisfies the constraint conditions with a predetermined probability. Also, if the constraint conditions for the time are not satisfied, the graph analysis unit 13 calculates the time before the final decision within the range that is satisfied. The graph update process in this step will be described in detail below.

[0050] FIG. 10 is a flowchart showing the details of the graph update process in this embodiment. First, in this flowchart, the following process is repeated for all partial train nodes 82. First, in step S361, the graph analysis unit 13 extracts a specific partial train node 82 from the operation graph, which is the train schedule to which tentative departure and arrival times have been assigned in step S35. Then, the graph analysis unit 13 judges, for the extracted partial train node 82, whether the partial train nodes between the station number nodes 81 of adjacent stations are connected in chronological order. In other words, it judges whether there is any inconsistency in the order. As a result, if they are connected in chronological order (Yes), the process transitions to step S364. If they are not connected in chronological order (No), the process transitions to step S362.

[0051] In step S362, the graph analysis unit 13 shifts the arrival and departure times of the partial train node 82 whose station number is the next direction of the inconsistent station number node 81. The direction and amount of this shift may be predetermined.

[0052] Furthermore, in step S363, graph analysis unit 13 shifts the departure and arrival times of each subsequent partial train node in the order of the direction of the corresponding partial train node 82. The direction and amount of this shift may be predetermined. Through steps S362 to S363 above, graph analysis unit 13 reconnects partial train node 82 so that they are on different tracks at the same station.

[0053] Furthermore, in step S364, the graph analysis unit 13 associates the departure and arrival times and time margins within the range that satisfies the constraint condition information 173 with the relevant partial train node 82. The time margins used are those calculated by the time margin calculation unit 14. The graph analysis unit 13 then repeats steps S361 to S364 for each partial train node 82 in the operation graph, and when processing for each partial train node 82 has been completed, transitions to step S365.

[0054] Furthermore, in step S365, the graph analysis unit 13 determines whether each partial train node 82 in the operation graph is in chronological order. As a result, if each partial train node 82 is in chronological order (Yes), the process transitions to step S4. If there is a partial train node 82 that is not in chronological order (No), the process transitions to step S361. Then, the process from step S361 onwards is executed for the partial train node 82 that is not in chronological order. As a result, the graph analysis unit 13 adjusts the initial arrangement of the train schedule. In other words, the graph analysis unit 13 creates an adjusted arrangement of the train schedule.

[0055] According to the graph update process shown in FIG. 10, the times (tentative departure and arrival times) of each partial train are updated so that their time series is maintained. In other words, the shape of the operation graph is changed while tentative departure and arrival times are assigned so that each partial train follows its time series. A certain range of deviations in the tentative departure and arrival times can be tolerated within the constraint conditions, and this range is referred to as the time margin in this specification. The time margin is also used in the optimization process described later. In these processes, the coefficients of the CMOS annealing formula are used to assign a time margin to the station number link 83. In the above processes, tentative departure and arrival times are calculated, but this may be omitted.

[0056] Furthermore, the graph update process can also be executed as follows. The graph analysis unit 13 performs the node update process multiple times even when each partial train node 82 has been processed. This makes it possible to calculate a solution for an operation graph showing a different graph shape. As a result, the graph analysis unit 13 can also obtain an operation graph with a layout different from that of FIG. 7, for example, as shown in FIG. 11. FIG. 11 is a diagram showing another operation graph in this embodiment. Compared to FIG. 7, the operation graph in FIG. 11 does not have the station number line link 83-3, and a station number line link 83-7 has been added. This concludes the explanation of FIG. 10, and we will now explain step S4 and subsequent steps in FIG. 8.

[0057] In step S4, the optimization processing unit 15 calculates optimization model coefficients for the adjusted operation model, which is the adjusted arrangement of the bus schedule created in step S3. In addition, in step S5, the optimization processing unit 15 executes optimization processing for the operation model using the optimization model coefficients.

[0058] A specific example will be described below. The optimization processing unit 15 calculates (Equation 1) by using the time margin as a coefficient ai (use of the same station number line).

[0059]

number

[0060] Here, xi in (Equation 1) is a continuous variable that ranges from 0 to 1, and is used to determine the time of node i within the range of ti+ai, which is obtained by adding a time margin ai to a given time ti.

[0061] The optimization processor 15 then uses Equation 1 to perform calculations for optimization using Equation 2, which shows a mathematical model. In other words, times are allocated so that the intervals between successive trains are equal throughout the entire train schedule. Here, < >st in Equation 2 represents a pair of adjacent station lines in the link direction.

[0062]

number

[0063] Moreover, instead of (Equation 2), (Equation 3) may be used.

[0064]

number

[0065] In step S6, the optimization processing unit 15 evaluates the optimization result, which is the calculation result of step S5. For example, the optimization processing unit 15 performs a predetermined evaluation using KPI information (not shown) stored in the memory unit 17. As this KPI information, information indicating the degree of leveling of train operation intervals and / or stop times at stations can be used. In addition, the optimization processing unit 15 may output a train operation graph indicating the optimization result via the output unit 16, and accept an evaluation result from a user via the input unit 11.

[0066] In step S7, the optimization processing unit 15 creates a train schedule indicated by the optimization result according to the evaluation result. This train schedule may be modified according to the evaluation in step S6. At this time, a train operation simulator may run a simulation according to the created train schedule to visualize the train schedule. The train operation simulator may be provided with this function in the train schedule creation device 10 itself, and the visualization result may be output to the output unit 16.

[0067] Then, in step S8, the optimization processing unit 15 outputs the train schedule via the output unit 16. Here, the output contents of the output unit 16 will be described. FIG. 12 is a diagram showing the output contents of the train schedule in this embodiment. In FIG. 12, the train schedule is shown in a train schedule table. In the output of this train schedule table, a specific train can be highlighted. For example, the three lines in the thick frame 161 in FIG. 12 show the train schedule of the same train number 110. And, for train number 110, station A is the starting point and station C is the final destination. More specifically, after departing from station A, the railway vehicle operated as train number 110 arrives at station B via track R1001. Then, the railway vehicle with train number 110 arrives at station C via track R2001.

[0068] In addition, in this step, the optimization processing unit 15 stores the created bus schedule in the storage unit 17 as bus schedule information 174.

[0069] To summarize the above embodiment, (1) the graph analysis unit 13 executes a simulation process, and (2) the optimization processing unit 15 executes a mathematical optimization process to create a train schedule. For (1), a three-dimensional operation graph is created, and it is desirable to level out the operation intervals (train intervals) by adjusting specific times taking into account evaluation values ​​(KPIs) such as operation intervals. For (2), facilities such as tracks and platform numbers are assigned to which trains to use, and a reference time is determined taking into account operating hours, stopping times, and intervals between trains.

[0070] This concludes the description of this embodiment, but the subject of the present invention is not limited to the above-mentioned railway timetable, and can also be applied to the creation of timetables for other means of transportation such as buses. Furthermore, the subject of creation is not limited to train timetables, and can be applied to various planning. For example, the present invention can be applied to the creation of production plans and transportation plans using trucks, etc. For example, as a production plan, it is possible to create plans for the transportation and manufacturing of each part, semi-finished product, and finished product inside and outside a factory. In this way, the present invention can be applied to various fields. For this reason, the station number node 81 and partial train node 82 can be replaced with various nodes including other expressions such as unit nodes. [Explanation of symbols]

[0071] 10...Train schedule creation device, 11...Input unit, 12...Train schedule initial layout generation unit, 13...Graph analysis unit, 14...Time margin calculation unit, 15...Optimization processing unit, 16...Output unit, 17...Memory unit, 21...Company terminal group 21, 22...Railway company server, 23...Company terminal group, 24...Railway company server, 25...Terminal device group, 30...Network, 101...Processing device, 102...Communication device, 103...Main memory device, 104...Sub-memory device, 105...Train schedule creation program, 106...Train schedule initial layout generation module, 107...Graph analysis module, 108...Time margin calculation module, 109...Optimization processing module, 171...Target train information, 172...Facility information, 173...Constraint condition information, 174...Train schedule information

Claims

1. A bus schedule creation device for creating a bus schedule showing operation schedules of a transportation facility, An input unit that accepts input information; a timetable initial arrangement generating unit that generates an initial arrangement of the timetable based on the input information; a graph analysis unit that executes a simulation process for the initial arrangement to identify boarding and alighting locations, boarding points, routes, and an order indicating a moving order of the moving objects, and creates an adjusted arrangement of the bus schedule; An optimization processing unit that executes a mathematical optimization process for the adjusted arrangement of the bus schedule to determine a time of the bus schedule that satisfies an objective function, The initial layout and adjusted layout of the bus schedule are represented by a bus schedule creation device, which is a three-dimensional graph having axes of the boarding and alighting locations and the boarding stations, the order of their use, and the order of the moving bodies.

2. In the bus schedule creation device according to claim 1, The moving object is a train, The operation graph is a timetable creation device that is composed of station line nodes that indicate the stations and tracks used by the train, partial train nodes that indicate partial trains obtained by dividing the train into sections, station line links that connect the station line nodes to the partial trains that use them in the order of use, and track links that indicate the tracks used by each train and the order of use of those tracks.

3. In the bus schedule creation device according to claim 2, The optimization processing unit is a train schedule creation device that determines the times of the train schedule using KPI information that indicates the degree of leveling out of the train operation intervals and / or the stop times at the stations.

4. In the bus schedule creation device according to claim 1, Further, a time margin calculation unit is provided for calculating a time margin probabilistically changed within a time range, The graph analysis unit calculates a time before a final decision is made in the train schedule, The optimization processing unit is a bus schedule creation device that determines the time of the bus schedule by adjusting the time before the final determination within the range indicated by the time margin.

5. In the bus schedule creation device according to claim 1, The train schedule creation device further includes an output unit that executes a simulation according to the created train schedule using a train operation simulator, and outputs the visualization result of the train schedule.

6. A bus schedule creation method for creating a bus schedule indicating a service schedule of a moving body of a transportation facility, the method being executed by a bus schedule creation device, The input unit receives input information, A timetable initial arrangement generation unit generates an initial arrangement of the bus timetable based on the input information, a graph analysis unit executes a simulation process for the initial layout to identify boarding and alighting locations, boarding points, routes, and a sequence indicating a moving order of the moving objects, and creates an adjusted layout of the bus schedule; An optimization processing unit executes a mathematical optimization process for the adjusted arrangement of the bus schedule to determine a time of the bus schedule that satisfies an objective function; A bus schedule creation method in which the initial layout and adjusted layout of the bus schedule are represented by a bus schedule, which is a three-dimensional graph having axes of the boarding and alighting locations and the boarding platforms, the order of their use, and the order of the moving bodies.

7. The bus schedule creation method according to claim 6, The moving object is a train, A method for creating a train schedule in which the operation graph is composed of station line nodes indicating the stations and tracks used by the train, partial train nodes indicating partial trains divided into sections of the train, station line links connecting the station line nodes with the partial trains that use them in the order of use, and track links indicating the tracks used by each train and the order of use of those tracks.

8. The bus schedule creation method according to claim 7, A train schedule creation method in which the optimization processing unit determines the times of the train schedule using KPI information that indicates the degree of leveling out of the train operation intervals and / or the stop times at the stations.

9. In the method for creating a bus schedule according to claim 6, Furthermore, the time margin calculation unit calculates a time margin probabilistically changed within a time range, The graph analysis unit calculates a time before a final decision is made in the bus schedule, A bus schedule creation method in which the optimization processing unit determines the time of the bus schedule by adjusting the time before the final determination within the range indicated by the time margin.

10. The bus schedule creation method according to claim 6, A train schedule creation method in which an output unit executes a simulation according to the train schedule created by a train operation simulator, and outputs the visualization result of the train schedule.

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